Cessna 182S Skylane Information Manual
Cessna 182S Skylane is a versatile aircraft that combines speed, comfort, and efficiency. With a top speed of 145 knots and a range of over 800 nautical miles, it's perfect for both short and long trips. The Skylane is also equipped with a variety of standard features that make it a pleasure to fly, including a spacious cabin, comfortable seats, and a fully IFR-certified cockpit.
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182StM
Textr
182S
Skylane
FebS/97
NOTICE
AT THE
TIME
OF
ISSUANCE, THIS
INFORMATION MANUAL WAS AN EXACT
DUPLICATE OF THE OFFICIAL PILOT'S
OPERATING HANDBOOK
AND
FAA
APPROVED AIRPLANE FLIGHT MANUAL
AND IS TO BE USED FOR GENERAL
PURPOSES ONLY.
IT WILL NOT BE KEPT CURRENT AND,
THEREFORE, CANNOT BE USED AS A
SUBSTITUTE FOR THE OFFICIAL PILOT'S
OPERATING HANDBOOK AND FAA
APPROVED AIRPLANE FLIGHT MANUAL
INTENDED FOR OPERAT¡ON OF THE
AIRPLANE.
CESSNA AIRCRAFT COMPANY
OR¡GINAL ISSUE
.3
FEBRUARY 1997
PERFORMANCE.
SPECIFICATIONS
CESSNA
MODEL 182S
PERFORMANCE - SPECIFICATIONS
*
SPEED
Maximum at Sea
Level
145 KTS
Cruise, 80% Power at 6000 Ft (Best Power
Mixture) 140 KTS
CRUISE: Recommended lean mixture with fuel allowance for engine start, taxi, takeoff, climb and 45 minutes
88 Gallons Usable
SERVICE reserue.
71"/oPower at 6000
88 Gallons Usable
Max Range
RATE at 10,000 Fl,55o/o
OF CLIMB AT SEA
CEILING:
Ft
Fuel
Fuel
LEVEL:
Range
820 NM
Time
6'05 HRS
Power Range
968 NM
Time
8.05 HRS
924 FPM
18,100 FT
TAKEOFF PERFORMANCE:
Ground
Roll
Total Distance Over 50 Ft.
Obstacle
795 FT
1514 FT
LANDING PERFORMANCE:
Ground
Roll
Total Distance Over 50 Ft.
Obstacle
590 FT
1350 FT
STALL SPEED (KCAS):
Flaps Up, Power
Otf
Flaps Down, Power
Off .
.
MAXIMUM WEIGHT:
Ramp
54 KCAS
4s KCAS
Takeotf
Landing
STANDARD EMPTY WEIGHT:
MAXIMUM USEFUL LOAD:
BAGGAGE ALLOWANCE:
3110 LBS
31OO LBS
2950 LBS
1
925 LBS
1
185 LBS
2OO LBS
Nov 15/00
CESSNA
MODEL 182S
PERFORMANCE-
SPECIFICATIONS
PER FOR MAN
C
E.SPECI
FICATIONS
(Continued)
WING LOADING: Lbs/Sq Ft 17.8
POWER LOADING Lbs/HP
FUEL CAPACITY
13.5
92 GAL
OIL CAPACITY
ENGINE: Textron
Lycoming
230 BHP at 2400 RPM
9 QTS
|O-540-AB1A5
PROPELLER: Diameter - 3-Blade
Diameter - 2-Blade
í;
iill
NOTE
*Speed performance and range are shown for an airplane equipped speeds with optional speed fairings which increase the by approximately
3 knots. All other performance when speed fairings based on are removed.
a
2-bladed propeller.
3-blade propeller is essentially
the
I
I
The above performance figures weights, standard atmospheric conditions, dry runways and no are based on level under carefully documented conditions and the indicated hard'surface wind. They are calculated values derived from flight tests conducted by the Gessna Aircraft Company will vary with individual airplanes and numerous other factors affecting flight performance.
Dec 1/97 iii/(iv blank)
lnformation Manual
Cessna Aircraft Company
Model 182S
THIS MANUAL INCORPORATES INFORMATION ISSUED
THRU REVISION
04 TO THE PILOTS OPERATING
HANDBOOK AND
MANUAL DATED
FAA APPROVED AIRPLANE FLIGHT
3 FEBRUARY 1997.
COPYRIGHT@ 1997
The Cessna Aircraft Company
Wichita, Kansas USA
Nov 1/01
Q uenaerofGAMA
P/N: 182SlM v/(viblank)
CESSNA
MODEL 182S TABLE OF CONTENTS
TABLE OF CONTENTS
GENERAL
LIMITATIONS
EMERGENCY PROCEDURES
NORMAL PROCEDURES
PERFORMANCE
WEIGHT & BALANCE/EQUIPMENT LIST
A¡RPLANE & SYSTEMS DESCRIPTION
HANDLING, SERVICE & MAINTENANCE
SUPPLEMENTS
SECTION
4
5
2
3
6
I
I
7
1
Feb 3/97 vii/(viiiblank)
CESSNA
MODEL 182S
SECTION
1
GENERAL
SECTION
1
GENERAL
TABLE OF CONTENTS
Page
Three View - Normal Ground Attitude lntroduction
Descriptive Data
Engine
Propeller (2-Bladed)
Propeller (3-Bladed)
1-2
1-4
1-4
1-4
1-4
1-4
Fuel oit
1-5
1-6
1-7 Maximum Cefi if icated Weights
Standard Airplane Wei ghts
Cabin And Entry Dimensions
Baggage Space
Specific and Entry Dimensions
Loadings
Symbols, Abbreviations and
Terminology
Symbols . .
.
GeneralAirspeed Terminology And
MeteorologicalTerminology
Engine Power
Terminology
Airplane Performance And Flight Planning
Weight And Balance Terminology
. .
.
1-7
1-7
1-8
1-8
1-9
1-9
Terminology
1-10
1-11 iit
Metric / lmperial/ U.S. Conversion Charts 1-13
Weight Conversions 1-14
Length Conversions
Distance Conversions
Volume Conversions
Temperature Conversions
Volume to Weight Conversions
Quick Conversions
1-16
1-20
1-21
1-24
1-25
1-26
Nov 15/00 1-1
SECTION
1
GENERAL
CESSNA
MODEL 182S
1-2
0785T1 001
0785T1 001
Figure 1-1. Three View
- Normal Ground Attitude (Sheet 1 ol2)
Feb 3/97
CESSNA
MODEL 182S
SECTION
1
GENERAL
NOTE
1:
WING SPAN SHOWN WITH STANDARD STROBE
LIGHTS INSTALLED.
NOTE 2: NORMAL GROUND ATTITUDE IS SHOWN WITH
NOSE STRUT SHOWING APPROXIMATELY 2" OF
STRUT, AND WINGS LEVEL.
NOTE 3: WHEEL BASE LENGTH lS 661/z'.
NOTE 4: PROPELLER GROUND CLEARANCE IS 1O ".
NOTE 5: WING AREA IS 174 SQUARE FEET.
NOTE 6: MtNtMUM TURNTNG RADTUS (.ptVOT potNT TO oUTBoARD W|NG TtP) tS 27', - 0".
0785T1001
Figure 1-1. Three View - Normal Ground Attitude (Sheet 2 of 2)
Feb 3197 1-3
SECTION
1
GENERAL
CESSNA
MODEL 182S
INTRODUCTION
This handbook contains required
9 sections, and includes the material to be furnished to the pilot by FAR Part
23' lt also contains supplemental data supplied by The Cessna Aircraft Company.
Section 1 provides basic data and information of general interest'
It also contains definitions or explanations of symbols, abbreviations, and terminology commonly used.
DESCRIPTIVE DATA
ENGINE
Number of Engines: 1.
Engine Manufacturer: Textron Lycoming.
Engine Model Number: lO-540-AB1 45.
- Type: Normally aspirated, direct drive, air-cooled, horizontally opposed, fuel injected, six cylinder engine with
541 cu. in. displacement.
Horsepower Rating and Engine Speed: 230 rated BHP at 2400 RPM.
PROPELLER (2-Bladed)
Propeller Manufacturer: Mc0auley Propeller Systems.
Propeller Model N umber: B.2D34C235/90DKB-8'
Number of Blades: 2.
Propeller Diameter: 82 inches.
Propeller Type: Constant speed and hydraulically actuated, wlth low'pitch sétting
.a
of 17.0' and a high pitch setting of 31.8' (30 inch station).
PROPELLER (3-Bladed)
Propeller Manufacturer: McOauley Propeller Systems.
Propeller Model Number: 83D36C431/80VSA-1.
Number of Blades: 3.
Propeller Diameter: 79.0 inches.
Propeller Type: Constant speed and hydraulically actuated, wlth.a
low pitch sétting of 14.9' and a high pitch setting of 31.7' (30 inch station).
1-4
Dec 1197
CESSNA
MODEL 182S
SECTION
1
GENERAL
FUEL
¡[, wnnrrruo
USE OF UNAPPROVED FUELS MAY RESULT IN
DAMAGE TO THE ENGINE AND FUEL SYSTEM
COMPONENTS, RESULTING IN
POSSIBLE
ENGINE FAILURE.
Approved FuelGrades (and Colors):
100LL Grade Aviation Fuel (Blue).
100 Grade Aviation Fuel (Green).
NOTE lsopropyl
(DiEGME) alcohol may or be diethylene added to glycol the concentrations shall not exceed 17"
0.10% to 0.15% for D|EGME. monomethyl fuel lor isopropyl alcohol or
Refer supply. to
Additive
Section ether
I for additional information.
FuelCapacity:
TotalCapacity:
92.0 U.S. gallons.
Total
Usable:
Total Capacity Each
Total Usable Each
88.0 U.S. gallons.
Tank:
46.0 U.S. gallons.
Tank:
44.0 U.S. gallons.
NOTE
To ensure maximum fuel capacity and minimize crossfeeding when refueling, always park the airplane in a wingslevel, normal ground attitude and place the fuel selector in the Left or Right position. Refer to Figure 1-1 for normal ground attitude dimensions.
Nov 15/00 1-5
SECTION
1
GENERAL
CESSNA
MODEL 182S olL
Oil Specification:
MiL-L-6082 Aviation Grade Straight Mineral airplane was delivered from replenish the supply during the the factory first 25 and hours.
Oil: Used when the should
This be oil used should to be drained and the filter changed after the first 25 hours
Refill of operation.
the engine with MIL-L-6082 Aviation Grade Straight Mineral
Oil and contiñue to use until a total of 50 hours has accumulated or oil consumption has stabilized.
MIL-L-22851 conforming
Aviation Grade Ashless
Oil:
Oil to Textron Lycoming Seruice lnstruction No 1014' and all revisioñs and supplements thereto, must
Dispersant be used after first 50 hours or once oil consumption has stabilized.
Recommended Viscosity for Temperature Range:
Temperature MtL-L-6082
SAE Grade
MIL-L-22851
Ashless Dispersant
SAE Grade
{bove 27'C (80'F)
\bove 16"C (60"F)
1
"C (30'F) to 32"C (90'F)
-18'C (0"F) to 21'C (70"F)
3elow -12"C (10'F)
-18'C (0"F) - 32'C (90'F)
All Temoeratures
60
50
40
30
20
20w-50
60
40 or 50
40
30. 40 or 20W-40
30 or 20W-30
20W-50 or 15W-50
15W-50 or 2OW-50
NOTE
When operating temperatures overlap, use the lighter grade of oil.
OilCapacity:
Sump:
Total:
I
U.S. Quarts
I
U.S. Quarts
1-6
Nov 15/00
CESSNA
MODEL 182S
SECTION
1
GENERAL
MAXIMUM CERTIFICATED WEIGHTS
Ramp Weight
Takeoff
Landing
:
Weight:
3100 lbs.
Weight
:
3110
2950 lbs.
lbs.
Weight in Baggage Compadment, NormalCategory:
Baggage Area A (Station 82
Baggage to
109):
120 lbs. See note below.
Area B (Station 109 to
124):
80 lbs. See note below.
Baggage Area C (Station 1241o
134):
80 lbs. See 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:
Maximum Useful Load, Normal
1925
Category:
1185 lbs. lbs. I
I
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
Power
Loading:
17.8|bs./sq. ft.
Loading:
13.5 lbs./hp.
1-7
.- j
Nov 15/00
SECTION
1
GENERAL
CESSNA
MODEL 182S
SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS
Knots Calibrated Airspeed corrected expressed for position and is indicated instrument airspeed error and in knots. Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level.
KIAS Knots lndicated Airspeed is the speed shown on the airspeed indicator and expressed in knots.
KTAS
V¡
Vre vruo vrue
Vs
Vso
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 which full or abrupt control movements may be used.
at
Maximum Flap Extended Speed speed permissible with wing flaps is in the a highest 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 lhe 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 lhe most forward center of gravity.
1-8
Feb 3197
CESSNA
MODEL 182S
SECTION
1
GENERAL
V¡
Vy
Best Anql+of-Climb Soeed is the soeed which results in tñe greatest zontaldistanðe.
gain of altitude ih a given hori-
Best Rate-of-Glimb Speed is the speed which results in the greatest gain in altitude in a given time.
METEOROLOGICAL TERMINOLOGY
OAT Outside Air
Temperature is the free air static temperature. lt may be expressed in either degrees
Celsius or degrees Fahrenheit.
Standard
Standard Temperature is 15'C at sea level
Temperature pressure altitude and decreases by 2"C for each
1000 feet of altitude.
Pressure
Pressure Altitude is the altitude read from an
Altitude
altimeter when the altimeter's barometric scale has been set lo 29.92 inches of mercury (1013 mb).
ENGINE POWER TERMINOLOGY
BHP
Brake Horsepower is the power developed by the engine.
RPM
Revolutions Per Minute is engine speed.
Static
Static RPM is engine speed attained during a full
RPM
throttle engíne runup when the airplane is on the ground and stationary.
MP
Manifold Pressure is a pressure measured engine's induction system and is in the expressed in inches of mercury (in Hg).
-.-:
Feb 3/97 1-9
SECTION
1
GENERAL
CESSNA
MODEL 182S
AIRPLANE PERFORMANCE AND FLIGHT PLANNING
TERMINOLOGY
Demon-
Demonstrated Crosswind Velocity is the velocity strated of the crosswind component for which adequate
Crosswind 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
Unusable Fuel is the quantity of fuel that can not be
Fuel safely used in flight.
GPH Gallons Per Hour is the amount of fuel consumed oer hour.
NMPG
Nautical Miles Per Gallon is the distance which can be expected per gallon specif of fuel consumed at a ió engine power setting and/or f light configuration.
g g is acceleration due to gravitY'
Course
Course Datum is the compass reference used by the
Datum autopilot, along with course deviation, to provide lateral controlwhen tracking a navigation signal.
1-10
Feb 3197
CESSNA
MODEL 182S
SECTION
1
GENERAL
WEIGHT AND BALANCE TERMINOLOGY
Reference Reference Datum is an imaginary vertical plane from
Datum which all horizontal distances are measured for balance purposes.
Station
Station is a location along the airplane fuselage given in terms of the distance from the reference datum.
Arm Arm is the horizontal distance from the reference datum to the center of gravity (C.G.) of an item.
Moment
Moment is the product of the weight of an item multiplied
1000 by its arm. (Moment divided by the conslant is used in this handbook to simplify balance calculations by reducing the number of digits.)
Center of
Center of Gravity is the point at which an airplane, or
Gravity equipment, would balance if suspended. lts distance
(C.G.) 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 totalweight.
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
Standard Empty Weight is the weight of a standard
Empty
airplane, including unusable fuel, full operating fluids
Weight
and full engine oil.
Basic Empty Basic Empty Weight is the standard empty weight
Weight
plus the weight of optional equipment.
Useful
Load Useful Load is the difference between ramp weight and the basic empty weight.
MAC MAC (Mean Aerodynamic imaginary rectangular airfoil having the same pitching moments throughout
Chord) is a chord the flight range as that of of an the actualwing.
Feb 3197 1-11
SECTION
1
GENERAL
CESSNA
MODEL 182S
Maximum Maximum Ramp Weight is the maximum weight
Ramp approved for ground maneuver, and includes the
Weight weight of fuel used for start, taxi and runup.
Maximum Maximum Takeoff Weight is the maximum weight
Takeoff approved for the start of the takeoff roll.
Weight
Maximum Maximum Landing Weight is the maximum weight
Landing approved for the landing touchdown.
Weight
Tare Tare is the weight of chocks, blocks, stands, etc.
used when weighing an airplane, and the scale readings. Tare is included in is deducted from the scale reading to obtain the actual (net) airplane weight.
1-12
Feb 3197
CESSNA
MODEL 182S
SECTION
1
GENERAL
METRIC / IMPERIAL / U.S. CONVERSION CHARTS
The following charts have been provided operators conveft U.S. measurement to help international supplied with the
Pilot's
Operating Handbook into metric and imperial measurements.
The standard followed for measurement units shown, is th
National lnstitute
"Guide of Standards Technology (NIST), Publication for the Use of the lnternational System of Units (Sl)."
811
Please refer to the following pages for these charts.
Nov 15/00 1-13
SECT¡ON
1
GENERAL
CESSNA
MODEL 182S
(Kilograms i x2.205 - Pounds)
(Pounds x.454
= Kilograms)
KILOGRAM-S INTO POUNDS kg
U 1
2 J
4 5 o 7
I I
0
10
20
30
40 lb.
22.046
¿14.093
66.139
88.185
b
2.205
24.251
46.297
68.343
90.390
o o o.
4.409
26.456
48.502
70.548
92.594
6.614
28.660
50.706
72.753
94.759
8.819
30.865
52.91
1
74.957
97.003
1
1.023
33.069
55.1
1
6
77.162
99.208
b
D
13.228
35.274
57.320
79.366
101.41
1s.432
37.479
59.525
81.571
103.62
o o
17.637
39.683
61.729
83.776
105.82
19.842
41.888
63.934
85.980
'108.03
Ãn
60
70
80
90
110.23
'132.28
154.32
176.37
'198.42
112.44
134.48
156.53
'178.57
200.62
114.64
136.69
158.73
180.78
202.83
116.85
138.89
160.94
182.98
205.03
1
19.05
141.10
1 63.1
4
185.19
207.24
121.25
143.30
165.35
187.39
209.44
123 46
145.51
167.55
189.60
211.64
125.66
147.71
169.76
191.80
213.85
127.87
149.91
't 71 .96
194.01
216.05
130.07
't52.12
174.17
196.21
218.26
100 220.46
222.67
224.87
227.O8
229.24
231.49
233.69
235.90
238 10 240.30
POUNDS INTO KILOGRAMS b o
1
2 3 4 5 6 7
I
9 kg
0
10
20
30
40
4.536
9.O72
13.608
18.144
kg o.454
4.990
Y,5ZJ
'14.061
1
8.597
kg
0.907
5.443
9.979
14.51 5
19.051
Kg
1.361
5.897
10.433
14.969
19.504
t(g
1
.814
6.350
10.886
I
C.+¿¿
1
9.958
Kg z.¿Þó
6.804
1
1.340
1
5.876
20.412
Kg
¿
7.257
1
1.793
1
6.329
20.865
Kg
3.175
7.711
12.247
't 6.783
21.319
Kg
3.629
8.1
65
12.701
17.237
21 .772
kg
4.UöZ
8.618
1 3.1 54
17 690
22.226
bU
60
70
80
90
22.680
27.216
31.752
36.287
40.823
23.1 33
27.669
32.205
36.741
41 277
23.587
28j23
32.659
J/.
I
YC
41.731
24.O40
28.576
33.112
37 648
42 184
24.454
29.030
33.566
38.1 02
42.638
24.948
29.484
34.019
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
M.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. Weight Conversions (Sheet 1 o12)
Nov 15/00 1-14
.-.:
CESSNA
MODEL 182S
SECTION
1
GENERAL
(Kilograms x2.205 -
Pounds) - (Pounds x.454
= Kilograms)
IF
110
100
30
20
10
90
80
70
60
50
40
POUNDS KILOGRAMS
220
210
200
190
180
't70
160
150
140
130
't20
100
95
90
85
80
75
70
65
60
55
50
45
40
35
30
25
20
15
10
5
0 0
Units x 10, 100, etc.
Figure 1-2
.
Weight Conversions (Sheet 2 ol2)
0585T1027
June 13/97 1-15
SECTION
1
GENERAL
CESSNA
MODEL 182S m
(Meters x 3.281
-
Feet)
(Feet x
.305 =
Meters)
¡tF METERS INTO FEET
METRES EN PIEDS o 8
1
2 3 4 5 o 7 o
0
10
20
30
40 feet
32.808
65.617
98.425
131
.23
3.281
36.089
68.897
101 .71
134.51
feet feet feet feet o.co¿
39.370
72.178
104.99
137.79
9.842
4¿.OC I
75.459
108.27
141.08
1
3.1 23
45.932
74.740
111 .5s
1¿14.36
feet feet feet feet feet
16 404
49 212
82 021
114.83
147.64
19.685
52.493
85.302
118.11
150.92
22.956
55.774
88.582
121.39
154.20
26.247
91.863
124.67
157.48
29.528
62.336
95.144
127.95
160.76
50
OU
70
80
90
164.O4
195.85
229.66
262.47
295.27
167.32
200.1 3
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
180.45
213.25
246.06
278.A7
311.68
183.73
216.53
249.34
282.15
314.96
187.01
219.82
¿5¿.ô¿
285.43
318.24
190.29
223.10
255.90
288.71
321.52
193.57
226.38
259.1
I
291.58
324.80
100 328.08
331.36
3U.64
337.93
341.21
s44.49
347.77
351.05
354.33
357.61
ft
1
¡li
FEET INTO METERS
PIEDS EN METRES
2 3 4 5 6 7
I a
0
10
20
30
40
3.048
6.096
9.1M
12.192
m m m m
0.305
3.353
6.401
9.449
12.497
0.610
J.OJõ
6.706
9.754
12.802
0.914
3.962
7.010
10.058
1
3.106
1
.219
4.267
7.315
10.363
13.41
1 m
1.524
4.572
7.620
10.668
13.7'16 m
1.829
4.877
7.925
10.973
14.021
m m
2.134
5.182
8.230
11 278
14.326
2.438
5.486
8.534
11.542
14.630
m
2.743
5.791
8.839
1
1.887
14.935
50
60
70
80
90
15.240
18.288
21.336
24.384
27.432
15.545
18.593
21.641
24.689
27.737
15.850
18.898
21.946
24.994
28.O42
1 6.1
54
19.202
22.250
25.298
28.346
16.459
1
9.507
¿¿.cca
2s.603
28.651
16.754
1
9.812
22.860
25.908
28.956
'17.069
20.117
zJ,
I
DC
26.213
29.261
17.374
20 422
23.470
26.518
29.566
17.678
20.726
23.774
26.822
29.470
17 983
2 t .031
24.079
27.127
30 175
100 30.480
30.785
31.090
31.394
31.699
32.004
32.309
32.614
32.918
33.223
Figure 1-3. Length Conversions (Sheet 1 of 2)
1-16
Nov 15/00
CESSNA
MODEL 182S
SECTION
1
GENERAL
(Metersx3.281 =Feet) (Feetx.305=Meters)
80
60
40
20
0
320
300
280
260
240
220
200
180
160
140
120
100
METERS
100
75
70
65
60
55
50
45
40
95
90
85
80
35
30
25
20
15
10
5
0
\
Units x 10, 100, etc.
Figure 1-3
.
Length Conversions (Sheet 2 of 2)
Nov 15/00 1-17
SECTION
1
GENERAL
CESSNA
MODEL 182S
(Centimeters x .394 = lnches)
(lnches x 2.54 = Centimeters)
IIF CENTIMETERS INTO ¡NCHES cm 0
I
1
2 3 4 5 o 7 o n
0.394
4.331
8.268
12,205
16.142
n
0.787
4.724
8.661
12.598
16.535
n n
1.181
5.1 18
9.055
12.992
16.929
1.575
5.512
9.449
13.386
17.323
n
1.969
5.906
9.843
13.780
17.717
n
2.362
6.299
10.236
14 173
18.1 10 n z.Ico
6.693
1
0.630
14.567
18.504
n
3.1 50
7.047
11.O24
14.961
18.898
n
3.543
7.4AO
11.417
15.354
19.291
20.079
24.016
27.953
31.890
35.827
20.472
24.409
28.346
32.243
36.220
20.866
24.803
24.740
32 677
JO.O t+
21.260
25.197
29.134
33.071
37.008
21.654
25.591
29.528
33.465
37.402
22.047
25.984
29.921
33.858
37.795
22.441
26.378
30.315
34.252
38.189
22.835
26.772
30.709
34.646
38.583
23.228
27.164
31.102
35.039
38.976
39.7M
40.157
40.551
40.945
41.339
41 42.126
42.520
42.913
TF
INCHES INTO CENTIMETERS n 0
1
2 3 4 5 o 7 8
I cm cm cm
0
10
20
30
40
25.40
50.80
76.20
101 .60
¿-a+
27.94
s3.34
78.74
104.14
5.08
30.48
55.88
81.28
106.68
cm
7.62
33.02
58.42
8s.82
109.22
cm
10.16
35.56
60.96
86.36
111
.76
cm
12.70
38.1 0
63.50
88.90
114.30
cm
15.24
40.64
66.04
91.44
116.84
cm
17.78
43.1
I
68.58
93.98
1
19.38
20.32
+J.T¿
71.'12
96.52
121.92
cm cm
22.96
48.26
73.66
99.06
124.46
50
60
70 an
90
127.00
152.40
177.80
203.20
228.60
129.54
154.94
180.34
205.74
231.14
132.08
157.48
182.88
208.28
233.68
134.62
160.02
185.42
210.82
¿óo.¿¿
137.16
162.56
1
87.96
213.36
¿3ó-IO
139.70
165.10
190.50
215.90
241.30
142.24
167.64
193.04
218.44
243.84
1M.78
170.18
195.s8
220.98
246.38
t4I .ó¿
172.72
1
98.12
223.52
248.92
149.86
175.26
200.66
226.06
251.46
100 254.00
zJo.æ 259.08
261.62
264.16
266.70
269.24
271.78
274.32
276.86
Figure 1-4. Length Conversions (Sheet 1of 2)
1-18
Nov 15/00
CESSNA
MODEL 182S
SECTION
1
GENERAL
(Centimeters x .394 = lnches) - (lnches x2.54 -
Centimeters)
INCHES CENTIMETERS
10
25
24
23
22
21
20
19
18
17
16
15
14
13
12
3
2
11
5
4
7
I
I
10
6
1
0
Units x 10, 100, etc.
0585T1028
IF
Figure 1-4.
Length Conversions (Sheet 2 ot 2)
June 13/97 1-19
SECTION
1
GENERAL
CESSNA
MODEL 182S
(statuteMilesx1.609=Kilometers) (Kilometersx.622=statuteMiles)
(statute Miles x.869=Nautical
Miles)
(Nautical Miles x1 .15=statute Miles)
(NauticalMilesxl.S52=Kilometers) (Kilometersx.S4=NauticalMiles)
STATUTE NAUTICAL
MILES MILES
KILOMETERS
1
15 -- 100
110 -l- gs
100
95
180
105 too
+
eo
1
eu
95 eof80 eo f 170
85
+
160
85+75
80+70
75
-l-
65
70loo
65ass
toluo
55
80
+
150
75
-l Mo
70
+
130
65
+
120
6o*llo
55
a
loo
50
90 outrto
50+45
45+40
40+35
70
60
35+30
30Azs
25]l zo
20
15
10+10
5+5
25f50
20+
40
15+30 ro f zo
5+10 units x 10, 1oo, etc'
0 --r- 0
0-t-0 ) os'sr1o2e
Figure
1-5. Distance Conversions
Nov 15/00
1-20
CESSNA
MODEL 182S
SECTION
1
GENERAL
Lt
(lmperial Gallons x 4.546 =
Liters)
(Liters x .22=lmperial Gallons)
Õ LITERS INTO IMPERIAL GALLONS il
0
1
2 3 4 5 6 7 8 9
G
0.220
2.420
4.620
6.819
9.019
IG o.440
2.640
4.440
7 nao
9.239
G
0.660
2.860
5.059
7.259
9.459
IG
0.880
3.080
5.279
7.479
9.679
G
1.100
3.300
5.499
7.699
9.899
IG IG
1.320
3.520
5.719
7.919
10.119
1.540
3740
5.939
8.139
10.339
IG
1.760
3.960
6.159
8.359
G i ocô
4.1 80
6.379
8.579
10.779
11.21 9
13419
15.618
17.818
20.018
1 1.¿tÍ19
1
3.639
15 838
1
8.038
20.238
1
1.659
13.859
16.058
1
8.258
20.458
11.879
14.O78
't6,278
18.478
20.678
12.099
14.298
16.498
18.698
20.898
12.31
I
14.518
'16.718
18.91
I
2'1.118
12.539
14.738
16.938
1 9.1 38
21.338
12.759
14.958
17.158
19.358
21,558
12.979
1 s.1
78
17 374
19.578
21.778
22.218
22.434
22.658
22.878
23.098
23.318
23.537
23.757
23.577
IG 0
IMPERIAL GALLONS INTO LITERS
1I
1
2 3 4 5 6
I
9
Lt
4.546
50.006
95.465
140.93
186.38
9.092
54.552
100.01
145.47
190.93
Lt Lt
LT
Lt Lt Lt Lt
1
3.638
59.097
104.56
150.02
195.48
18.184
63.643
109.1 0
154.56
200.02
22.730
68.1 89
1
13.65
159.1
1
204.57
27.276
t¿.tôc
1
18.20
I OO.OO
209.1
1
31.822
77.281
122.74
168.20
213 66
36.368
81.827
127.29
172.75
218.21
Lt
40.914
86.373
131 .83
177 29
222.75
231.A4
277.30
322.76
368.22
413.68
236.39
281.8s
oaI
.Õ I
372.77
418.23
240.94
286.40
331.86
377.32
422.77
245.48
290.94
336.40
381.86
427.32
250.03
295.49
340.95
386.41
431.87
254.57
300.03
345.49
390.95
436.41
259.12
304.58
350.04
395.50
440.96
263.67
309.1 3
3s4.59
400.04
¿145.50
268.21
313.67
359.13
404.59
450.05
459.1 4 463.69
468.23
472.78
477.33
481.87
4A6.42
490.96
495.51
Figure 1-6. Volume Conversions (Sheet 1 of 3)
Nov 15/00 1-21
SECTION
1
GENERAL
CESSNA
MODEL 182S
1-22
(lmperial
(Liters
Gallons x
4.4546 = Liters) x
.22 = lmperial Gallons)
IMPERIAL
GALLONS
100
YC
90
85
80
75
70
65
60
55
50
45
40
35
30
25
20
44O
LIERS
420
400
380
360
340
320
300
280
260
240
220
200
180
160
140
120
100
80
15
10
5
0
20
0
Units x 10, 100, etc.
Figure 1-6. Volume Conversions (Sheet 2 ot 3)
0585T1 032
Nov 15/00
CESSNA
MODEL 182S
SECTION
1
GENERAL
Nov 15/00
(lmperial Gallons
(U.S. Gallons
(U.S. x
.833 = lmperial Gallons)
Gallons
(Liters i
IMPERIAL oÄu-ôñS 1oo-r120 x
1.2 = U.S. Gallons) x
3.785 = Liters) x .264:,r:t.Gallons)
U. S.
GALLONS
1oo
LITERS
\
e5+115 95 360
90 340 eo+110
105
851too so1-ss
85
80
320
300
75+e0
70+85
75
70
280
260
65+80
75
601zo
55f os
50+60
45+55
50
45
35
40
30
35
25
20
30
25
20
65
60
55
45
40
35
30
25
240
220
200
180
160
140
't20
100
80
60
15
20
15
10
15
10
40
20
5
5
10
5
0 0
0 0
Units x 10, 100, etc.
Figure 1-6. Volume Conversions (Sheet 3 of 3)
0585T1 033
1-23
SECTION
1
GENERAL
TEMPERATURE CONVERSIONS
('F-32)x5i9='C
"Cx9/5+32=oF
CESSNA
MODEL 182S
1
120
130
140
150
160
170
180
190
2'to
00
110
120
30
40
1-24
Figure 1-7. Temperature Conversions
0585T1 034
June 13/97
CESSNA
MODEL 182S itersX
.72=K
(Liters X 1.5
LTTERS
I
cific Gravity = .72
(Kilograms
(Pounds X
LITERS
95
90
85
80
75
70
65
60'
--
l-90 sofso
45ï70 ooluo
35-J ro-fuo
25t40
20130
tu1'o
101
5f 1o
0_r0 units x
10
135
GAS
1
125
120
FUEL
115
110
105
100
90
85
65
60
55
50
1
1
00,
5 etc.
0
75
70
25
20
15
10 sEcÏoN
1
GENERAL
Nov 15/00
Figure 1-8. Volume to Weight Conversion
1-25
SECTION
1
GENERAL
AV GAS
SPECIFIC
GRAVITY
0.72
CESSNA
MODEL 182S
1-26
Figure 1-9. Quick Conversions
Nov 15/00
CESSNA
MODEL 182S
SECTION
2
LIMITATIONS
TABLE OF CONTENTS lntroduction
Airspeed Limitations
Airspeed lndicator Markings
Powerplant Limitations
Powerplant
I nstrument Markin gs
Weight Limits
Center Of Gravity
Maneuver Limits
Flight Load Factor Limits
Kinds Of Operation
Fuel Limitations
Other Limitations
Flap Limitations
Placards
SECTION 2
LIMITATIONS
2-3
2-4
2-5
2-5
2-6
2-7
2-7
2-8
2-8
2-8
2-8
2-9
2-g
2-'13
Feb 3197 2-11(2-2 blank)
CESSNA
MODEL 182S
SECTION 2
LIMITATIONS
INTRODUCTION
Section
2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its engine, standard systems and standard equipment. The limitations included in ttiis
Federal Aviation Administration. Observance limitations is required by section have been approved of these
FederalAviation Regulations.
by th{ operating
NOTE
Refer to
Supplements, peÉormance
Section data and other
9 of this necessary
Handbook
for
amended operating limitations, operating procedures, information for
I airplanes equipped with specific options.
NOTE
The airspeeds listed
(Figure 2-1) and
(Figure 2-2) are based on Airspeed Calibration data shown in Section 5 with the normal static source. static source is the in the Airspeed
Airspeed lndicator being used, ample
Limitations
Markings lf the margins chart chaÉ alternate should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5.
Your Cessna is certificated under FAA Type Certificate No. 3413 as Cessna Model No. 182S.
Nov 15/00 2-3
SECTION 2
LIMITATIONS
CESSNA
MODEL 182S
AIRSPEED LIMITATIONS
Airspeed limitations and their operational significance are shown in Figure 2-1.
SYMBOT SPEED KCAS KIAS REMARKS v¡¡e Never Exceed Speec 170 175 Do not exceed this speed in any operation.
vruo Maximum Structural
Cruising Speed
137 140 Do not exceed this speed except in rmooth air, and lhen only with
:aution.
V¡ Maneuvering
Speed:
3100 Pounds
2600 Pounds
2000 Pounds vre Maximum Flap
Extended Speed:
0' to 10" Flaps
10'to 20" Flaps
20" to FULL Flaps
Maximum
Window Open
Speed
109
101
89
110
101
88
Do not make full or abrupt control novements above lhis speed.
137
118
100
140
120
100
Do not exceed this speed with flaps down.
170 175 Do not exceed this speed with windows open.
Figure 2-1. Airspeed Limitations
2-4 Feb 3/97
CESSNA
MODEL 182S
SECTION 2
LIMITATIONS
AIRSPEED INDICATOR MARKINGS
Airspeed indicator markings shown in Figure 2-2.
and their color code significance are
MARKING
KIAS
VALUE
OR RANGE
SIGNIFICANCE
36 - 100 Full Flap Operating Range.
White Arc
Green Arc 43 -140 Normal Operating Range.
Yellow Arc 140-175 Cperations must be conducted with
¡aution and only in smooth air.
Red Line 175 Maximum speed for all operations.
Figure 2-2. Airspeed lndicator Markings
POWERPLANT LIMITATIONS
Engine Manufacturer: Textron Lycoming.
Engine Model Number: |O-540-AB1 45.
Maximum Power:230 BHP rating.
Engine Operating Limits for Takeoff and Continuous Operations:
Maximum Engine Speed:2400 RPM.
Maximum Cylinder Head Temperature: 500"F (260"C).
Maximum Oil
OilPressure,
Temperature:
245'F (118'C).
Minimum:
20 PSl.
Maximum:
115 PSl.
Fuel Grade: See Fuel Limitations.
Oil Grade (Specification):
MIL-L-6082 Aviation Grade Straight Mineral
Ashless Dispersant Oil.
Oil or MIL-L-22851
Propeller Manufacturer: McOauley Propeller Systems.
Propeller Model
Number: 2-Bladed: 82D34C235/90DKB-8.
Propeller
3-Bladed: 83D36C431/80VSA-1
Diameter,
2-Bladed
Maximum: 82 0 inches.
2-Bladed
3-Bladed
3-Bladed
Minimum: 80.5 inches.
Maximum: 79.0 inches.
Minimum: 77.5 inches.
June 13/97 2-5
SECTION 2
LIMITATIONS
CESSNA
MODEL 182S
Propeller Blade Angle at 30 lnch Station:
2-Bladed Low
Pitch:
17.0".
2-Bladed High
3-Bladed Low
Pitch:
31.8".
Pitch:
14.9".
3-Bladed High
Pitch:
31.7".
POWERPLANT INSTRUMENT MARKINGS
Powerplant instrument markings and their color code significance are shown in Figure 2-3.
INSTRUMENT RED L|NE (MTNTMUM)
Iachometer:
GREEN ARC
INORMAL
OPERAT¡NG)
2000 -2400
RPM
15 - 23 ln. Hg.
RED
LINE
(MAx)
2400
Manifold
Pressure
Cylinder Head
Temperature oit
Temperature
Oil Pressure 20 PSI
200 - 500'F 500"F
100 - 245"F 245"F
50 - 90 PSt 115
PSI
FuelQuantity 0
(2.0 Gal. Unusable Each
Tank)
FuelFlow
(Pressure)
Vacuum Gauge
C to 15 GPH
4.5 - 5.5 in.Hg
Figure 2-3. Powerplant lnstrument Markings
2-6 Nov 15/00
CESSNA
MODEL 182S
SECTION 2
LIMITATIONS
WEIGHT LIMITS
Maximum Ramp Weight: 3110 lbs.
Maximum Takeoff Weight: 3100 lbs.
Maximum Landing Weight: 2950 lbs.
Maximum Weight in Baggage Compartment:
Baggage Area A - Station 82 to 109: 120 fbs. See note below.
Baggage Area B - Station 109
Baggage Area C - Station 124 to
Ìo
124:
80 lbs. See note below.
134:
80 lbs. See 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.
CENTER OF GRAVITY LIMITS
Center of Gravity Range:
Fonruard: 33.0 inches aft of datum at 2250 lbs. or less, with straight line variation to 40.9 inches aft of datum at
3100 lbs.
Aft:
46.0 inches aft of datum at allweights.
Reference Datum: Front face of firewall.
Feb 3/97 2-7
SECTION 2
LIMITATIONS
CESSNA
MODEL 182S
MANEUVER LIMITS
This airplane category is operations. is certificated in the normal category. The normal applicable to
These include aircraft intended for non-aerobatic any maneuvers incidental to normal flying, stalls (except whip stalls), lazy eights, chandelles, and steep 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:
*Flaps
*Flaps
Up .
Down
.
,
+3.89, -1.529
+2.09
*The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads.
KINDS OF OPERATION LIMITS
The airplane as delivered and may be equipped
Part 91 establishes equipment operations on for night VFR ancl/or IFR operations. FAR the is equipped for day, night, VFR, IFR minimum required instrumentation for these operations. The reference to types of and flight the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance.
Flight into known icing conditions is prohibited.
FUEL LIMITATIONS
Total Fuel: 92 U.S. gallons (2 tanks at 46.0 gallons each).
Usable Fuel (all flight conditions): 88.0 U.S. gallons.
2-8 Feb 3197
CESSNA
MODEL 182S
SECTION 2
LIMITATIONS
Unusable Fuel:4.0 U.S. gallons (2.0 gallons each tank).
NOTE
To ensure maximum fuel capacity and minimize crossfeeding when refueling, always park the airplane in a wingslevel, ñormal ground attitude and place the fuel selector in the Left or Right position. Refer ground attitude def inition.
to Figure 1-1 for normal
Takeoff and land with position.
the fuel selector valve handle in the BOTH
Operation on either LEFT or RIGHT tank limited to level flight only.
W¡th 1/4 tank or less, prolonged uncoordinated flight is prohibited when operating on either left or right tank.
Approved FuelGrades (and Colors):
100LL Grade Aviation
100
Fuel(Blue).
Grade Aviation Fuel (Green).
OTHER LIMITATIONS
FLAP L¡M¡TATIONS
Approved Takeoff Range:
Approved Landing
Range:
0'to 20'
O'to FULL
Feb 3197
2-9
SECTION 2
LIMITATIONS
CESSNA
MODEL 182S
PLACARDS
The following information must be displayed posite or individual placards.
in the form of com-
1. ln full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped).
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 complíed with when operating this airplane ín 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
2-10 Feb 3197
CESSNA
MODEL 182S
3.
On the fuel selector valve:
BOTH
88.0 GAL.
TAKEOFF
LANDING
ALL FLIGHT ATTITUDES
SECTION 2
LIMITATIONS
SEL
FUEL
PUSH DOWN
ROTATE
LEFT
44.0 cAL.
LEVEL FLIGHT ONLY
4.
Near the fuel tank filler cap:
OFF
RIGHT
44.0 GAL
LEVEL FLIGHT ONL
FUEL lOOLU1OO MIN. GRADE AVIATION GASOLINE
CAP 44.0 U.S. GAL USABLE
CAP 32.5 U.S. GAL. USABLE TO BOTTOM
OF FILLER INDICATOR
5.
On flap control indicator:
0'to 10"
140
KIAS
(Partial flap range with dark blue color code; also, mechanicaldetent at 10'.)
10o to
20"
120
KIAS
(Light blue color code; also mechanical detent al 20")
20' to FULL
100
KIAS
(White color code)
Feb 3/97 2-11
SECTION 2
LIMITATIONS
CESSNA
MODEL 182S
6.
On baggage door:
120 POUNDS MAXIMUM
BAGGAGE FORWARD OF BAGGAGE DOOR LATCH
AND
80 POUNDS MAXIMUM
BAGGAGE AFT OF BAGGAGE DOOR LATCH
MAXIMUM 2OO 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: olL
9
QTS
9.
Near airspeed indicator:
MANEUVER SPEED -
110 KIAS
10.
On the upper right instrument panel:
SMOKING PROHIBITED
2-12 Feb 3197
CESSNA
MODEL 182S
SECTION 2
LIMITATIONS
11.
On auxiliary power plug door and second placard on battery box:
CAUTION 24 VOLTS D.C.
THIS AIRCRAFT IS EQUIPPED WITH ALTERNATOR AND A
NEGATIVE GROUND SYSTEM. OBSERVE PROPER POLARITY.
REVERSE POLARITY WILL DAMAGE ELECTRICAL
COMPONENTS.
12.
On Upper Right Side of the Aft Cabin Partition:
EMERGENCY LOCATOR TRANSMITTER
INSTALLED AFT OF THIS PARTITION
MUST BE SERVICED IN ACCORDANCE
WITH FAR PART 91.2O7
13.
Near the fuel flow gauge:
MAXIMUM POWER FUEL FLOW
ALTITUDE
S.L.
2000'
4000'
6000'
8000'
1
0000'
1
2000'
FUEL FLOW
20.5 GPH
19.0 GPH
17.5 GPH
16.5 GPH
15.5 GPH
14.5 GPH
13.5 GPH
Feb 3/97 z-'tsl(2-14 blank)
CESSNA
MODEL 182S
SECTION 3
EMERGENCY PROCEDURES
SECTION
3
EMERGENCY PROCEDURES
TABLE OF CONTENTS lntroduction
AIRSPEEDS
Airspeeds For Emergency Operation
EMERGENCY PROCEDURES CHECKLIST
Engine Failures
Engine Failure During Takeoff Roll
Engine Failure lmmediately After Takeoff
Engine Failure During Flight (Restart Procedures)
Forced Landings
Emergency Landing Without Engine Power
Precautionary Landing With Engine Power
Ditching
Fires
.
During Start On Ground
Engine Fire ln Flight
Electrical Fire ln Flight
Cabin Fire
Wing Fire
Icing lnadvertent lcing
Static Source
Encounter
Blockage
Landing With A Flat Main
Tire
Page
3-3
3-3
3-8
3-9
3-9
3-10
3-10
3-6
3-6
3-7
3-7
3-8
3-5
3-5
3-5
3-5
3-4
3-4
3-4
3-4
Feb 3197 3-1
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182S
TABLE OF CONTENTS
(Continued)
Landing With A Flat Nose Tire
Electrical Power Supply System Malfunctions
Ammeter Shows Excessive Rate of Charge
(Full Scale
Deflection)
Low Voltage Light llluminates During Flight
(Ammeter
I ndicates Discharge)
Vacuum System
Failure
AMPLIFIED EMERGENCY PROCEDURES
Engine Failure
Forced Landings
Landing Without Elevator Control
Fires
Emergency Operation ln Clouds (Vacuum System Failure)
Executing A 180" Turn ln Clouds
Emergency Descent Through Clouds
Recovery From Spiral Dive ln The Clouds lnadvertent Flight lnto lcing Conditions
Static Source Blocked
Spins
Rough Engine Operation Or Loss Of Power
Spark Plug Fouling
Magneto Malfunction
Low Oil Pressure
Electrical Power Supply System Malfunctions
Excessive Rate of Charge lnsufficient Rate Of Charge
Other Emergencies
Windshield Damage
Page
3-10
3-11
3-11
3-11
3-12
3-13
3-15
3-15
3-16
3-16
3-16
3-17
3-18
3-18
3-18
3-19
3-20
3-20
3-20
3-20
3-21
3-21
3-22
3-22
3-22
3-2 Feb 3197
CESSNA
MODEL 182S
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 planning and maintenance emergencies can and be good encountered. However, guidelines described are minimized judgment in should this or an practiced. Enroute eliminated when emergency section should be by careful unexpected flight weather arise, weather the considered is basic and applied as necessary to correct the problem. Emergency procedures associated with standard avionics, the ELT, or any optional systemsr can be found in the Supplements, Section
9.
I
AIRSPEEDS
AIRSPEEDS FOR EMERGENCY OPERATION
Engine Failure After Takeoff:
Wing Flaps Up
Wing Flaps Down
Maneuvering Speed:
3100 Lbs
2600 Lbs
2000 Lbs
Maximum Glide:
3100 Lbs
2600 Lbs
2000 Lbs
Precautionary Landing With Engine Power
Landing Without Engine Power:
Wing Flaps Up
Wing Flaps Down
75 KIAS
70 KIAS
110 KIAS
101 KIAS
88 KIAS
75 KIAS
70 KlAs
62 KIAS
70 KIAS
75 KIAS
70 KIAS
Nov 15/00 3-3
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182S
EMERGENCY PROCEDURES CHECKLIST
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 - IDLE.
2. Brakes- APPLY.
3. Wing Flaps -- RETRACT.
4. Mixture -- IDLE CUT OFF.
5. lgnition Switch -- OFF.
6. Master Switch -- OFF.
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
1. Airspeed -- 75 KIAS (flaps UP).
70 KIAS (flaps DowN).
2. Mixture -- IDLE CUT OFF.
3. FuelSelector Valve -- PUSH DOWN and ROTATE TO OFF.
4. lgnition Switch - OFF.
5. Wing Flaps -- AS REQUIRED (FULL recommended).
6. Master Switch -- OFF.
7. Cabin Door -- UNL-ATCH.
L
Land -- STRAIGHT AHEAD.
ENGINE FAILURE DURING FLIGHT (Restart Procedures)
1. Airspeed -- 75 KIAS (Best glide speed).
2. Fuel Selector Valve
..
BOTH.
3. Auxiliary Fuel Pump Switch - ON.
4. Mixture - RICH (if restart has not occurred).
5. lgnition Switch -- BOTH (or START if propeller is stopped).
3-4 Feb 3/97
CESSNA
MODEL 182S
SECTION 3
EMERGENCY PROCEDURES
FORCED LANDINGS
EMERGENCY LANDING WITHOUT ENGINE POWER
1. Passenger Seat Backs -- MOST UPRIGHT POSITION.
2. Seats and Seat belts - SECURE.
3. Airspeed -- 75 KIAS (flaps UP).
70 KIAS (flaps DOWN).
4. Mixture -- IDLE CUT OFF.
5. Fuel Selector Valve -- PUSH DOWN and ROTATE TO OFF.
6. lgnition Switch -- OFF,
7. Wing Flaps -- AS REQUIRED (FULL recommended).
8. Master Switch -- OFF (when landing is assured).
9. Doors -- UNLATCH PRIOR TO TOUCHDOWN.
10. Touchdown -- SLIGHTLY TAIL LOW.
1
1. Brakes -- APPLY HEAVILY.
PRECAUTIONARY LANDING WITH ENGINE POWER
1. Passenger Seat Backs -- MOST UPRIGHT POSITION.
2. Seats and Seat Belts - SECURE.
3. Airspeed -- 75 KIAS
4. Wing Flaps -- 20".
5. Selected Field -- FLY OVER, noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed.
6. Avionics Mastér Switcn and Elðctrical Switches --
7. Wing Flaps -- FULL (on final approach).
OFF.'
8. Airspeed -- 70 KIAS.
9. Master Switch -- OFF.
10. Doors -- UNLATCH PRIOR TO TOUCHDOWN.
11. Touchdown -- SLIGHTLY TAIL LOW.
12. lgnition Switch -- OFF.
13. Brakes -- APPLY HEAVILY.
¡
DITCHING
1. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving location and intentions and SQUAWKTTOO.
2. Heavy Objects (in baggage area) -- SECURE OR JETTISON
(if possible).
Nov 15/00 3-5
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182S
3. Passenger Seat Backs -- MOST UPRIGHT POSITION.
4. Seats and Seat Belts - SECURE.
5. Wing Flaps -- 20" to FULL.
6. Power -- ESTABLISH 3OO FT|MIN DESCENT AT 65 KIAS.
NOTE lf no power is available, approach at 70 KIAS with flaps up or at 65 KIAS with 10" flaps.
7. Approach -- High Winds, Heavy Seas -- INTO THE WIND.
Light Winds, Heavy Swells -- PARALLEL TO
SWELLS.
8. Cabin Doors -- UNI-ATCH.
9. Touchdown -- LEVEL ATTITUDE AT ESTABLISHED RATE OF
DESCENT,
10. Face -- CUSHION at touchdown with folded coat.
11. ELT -- Activate.
12. Airplane
--
EVACUATE through cabin doors. open window and flood cabin lf necessary, to equalize pressure so doors can be opened.
13. Life Vests and Raft - INFLATE WHEN CLEAR OF AIRPLANE.
FIRES
DURING START ON GROUND
1. Cranking - CONTINUE to get a start which would suck the flames and accumulated fuel into the engine.
lf engine starts:
2.
Power -
17OO RPM for a few minutes.
3. Engine -- SHUTDOWN and inspect for damage.
lf engine fails to start:
4. Throttle -- FULL OPEN.
5. Mixture - IDLE CUT OFF.
6. Cranking - CONTINUE.
7. Fuel Selector Valve - PUSH DOWN
8. Auxiliary Fuel Pump -- OFF.
and ROTATE TO OFF.
3-6 Feb 3/97
CESSNA
MODEL 182S
SECTION 3
EMERGENCY PROCEDURES
9. Fire Extinguisher -- OBTAIN (have ground attendants obtain if not installed).
10. Engine -- SECURE.
a. Master Switch -- OFF.
b. lgnition Switch -- OFF
11. Parking Brake - RELEASE.
12. Airplane -- EVACUATE.
13. Fire -- EXTINGUISH using fire extinguisher, wool blanket, or
14. dirt.
Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before conducting another flight.
ENGINE FIRE IN FLIGHT
1. Mixture -- IDLE CUT OFF.
2. Fuel Selector Valve -- PUSH DOWN and ROTATE TO OFF.
3. Auxiliary Fuel Pump Switch .- OFF.
4. Master Switch .. OFF.
5. Cabin Heat and Air -- OFF (except overhead vents).
ô. Airspeed -- 100 KIAS (lf fire is not extinguished, increase glide speed to find an airspeed - within airspeed limitations
- which will provide an incombustible mixture).
7. Forced Landing
--
EXECUTE (as described in
Emergency
Landing Without Engine Power).
ELECTRICAL FIRE IN FLIGHT
1. Master Switch - OFF.
2, Vents, Cabin Air, Heat
3. Fire Extinguisher -
- CLOSED.
ACTIVATE
4. Avionics Mãster Switch --
OFF.
- -- -'
5. AllOther Switches (except ignition switch) -- OFF.
l
¡[, wnnuruc
AFTER DISCHARGING FIRE EXTINGUISHER AND
ASCERTA¡NING THAT THE FIRE HAS BEEN
EXTINGUISHED, VENTILATE THE CABIN.
6. Vents/Cabin Air/Heat -- OPEN when it is asceftained that fire is completely extinguished.
Nov 15/00 3-7
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182S lf fire has been extinguished and electrical power is necessary for continuance of flight to nearest suitable airpoft or landing area:
7. Master Switch -- ON.
8. Circuit Breakers -- CHECK for faulty circuit, do not reset.
. 9. Radio Switches -- OFF.
I 10. Avionics Master Switch -- ON.
11. Radio/Electrical Switches each until
- ON one at a time, with delay shott circuit is localized.
after
CABIN FIRE
1. Master Switch - OFF.
2. Vents/Cabin Air/Heat
3. Fire Extinguisher -
- CLOSED
AGTIVATE (if
(to avoid drafts).
available).
¡[,mmtruc
AFTER DISCHARGING FIRE EXTINGUISHER AND
ASCERTAINING
EXTINGUISHED,
THAT F¡RE HAS
VENTILATE THE CABIN.
BEEN
4. Vents/Cabin Air/Heat -- Open when it is ascertained that fire is completely extinguished.
5. Land the airplane as soon as possible to inspecl for damage.
WING FIRE
1. Landing/Taxi Light Switches
2. Navigation Light Switch
3. Strobe Light Switch
4. Pitot Heat Switch -
- OFF.
OFF.
- OFF.
- 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.
3-8
Nov 15/00
CESSNA
MODEL 182S
SECTION 3
EMERGENCY PROCEDURES
ICING
INADVERTENT ICING ENCOUNTER
1. Turn
2. pitot heat switch ON.
Turn back or change altitude to obtain an outsíde air temperature that is less conducive
3. Pull cabin heat control to icing.
full out and rotate defroster control clockwise to obtain maximum defroster airflow.
4. lncrease engine speed to minimize ice build-up on propeller blades.
5. Watch for signs of induction air filter icing. An unexplained loss of manifold pressure could be caused by ice blocking the air intake filter. Adjust the throttle as desired to set manifold pressure. Adjust mixture, as required for any change in power settings.
6. Plan a landing at the nearest airpoft. With an extremely rapid ice build up, select a suitable "off
7. With an ice accumulation airpoft" landing site.
ol 1/4 inch or more on the wíng leading edges, be prepared for significantly higher stall speed.
8. Leave wing flaps retracted. With a severe ice build up on the horizontal caused tail, the change in wing wake airflow by wing flap extension could result in a direction loss of elevator effectiveness.
9. Open left window and, if practical, scrape ice from a portion of the windshield for visibility in the landing approach.
10. Perform a landing approach using a forward slip, if necessary, for improved visibility.
11. Approach at 80 to 90 KIAS depending upon the amount of the accumulation.
12. Pedorm a landing in level attitude.
Feb 3/97 3-9
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182S
STATIC SOURCE BLOCKAGE
(Erroneous lnstrument Reading Suspected)
1. Static Pressure Alternate Source Valve - PULL ON.
2. Airspeed -- Consult appropriate calibration table in Section 5.
3. Altitude -- Consult altimeter correction table in Section 5.
LANDING WITH A FLAT MAIN TIRE
1. Approach -- NORMAL.
2. Wing Flaps -- FULL DOWN.
3. Touchdown - GOOD MAIN 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 WITH A FLAT NOSE TIRE
1. Approach -- NORMAL.
2. Flaps -- AS REQUIRED.
3. Touchdown -- ON MAINS, hold nose wheel off the ground as long as possible.
4. When nose wheel touches down, maintain full up elevator as airplane slows to stop.
3-10 Feb 3197
CESSNA
MODEL 182S
SECTION 3
EMERGENCY PROCEDURES
ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONS
AMMETER SHOWS EXCESSIVE
(Full Scale Deflection)
RATE OF CHAHGE
1. Alternator -- OFF.
2. Nonessential Electrical Equipment -- OFF.
3.
Flight -- TERMINATE as soon as practical.
LOW VOLTAGE ANNUNCTATOR (VOLTS) TLLUMTNATES DUR|NGI
FLIGHT (Ammeter lndicates Discharge)
NOTE lllumination of "VOLTS" on the annunciator panel may occur during low RPM conditions with an electrical load on the system such as during a low RPM taxi. Under these conditions, the light will go out at higher RPM. The master switch need not be recycled since an overuoltage condition has not occurred to deactivate the alternator system.
1. Avionics Master Switch --
OFF.
2. Alternator Circuit Breaker -- CHECK lN.
3. Master Switch -- OFF (both sides).
4. Master Switch -- ON.
5. Low Voltage Annunciator -- CHECK OFF.
6. Avionics Master Switch - ON.
I
Nov 15/00 3-11
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182S lf low voltage light illuminates again:
7. Alternator-- OFF.
8. Nonessential Radio and Electrical Equipment
9. Flight -- TERMINATE as soon as practical.
- OFF.
VACUUM SYSTEM FAILURE
Left Vacuum or Right Vacuum Annunciator Light (L VAC
R) llluminates.
¡1, crunoru
IF VAGUUM
IS NOT WITHIN NORMAL
OPERATING
OCCUFRED
PARTIAL
L¡MITS,
IN THE
PANEL
A FAILURE
VACUUM SYSTEM
PROCEDURES
HAS
AND
MAY
BE
REOUIRED FOR CONTINUED FLIGHT.
I t.
Vacuu.m Gauge operaüng ilmlls.
- CHECK to ensure vacuum within normal
3-12 Nov 15/00
CESSNA
MODEL 182S
SECTION 3
EMERGENCY PROCEDURES
AMPLIFIED
EMERGENCY PROCEDURES
The following Amplified Emergency Procedures elaborate upon information contained portion of this section. in the Emergency Procedures
These procedures also include
Checklists information not readily adaptable pilot could emergency. flying not be to a checklist format, and material to which expected to refer
This information should be in the airplane, as well as reviewed on resolution reviewed a in of a a specific detail prior to regular basis to keep pilot's knowledge of procedures fresh.
ENGINE FAILURE lf an engine failure occurs during the takeoff roll, the most impoftant thing to do is stop the airplane on the remaining runway.
Those extra items on the checklist will provide added safety after a failure of this type.
Prompt lowering of the nose to glide attitude is the first response maintain airspeed and establish a to an engine failure after takeoff.
ln most cases, the landing should be planned straight ahead with only small changes in direction airspeed are seldom sufficient to avoid obstructions. Altitude to execute and a 180' gliding turn necessary to return to the runway. The checklist procedures assume that adequate tíme exists to secure the fuel and ignition systems prior to touchdown.
Feb 3197 3-13
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182S
After an engine failure in flight, the most important course of action is to continue flying the airplane. Best glide speed as shown in Figure 3-1 should be established as quickly as possible. While gliding should toward a suitable landing area, an effort should be made to identify the cause of the failure. lf time permits, an engine restafi be attempted as shown in the checklist. lf the engine cannot be restarted, a forced landing without power must be completed.
3-14
14000 g
I
LrJ
Er
2000 z d1 ff, t¡J
F
Lu o fn
0000
8000
6000
4000
2000
0
o 2 4 6 8
1012 1416182022
GROUND DISTANCE. NAUTICAL MILES
Figure 3-1. Maximum Glide
Feb 3/97
CESSNA
MODEL 182S
SECTION 3
EMERGENCY PROCEDURES
FORCED LANDINGS lf 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 squawkTTOO.
Before attempting available, one should altitude to inspect an "off fly over the conditions, proceeding airport" the terrain as
Landing With Engine Power checklist.
landing for landing discussed wÍth area at engine power a safe but low obstructions under the and surface
Precautionary
Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants' face at touchdown. Transmit Mayday message on
121.5 MHz giving location and intentions and squawk a landing flare because of difficulty in judging height over a water surface. The checklist assumes the availability precautionary water landing.
7700. Avoid of power to make a airspeeds noted favorable attitude lf power with minimum flap extension for a power off ditching.
is not available, use will provide of the a more ln a forced landing situation, do not turn off the AVIONICSI
MASTER switch or the airplane MASTER switch until assured. Premature deactivation a landing isl of the switches will disable the airplane electrical systems.
Before pedorming a forced landing, especially in remote and mountainous areas, activate cockpit-mounted switch to the ELT transmitter by positioning the the ON position. For complete information on ELT operation, refer to the Supplements, Section 9.
LANDING WITHOUT ELEVATOR CONTROL
Trim
KIAS for horizontal flight with an airspeed by change using throttle and elevator trim of approximately 80 controls. Then do not the elevator trim control setting; control the glide angle by adjusting power exclusively.
Nov 15/00 3-15
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182S
At flare out, the nose down moment resulting from power reduction is an adverse factor and the airplane may hit on the nose wheel. Consequently, at flare out, the elevator trim control should be adjusted toward the full nose-up position and the power adjusted so that the airplane will rotate to the horizontal attitude for touchdown.
Close the throttle at touchdown.
FIRES
Although engine fires are extremely rare in flight, the steps of the appropriate completion checklist should be followed if one is encountered. After of this procedure, execute a forced landing. Do not attempt to restart the engine.
The initial indication of an electrical fire burning insulation. The checklist for this is usually the odor problem should result of in elimination of the fire.
EMERGENCY OPERATION IN CLOUDS
(Total Vacuum System Failure) lf both the vacuum pumps fail in flight, the directional indicator and attitude indicator will be disabled, and the pilot will have on the turn coordinator autopilot is installed, to rely lf an
Supplements, for additional details concerning autopilot operation.
The following instructions assume that only the electrically powered turn coordinator it if he inadvertently flies into clouds. too may be affected. Refer is operative, and that the pilot is to not
Section 9, completely proficíent in instrument flying.
EXECUTING A 180" TURN IN CLOUDS
Upon inadvertently entering the should be made to turn back as follows: clouds, an immediate plan
1. Note the compass heading.
2. Using the clock, initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back lo level flight by leveling the miniature airplane.
3-1 6 Dec 1/97
CESSNA
MODEL 182S
SECTION 3
EMERGENCY PROCEDURES
3. Check accuracy of the turn by observing the compass heading
4. which should be lf necessary, the reciprocal of the original heading.
adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately.
5. Maintain altitude and airspeed off the control wheel as much by cautious elevator control. Avoid over controlling application of by keeping the hands as possible and steering only with rudder.
EMERGENCY DESCENT THROUGH CLOUDS lf conditions preclude reestablishment of VFR flight by a 180' turn, a descent through a cloud deck to VFR conditions may be appropriate. lf possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles. ln addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check make minor corrections to hold an the compass heading and approximate course. Before descending into the clouds, set up a stabilized letdown condition as follows:
1. Apply full rich mixture.
2. Reduce power to set up a 500 to 800 fUmin rate of descent.
3. Adjust the elevator trim and rudder trim for a stabilized descent at 80 KIAS.
4. Keep hands off the control wheel.
5. Monitor turn coordinator and make corrections by rudder
6. alone.
Adjust rudder present.
trim to relieve unbalanced rudder force,
7. Check trend of compass card movement and make cautious corrections with rudder to stop the turn.
8. Upon breaking out of clouds, resume normalcruising flíght.
if
Dec 1/97 3-171
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182S
RECOVERY FROM SP¡RAL DIVE IN THE CLOUDS lf a spiral is encountered in the clouds, proceed as follows:
1. Retard throttle to idle position.
2. Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line.
3. Cautiously apply elevator back pressure to slowly reduce the airspeed to 80 KIAS.
4. Adjust the elevator trim control to maintain an 80 KIAS glide.
5. Keep hands off the control wheel, using rudder control to hold a straight heading. Adjust rudder trim to relieve unbalanced rudder force.
6. Clear engine occasionally, but avoid using enough power to disturb the trimmed glide.
7. Upon breaking out of clouds, resume normal cruising flight.
INADVERTENT FLIGHT INTO ICING CONDITIONS
Flight into icing conditions is prohibited and can be extremely dangerous. An inadvertent encounter with these conditions can best be handled using the checklist procedures. The best procedure, of course, is to turn back or change altitude to escape icíng conditions.
STATIC SOURCE BLOCKED lf erroneous readings of the static source instruments (airspeed, altimeter and vedical speed) alternate source are suspected, the static pressure valve should be pulled on, thereby supplying static pressure to these instruments from the cabin.
With the alternate static source on and the heater closed, fly an indicated airspeed 1 during climb. During approach knots lower than fly on and vents lo 2 knots higher than normal and indicated airspeed 1 lo
2 normal. Refer to the Alternate Static Source Airspeed Calibration chart in Section 5 for additional detail. Altimeter errors in these conditions are less than 50 feet.
3-1 8 Feb 3/97
CESSNA
MODEL 182S
SECTION 3
EMERGENCY PROCEDURES
With the alternate static air source on in crusing flight, refer to the Alternate Static Source Airspeed Calibration and Alternate Static
Source Altimeter Correction charts in Section 5 for the somewhat larger incremental errors which exist.
SPINS
Should an inadvertent procedure should be used: spin occrlr, the following recovery
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
5.
TO BREAK THE STALL.
HOLD THESE CONTROL INPUTS UNTIL ROTATION
STOPS. Premature relaxation of the control inputs may extend the recovery.
6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE
A SMOOTH RECOVERY FROM THE RESULTING DIVE.
NOTE lf disorientation precludes a visual determination of direction of rotation, the symbolic airplane in the coordinator may be referred to for this information.
the lurn
Feb 3/97 3-19
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182S
ROUGH ENGINE OPERATION
OR LOSS OF POWER
SPARK PLUG FOULING
A slight engine roughness in flight may be caused by one or more may spark plugs becoming fouled by carbon or lead deposits. This be verified by turning
BOTH the ignition switch momentarily from to either L or R position. An obvious power loss in single ignition operation
Assuming mixture problem that is evidence spark plugs of are spark plug the or magneto more likely cause, trouble.
lean the to the recommended lean setting for cruising flight. lf the does not clear up in several minutes, determine if a richer mixture setting will produce smoother operation. lf not, proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme roughness dictates the use of a single ignition position.
MAGNETO MALFUNCTION
A sudden engine roughness or misfiring is usually evidence of magneto problems. Switching from BOTH switbh posilion will identify which magneto different power settings continued operation and enrichen the to is either mixture
L or to on BOTH magnetos is practicable.
R malfunctioning. ignition
Select determine lf not, if switch to the good magneto and proceed to the nearest airport for repairs.
LOW OIL PRESSURE lf the low oil pressure annunciator illuminates, check the oil pressure gauge to confirm low oil pressure condition. pressure and oil temperature remains normal, pressure sending unit or relief valve is lf it is possible the oil malfunctioning. gauge oil
However, land at the nearest airport to inspect the source of trouble.
lf a total loss of oil pressure is accompanied by a rise in oil temperature, there is good reason to suspect an engine failure imminent. Reduce engine power immediately and select is a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot.
3-20 Feb 3/97
CESSNA
MODEL 182S
SECTION 3
EMERGENCY PROCEDURES
ELECTRICAL POWER SUPPLY
SYSTEM MALFUNCTIONS
Malfunctions detected in the by periodic monitoring annunciator; however, electrical the cause power supply system can be of the ammeter and low voltage of these malfunctions is usually difficult likely to determine. A broken alternator drive belt or wiring is most the cause of alternator failures, although other factors could cause charge the problem. A defective alternator control unit can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt malfunctions usually fall into and insufficient rate with immediately. Electrical power two categories: excessive rate of of charge. The following paragraphs describe the recommended remedy for each situation.
EXCESSIVE RATE OF CHARGE
After engine stafting and heavy electrical usage speeds (such as extended taxiing) enough flight. However, after thirty minutes should current. to accept above normal charging during the initial part of a be lf indicating less than the charging rate were the to of two battery condition will cruising flight, at needle widths low the of engine be low ammeter charging remain above this value on long flight, the battery would overheat and evaporate the electrolyte a at an excessive rate.
Electronic components in the electrical system can be adversely affected by higher than normal voltage. The alternator control unit includes an overvoltage sensor which normally will automatically shut down the alternator approximately 31.5 volts. if the charge voltage reaches lf the overvoltage sensor malfunctions, as evidenced by an excessive rate of charge shown on the ammeter, the alternator should be turned off, nonessential electrical equipment turned off and the flight terminated as soon as practical.
Feb 3/97 3-21
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 182S
INSUFFICIENT RATE OF CHARGE
NOTE lllumination conditions of the with an low voltage (VOLTS) annunciator ammeter discharge indications may occur during electrical load on the low system, and
RPM such as during a low RPM taxi. Under these conditions, the light will go out at higher RPM.
lf the overvoltage sensor should shut down the alternator and trip the ALT FLD circuit breaker, or if the alternator output is low, a discharge illumination be a rate
"nuisance" will be shown on the ammeter followed by of the low voltage (VOLTS) annunciator. Since this may trip out, the alternator system. an
To attempt should do this, turn be the made to
AVIONICS reactivate
MASTER switch off, check that
FLD), the alternator field circuit breaker then turn both sides of the MASTER switch is in (ALT off and then on again. lf the problem will resume and no longer exists, normal alternator charging the low voltage (VOLTS) annunciator will go off.
The AVIONICS MASTER switch may then be turned back on.
lf the light illuminates again, a malfunction is confirmed. ln this event, the ffight should be terminated and/or the current drain on the battery minimized because system for only conserved a the battery can supply limited period of time. the electrical
Battery power must be for later operation of the wing flaps and, if the emergency occurs at night, for possible use of the landing lights during landing.
OTHER EMERGENCIES
WINDSHIELD DAMAGE lf a bird strike or other incident should damage the windshield in flight to the point of creating an opening, performance a significant loss in may be expected, This loss may be minimized in some cases (depending on amount of damage, altitude, etc.) by the side windows while the airplane is maneuvered for a opening landing at the nearest airport. lf airplane performance or other adverse conditions landing preclude landing at an airport, prepare for an "off airport" in accordance with the Precautionary Landing With Engine
Power or Ditching checklists.
3-22 Nov 15/00
CESSNA
MODEL 182S
SECTION 4
NORMAL PROCEDURES
SECTION
4
NORMAL
PROCEDURES
TABLE OF CONTENTS lntroduction
AIRSPEEDS
Airspeeds For Normal Operation
CHECKLIST PROCEDURES
Preflight lnspection
Cabin
Empennage
Right Wing, Trailing Edge
Right Wing
Nose
Left Wing
Left Wing, Leading Edge
Left Wing, Trailing Edge
Before Starting Engine
Starting Engine
Starting Engine
Before Takeoff
(With Battery)
(With
Takeoff
NormalTakeoff
ExternalPower)
Short Field Takeoff
Enroute Climb
NormalClimb
Maximum Pedormance Climb
Page
4-5
4-5
4-7
4-7
4-8
4-8
4-8
4-9
4-10
4-11
4-11
4-11
4-12
4-13
4-14
4-15
4-15
4-15
4-15
4-15
4-16
Feb 3197 4-1
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182S
TABLE OF CONTENTS (Continued)
Cruise
Descent
Before Landing
NormalLanding
Short Field Landing
Balked Landing
After Landing
Securing Airplane
Page
AMPLIFIED PROCEDURES
Preflight
Starting lnspection
Engine
Starting
Taxiing
(General)
Before
Takeoff
Warm
Up
Magneto
Check
Alternator Check
4-19
4-2O
4-2O
4-21
4-23
4-23
4-23
4-23
Landing Lights 4-24
Takeoff 4-24
Power Check 4-24
Wing Flap Settings 4-24
Crosswind Takeoff 4-25
Enroute Climb
Cruise
Fuel Savings Procedures for
Fuel Vapor
Stalls
NormalOperations
Procedures
4-25
4-26
4-28
4-29
4-30
4-16
4-16
4-16
4-17
4-17
4-17
4-17
4-17
4-18
4-2 Nov 15/00
GESSNA
MODEL 182S
SECTION 4
NORMAL PROCEDURES
TABLE OF CONTENTS (Continued)
Landing
NormalLanding
Short Field Landing
Crosswind Landing
Balked Landing
Cold Weather 0peration
Starting
Winterization Kit
Hot Weather Operation
Noise Characteristics And Noise Beduction
Nov 15/00 4-3/(4-4 blank)
CESSNA
MODEL 182S
SECTION 4
NORMAL PROCEDURES
INTRODUCTION
Section conduct
4 provides checklist and amplified procedures for the of normal operation. Normal procedures associated with optional systems can be found in the Supplements, Section 9.
AIRSPEEDS
AIRSPEEDS FOR NORMAL OPERATION
Unless otherwise noted, maximum the following speeds are based on a weight and may be used for any lesser weight. To achieve the performance specified in Section 5 for takeoff distance the speed appropriate to the particular weight must be used.
Takeoff:
NormalClimb
Out
Short Field Takeoff, Flaps
Enroute Climb, Flaps Up:
Normal, Sea Level
20', Speed at 50
70-80 KIAS.
Feet
58 KIASI
Best Rate of Climb. Sea Level
Best Rate of Climb, 10,000 Feet
Best Angle of Climb, Sea
Level
Best Angle of Climb, 10,000 Feet
85-95 KIAS
80 KIAS
72KIAS
63 KIAS
66 KIAS
Landing Approach (2950 lbs):
NormalApproach, Flaps
Up
NormalApproach, Flaps
FULL
Short Field Approach, Flaps
FULL
Balked Landing (2950 lbs):
Maximum Power, Flaps
20'
Maximum Recommended Turbulent Air Penetration Speed:
3100
2600
2000
Lbs
Lbs
Lbs
70-80 KIAS
60-70 KIAS
60 KIAS
55 KIAS
110 KIAS
101 KIAS
88 KIAS
Maximum Demonstrated Crosswind Velocity:
Takeoff or Landing 15 KNOTS
Nov 1/01 4-5
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182S
4-6
NOTE
Visually check airplane inspection. for general condition during walk-around
Airplane should be parked in a normal ground attitude
(refer to Figure 1-1) to ensure that fuel drain valves allow for accurate sampling. Use of the refueling steps and assist handles will simplify access accumulations to the upper wing surfaces for visual checks and refueling operations. ln cold weather, remove even small of frost, ice or snow from wing, tail and control surfaces. Also, make sure that control sudaces contain accumulations of ice or debris. lf no internal a night flight is planned, check operation of all lights, and make sure a flashlight is available.
Figure 4-1. Preflight lnspection
Nov 15/00
CESSNA
MODEL
182S
SECTION 4
NORMAL PROCEDURES
CHECKLIST PROCEDURES
PREFLIGHT INSPECTION
@ caerH
1. Pitot Tube Cover - REMOVE. Check for pitot stoppage.
2. Pilot's Operating Handbook -- AVAILABLE lN THE AIRPI.ANE.
3. Airplane Weight and Balance -- CHECKED.
4. Parking Brake - SET.
5. ControlWheel Lock -- REMOVE.
6. lgnition Switch -- OFF.
7. Avionics Master Switch -- OFF.
¡[, wlnnrnc
WHEN TURNING
USING
ON THE MASTER SWITCH,
AN EXTERNAL POWER SOURCE, OR
PULL¡NG
TREAT
SWITCH
THE PROPELLER THROUGH BY HAND,
THE PROPELLER
WERE ON.
AS IF THE IGNITION
DO NOT STAND, NOR
ALLOW ANYONE ELSE TO STAND, WITHIN THE
ARC OF THE PROPELLER, SINCE A LOOSE OR
BROKEN WIRE OR A
MALFUNCTION COULD
COMPONENT
CAUSE THE PROPELLER
TO ROTATE.
8. Master Switch -- ON.
9. Fuel Quantity lndicators -- CHECK QUANTIW AND
LOW FUEL ANNUNCTATORS
(L
LOW FUEL
EXTINGUISHED.
10. Avionics Master Switch -- ON.
11. Avionics Cooling Fan -- CHECK AUDIBLY FOR OPERATION.
12. Avionics Master Switch -- OFF.
13. Static Pressure Alternate Source Valve -- OFF.
Dec 1/97 4-7
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182S
14. Annunciator Panel Switch
--
PLACE AND HOLD lN TST
I eOS|TION and ensure all annunciators illuminate.
15. Annunciator Panel Test Switch
-- RELEASE. Check that appropriate annunciators remain on.
NOTE
When Master Switch flash is turned ON, some annunciators will for approximately
10 seconds before illuminating steadily. When panel TST switch is toggled up and held ln position, all remaining lights will flash until the switch is released.
16. Fuel Selector Valve -- BOTH.
17. Flaps -- EXTEND.
18. Pitot Heat -- ON (Carefully check that pitot tube is warm to the touch within 30 seconds).
19. Pitot Heat - OFF.
20. Master Switch -- OFF.
21. Baggage Door -- CHECK, lock with key.
@ erueeruNAcE
I
1. Rudder Gust Lock (if installed) -- REMOVE.
2.Tail Tie-Down -- DISCONNECT.
3. Control
Surfaces CHECK freedom of movement and security.
4. Trim Tab -- CHECK security.
5. Antennas
-- CHECK for security of attachment and general condition.
@ nlcnr WNG Trailing Edge
1. Aileron -- CHECK freedom of movement and security.
2. Flap -- CHECK for security and condition.
@ nrcnr wrNc
1. Wing Tie-Down -- DISCONNECT.
2. Fuel Tank Vent Opening -- CHECK for stoppage.
3. Main Wheel Tire --
CHECK for proper inflation and general condition (weather checks, tread depth and wear, etc.-.).
4-8
Nov 15/00
CESSNA
MODEL 182S sEcTloN 4
NORMAL PROCEDURES
4. Fuel Tank Sump Quick Drain Valves
--
DRAIN at least cupful of fuel (using sampler cup) from each sump location check for water, sediment, and proper fuel grade before flight and after each further samples lower tail refueling. to the ground to move lf water until clear and then any is observed, gently rock additional wings to the sampling points. Take repeated samples from all f drain points until all contamination contaminants are stíll present, refer has been removed.
to WARNING below do not fly airplane.
¡[
wannrno
IF, AFTER REPEATED SAMPLING, EVIDENCE OF
CONTAMINATION
SHOULD NOT
STILL EXISTS, THE AIBPLANE
BE FLOWN. TANKS SHOULD BE
DRAINED AND SYSTEM PURGED BY OUALIFIED
MAINTENANCE PERSONNEL. ALL EVIDENCE OF
CONTAMINATION MUST BE REMOVED BEFORE
FURTHER FLIGHT.
5. FuelQuantily -- CHECK VISUALLY for desired level.
6.
Fuel Filler Cap -- SECURE and VENT UNOBSTRUCTED.
@ r,rose
1. Static Source Opening (right side of fuselage) -- CHECK for
2. blockage.
Fuel Strainer Quick Drain Valve (Located fuselage) on bottom of
--
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. lf water is observed, wings take fufther samples until clear and then gently rock 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 selector, until all contamination has been removed. lf contaminants are still present, refer to WARNING above and do not fly airplane.
Nov 15/00 4-9
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182S
3. Engine Oil Dipstick/Filler Cap -- CHECK oil level, then check dipstick/filler cap SECURE. Do not operate with less than four quarls. Fill to nine quafts for extended flight.
4. Engine Cooling Air lnlets -- CLEAR of obstructions.
5. Propeller and Spinner -- CHECK for nicks and security.
6. Air Filter -- CHECK for restrictions by dust or other foreign matter.
7. Nose Wheel Strut and Tire -- CHECK for proper inflation of strut and general condition (weather checks, tread depth and wear, etc...) of tire.
L
Static Source Opening (left side of fuselage) -- CHECK for blockage.
@ r-err wrNG
1. Fuel Quantity -- CHECK VISUALLY for desired level.
2. Fuel Filler Cap -- SECURE and VENT UNOBSTRUCTED.
3. 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. 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 contaminants all lf water contamination has is observed, been take removed. lf are still present, refer to WARNING on page 4-9 and do not fly airplane.
4. Main Wheel Tire --
CHECK for proper inflation and general condition (weather checks, tread depth and wear, etc...).
4-10 Nov 15/00
CESSNA
MODEL 182S sEcTroN 4
NORMAL PROCEDURES
@ lerr
WING Leading Edge
1. Pitot Tube Cover
REMOVE and check opening for stoppage.
2.
Fuel Tank Vent Opening -- CHECK for stoppage.
3. Stall Warning Vane -- CHECK for freedom of movement. To check the system, place the vane upward; warning horn with a sound from the the Master Switch on will confirm system operation.
4. Wing Tie-Down -- DISCONNECT.
5. LandingÆaxi Light(s) -- CHECK for condition and cleanliness of cover.
@ LErr WING Traiting Edge
1. Aileron -- CHECK for freedom of movement and security.
2. Flap -- CHECK for security and condition.
BEFORE STARTING ENGINE
1. Preflight lnspection -- COMPLETE.
2. Passenger Briefing - COMPLETE.
3. Seats, Seat Belts, Shoulder Harnesses -- ADJUST and LOCK.
Ensure inertia reel locking.
4.
Brakes -- TEST and SET.
5. Circuit Breakers -- CHECK lN.
6.
Electrical Equipment -- OFF.
¡[, wnnunc
THE AVIONICS MASTER SWITCH MUST BE
DURING ENGINE START
POSSIBLE DAMAGE TO AVIONICS.
OFF I
TO
PREVENT
I
7. Avionics Master Switch --
8. Autopilot (if installed)
9. Cowl Flaps -- OPEN.
-
OFF.
OFF.
10. Fuel Selector Valve
1
1.
- BOTH.
Avionics Circuit Breakers
-- CHECK lN.
Nov 15/00 4-11
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182S
STARTING ENGINE (W¡th Battery)
1. Throttle -- OPEN 1/4 INCH.
2. Propeller -- HIGH RPM.
3. Mixture -- IDLE CUT OFF.
4. Propeller Area -- CLEAR.
5.
Master Switch - ON.
-
6. z.
Auxiliary Fuel Pump Switch --
U¡xture'-- ADVAÑCE unt¡t
ON.
fuel flow just starts to rise, then
I
return to IDLE CUT OFF
Position.
I
8. Auxiliary Fuel Pump -- OFF.
NOTE
I
lt engine is warm, omit priming procedure of step 6, 7 and
I
above.
I
g. lgnition Switch -- START (release when engine starts).
I
lo. Mixture -- ADVANCE smoothly to RICH when engine fires.
NOTE
I
lt engine floods, place mixture in idle cut off, open throttle
112 tó full, and crank engine. When engine fires, advance mixture to full rich and retard throttle promptly.
I
I L Oil Pressure -- CHECK.
I
lz.Flashing
13. Avionics Master Switch
14.
Beacon and Navigation
Radios -- ON.
- ON.
Lights -- ON as required.
15. Flaps -- RETRACT.
4-12
Nov 15/00
CESSNA
MODEL 182S
SECTION 4
NORMAL PROCEDURES
STARTING ENGINE (With External Power)
1. Throttle -- OPEN 1/4 INCH.
2. Propeller -- HIGH RPM.
3. Mixture -- IDLE CUT OFF.
4. Propeller Area - CLEAR.
5. External Power -- CONNECT to airplane receptacle.
6. Master Switch -- ON.
7. Auxiliary Fuel Pump Switch -- ON.
8. Mixture -- ADVANCE until fuel flow just starts to rise, the return to IDLE CUT OFF position.
9. Auxiliary Fuel Pump -- OFF.
n
NOTE lf engine is warm, omit priming procedure of steps 7,
I and
9 above.
10. lgnition Switch -- START (release when engine starts).
11. Mixture -- ADVANCE smoothly to RICH when engine fires.
NOTE lf engine floods, place mixture in idle cut off, open
112 throttle I lo full, and crank engine. When engine fires, advance mixture to full rich and retard throttle promptly.
I
12.
13. External Power -- DISCONNECT from airplane receptacle.
14. Flashing Beacon and Navigation Lights -- ON as '-r-"
15.
OtPressure --
CHECK.
Avionics Master Switch --
ON.
--'
16. Radios -- ON.
17. Flaps -- RETRACT.
I
Nov 15/00 4-13
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182S
BEFORE TAKEOFF
1. Parking Brake -- SET.
2. Passenger Seat Backs -- MOST UPRIGHT POSITION.
3. Seats and Seat Belts -- CHECK SECURE.
4.
Cabin Doors - CLOSED and LOCKED.
5. Flight Controls -- FREE and CORRECT.
6. Flight lnstruments - CHECK and SET.
7. Fuel Quantity -- CHECK.
8. Mixture -- RICH.
9. Fuel Selector Valve -- RECHECK BOTH.
l0.Throttle -- 1800 RPM.
a. Magnetos
RPM
--
CHECK (RPM on either magneto drop should not exceed 150 or 50 RPM differential between magnetos).
b. Proþeller
-- CYCLE from high to low RPM; return to high
RPM (fullin).
c. Vacuum Gauge -- CHECK.
d. Engine lnstruments and Ammeter -- CHECK.
11. Annunciator Panel -- Ensure no annunciators are illuminated.
12. Throttle -- CHECK IDLE.
13. Throttle -- 1000 RPM or less.
14. Throttle Friction Lock -- ADJUST.
15. Strobe Lights -- AS DESIRED.
16. Radios and Avionics -- SET.
17. NAV/GPS/HSI Switch (if installed) -- SET.
18. Autopilot (if insÌalled) -- OFF.
19. Elevator Trim and Rudder Trim
20. Wing Flaps -- SET for takeoff
- SET for takeoff.
(0'TO 20").
21. Cowl Flaps -- OPEN.
22. Brakes -- RELEASE.
4-14
Nov 1/01
CESSNA
MODEL 182S
SECTION 4
NORMAL PROCEDURES
TAKEOFF
NORMAL TAKEOFF
1. Wing Flaps --
0o - 20".
2. Power -- FULL THROTTLE and 2400 RPM.
3. Mixture -- RICH (mixture may be leaned to Maximum Power
Fuel Flow placard value).
4. Elevator Control -- LIFT NOSE WHEEL (at 50-60 KIAS).
5. Climb Speed -- 70 KIAS (flaps 20").
80 KIAS (flaps 0").
6. Wing Flaps -- RETRACT.
SHORT FIELD TAKEOFF
1. Wing Flaps -- 20".
2. Brakes -- APPLY.
3. Power -- FULL THROTTLE and 2400 RPM.
4. Mixture -- Lean to obtain Maximum Power Fuel Flow placard value.
5. Brakes -- RELEASE.
6. Elevator
Control
MAINTAIN SLIGHTLY
TAIL
LOW
ATTITUDE.
7. Climb Speed -- 58 KIAS (until all obstacles are cleared).
8. Wing Flaps -- RETRACT slowly after reaching 70 KIAS.
ENROUTE CLIMB
NORMAL CLIMB
1. Airspeed -- 85-95 KIAS.
2. Power - 23 in. and 2400 RPM.
Hg or FULL THROTTLE (whichever is less)
3. Mixture --
15 GPH or FULL RICH (whichever is less).
4. Fuel Selector Valve -- BOTH.
5. Cowl Flaps -- OPEN as required.
Feb 3/97
4-15
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182S
MAXIMUM PERFORMANCE CLIMB
1. Airspeed
(Refer to
-- 80 KIAS
Section 5).
at sea level to 72 KIAS at 10,000 feet.
2. Power-- FULLTHROTTLE and 2400 RPM.
3. Mixture
--
LEAN in accordance with Maximum Power Fuel
Flow placard value.
4. Cowl Flaps -- OPEN.
5. Fuel Selector Valve -- BOTH.
CRUISE
1. Power
80%).
-- 15
- 23 in. Hg, 2000
-
24OO
2. Elevator and Rudder Trim -- ADJUST.
3. Mixture -- LEAN.
4. Cowl Flaps -- CLOSED.
RPM (no more than
DESCENT
1. Power -- AS DESIRED.
2. Mixture -- ENRICHEN as required.
3. Cowl Flaps -- CLOSED.
4. Fuel Selector Valve -- BOTH.
I s. runvlcPS/HSI Switch (if installed) -- sET.
I
O. Wing Flaps -- AS DESIRED (0'-10' below 140 KIAS; 10'-
20' below 120 KIAS; 20'- FULL below 100 KIAS).
BEFORE LANDING
1. Pilot and Passenger Seat Backs MOST UPRIGHT
POSITION.
2. Seats and Seat Belts -- SECURED and LOCKED.
3. Fuel Selector Valve -- BOTH.
4. Mixture -- RICH.
5. Propeller -- HIGH RPM.
6. Landing/Taxi Lights -- ON.
7. Autopilot (if installed) -- OFF.
4-16 Nov 15/00
CESSNA
MODEL 182S
SECTION 4
NORMAL PROCEDURES
LANDING
NORMAL LANDING
1. Airspeed -- 70-80 KIAS (flaps UP).
2. Wing Flaps
10" -
- AS DESIRED
(0'- 10'below 140 KIAS;
20'below 120 KIAS;20" - FULL below 100 KIAS).
3. Airspeed -- 60-70 KIAS (flaps FULL).
4. Power -- REDUCE to idle as obstacle is cleared.
5. Trim -- ADJUST as desired.
6. Touchdown -- MAIN WHEELS FIRST.
7. Landing Roll-- LOWER NOSE WHEEL GENTLY.
8. Braking -- MINIMUM REQUIRED.
SHORT FIELD LANDING
1. Airspeed -- 70-80 KIAS (flaps UP).
2. Wing Flaps -- FULL (below 100 KIAS).
3. Airspeed
--
60 KIAS (untilflare).
4. Trim -- ADJUST as desired.
5. Touchdown -- MAIN WHEELS FIRST.
6. Brakes -- APPLY HEAVILY.
7. Wing Flaps -- RETRACT for maximum brake effectiveness.
BALKED LANDING
1.
2.
Power -- FULL THROTTLE and 2400 RPM.
Wing Flaps -- RETRACT TO 20'.
3.
4.
Climb Speed -- 55 KIAS.
Wing Flaps --
RETRACT slowly after reaching a safe altitude and 70 KIAS.
5. Cowl Flaps -- OPEN.
AFTER LANDING
1. Wing Flaps -- UP.
2. Cowl Flaps -- OPEN.
Nov 15/00 4-17
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182S
SECURING AIRPLANE
1. Parking Brake -- SET.
2. Throttle -- IDLE.
|
3. Electrical Equipment, Avionics Master Switch, Autopilot (if installed) -- OFF.
4. Mixture -- IDLE CUT-OFF (pulled full out).
5. lgnition Switch -- OFF.
6. Master Switch -- OFF.
7. Control Lock -- INSTALL.
8. Fuel Selector Valve
--
LEFT or RIGHT to prevent cross feeding.
4-18
Nov 15/00
CESSNA
MODEL 182S
SECTION 4
NORMAL PROCEDURES
AMPLIFIED PROCEDURES
PREFLIGHT INSPECTION
The Preflight lnspection, described checklist, extended operated in is required prior to each flight. lf the airplane has been in storage, has had recent major maintenance, from marginal airports, a
Figure more
4-1 and or has been extensive adjacent exterior inspection is recommended.
After major maintenance has been performed, the flight and trim tab controls should be double checked movement airplane should airplane has been waxed or polished, pressure source hole for stoppage.
for check free the and be checked following periodic inspections. correct and security. The security of all inspection plates on the external lf the static lf the airplane has been exposed to much ground handling in a crowded hangar, it should be checked for dents and scratches on wings, fuselage, and tail surfaces, damage collision lights, damage to nose wheel as to navigation and antia result of exceeding tow limits, and avionics antennas.
Outside storage accumulation for long periods may result in dust and dirt on the induction air filter, obstructions in airspeed system lines, water contaminants in fuel tanks and insecUbird/rodent nests in any opening. lf any water is detected in the fuel system, the fuel tank sump quick drain valves, fuel reservoir quick and fuel strainer quick drain valve should all drain be thoroughly valve, drained again. Then, the wings should be gently rocked and the tail lowered to the ground to move any further contaminants to the sampling points. Repeated samples should then points until all contamination sampling, evidence of has been removed. contamination be taken at still lf, exists, all quick after repeated the fuel drain tanks should be completely drained and the fuel system cleaned.
Additionally, gusty areas, attention if or should the airplane has been stored outside tied be down adjacent paid to to taxiing in windy airplanes, special control surface stops, hinges, brackets to detect the presence of potential wind damage.
or and
Feb 3/97 4-19
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182S the fatigue life of the blades.
Airplan altitudes, check brakes. and ail lf ated from rough f abnormal the landing is landing gear, insufficientlY e taxi loads will be subjected on the airplane structure' of fuel after d also osure fuel tank filler caPs or servicing' Fuel ctions, ice or water, h
Y d g
STARTING ENGINE
STARTING (GENERAL) ln cooler weather, the engine compartment temperature drops off rapidly following engine shutdown and the injector nozzle lines remain nearly full of fuel.
smoothly to full rich as power develops.
4-20
Feb 3197
CESSNA
MODEL 182S
SECTION 4
NORMAL PROCEDURES
Should the engine tend to die after starting, turn on the auxiliary fuel pump temporarily and adjust the throttle and/or mixture as necessary to keep the engine running. ln the event of over priming or flooding, turn off the auxiliary fuel pump, open the throttle from
112 lo full open, and continue cranking with the mixture full lean.
When the engine fires, smoothly advance the mixture control to full rich and retard the throttle to desired idle speed.
lf the engine cold engine) is under primed (most likely in cold weather with a it will not fire at all, and additional priming will be necessary.
After starting, if the oil pressure indicator does not begin to show pressure within one minute
30 seconds in the summer time and approximately in very cold weather, stop the engine and investigate.
Lack of oil pressure can cause serious engine damage.
NOTE
Additional operation details concerning may be found cold weather starting and under COLD
OPERATION paragraphs in this section.
WEATHER
Recommended seconds investigation starter duty cycle. Crank followed by a 20 second cool down period. This cycle can be repeated two additional times, followed by down period before resuming cranking. Repeat cranking procedures above one more time. lf the engine the a starter ten still fails to determine the cause should be initiated.
minute to for cool start,
10 an
TAXIING
When taxiing, held to it is important that speed and use of brakes be 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 engine speed or cinders should be done at low to avoid abrasion and stone damage to the propeller tips.
Nov 15/00 4-21
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182S
WIND DIRECTION
NOTE
Strong quartering tail winds require caution.
Avoid sudden bursts of the throttle and sharp brakino when the airolane is in this attitude.
Use th-e steerable ndse wheel and rudder to maintain direction.
0785T1 0
1
2
Figure 4-2. Taxiing Diagram
4-22 Feb 3197
CESSNA
MODEL 182S
SECTION 4
NORMAL PROCEDURES
BEFORE TAKEOFF
WARM UP
¡
I lf the engine idles (approximately 650 RPM) and accelerates
'smoothly, closely cowled taken to the airplane is ready for efficient in-flight cooling, precautions should be the ground. Also, long periods for of takeoff. Since idling the engine avoid overheating during prolonged engine operation is on may cause fouled spark plugs.
MAGNETO CHECK
The magneto check should
Move ignition switch first switch back switch to BOTH to to R clear be made at 1800 RPM as follows.
position and note RPM. Next the other set of plugs. Then move to the L position, note RPM and return the switch to the
BOTH position, RPM drop should move not exceed 150 RPM on either magneto magnetos. or show greater than 50 RPM differential between lf there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists.
An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified.
ALTERNATOR CHECK
Prior to allernator flights where control instrument flights), verification unit operation is of proper alternator essential (such as and night or the electrical system momentarily (3 light to 5 seconds) with the landing or by operating the wing flaps during the engine runup (1800
RPM). The ammeter will remain within a needle width of its initial reading if the a positive verification can be made by loading alternator and alternator control unit are operating properly.
Nov 1/01 4-23
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182S
LANDING L¡GHTS lf landing lights are to be used to enhance the visibility of the airplane in the traffic pattern or enroute, it is recommended that only thé taxi light be used. This will extend the service life of the landing light appreciably.
TAKEOFF
POWER CHECK smoothly and turn approximately 2350 - 24OO RPM
.
Prior to takeoff from fields which require maximum performance, the mixture should be leaned to the fuel flow values provided on the
Maximum Power Fuel Flow placard in a full throttle, static runup.
Atter full throttle is applied, adjust the clockwise to prevent the throttle from t cree maximum power position. Similar friction be made as required in other flight lock conditions throttle setting.
k a d d
WING FLAP SETTINGS
Normal takeoffs
Using 20'wing flaps reduces the ground roll and total distance over an obstacle are accomplished with wing flaps
0' to 20'.
by approximately 20 percent. Flap deflections greater than 20' are not approved for takeoff.
4-24 Feb 3/97
CESSNA
MODEL 182S
SECTION 4
NORMAL PROCEDURES of
On a short field,
58 KIAS should
20' be wing flaps and an obstacle used. lf they should be left down until clearance speed
20" wing flaps are used for takeoff, all obstacles are cleared and a safe flap retraction speed of 70 KIAS is reached.
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. lf no obstacles are ahead, the airplane should be leveled off immediately to accelerate to a higher climb speed.
CROSSWIND TAKEOFF
Takeoffs into 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 inlo the wind, the airplane is accelerated speed slightly higher than normal, then pulled off briskly to a to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift.
ENROUTE CLIMB
Normal climbs are performed
Hg. or full throttle (whichever combination of performance, mixture should be set at 85-95 KIAS with flaps up, 23 ln.
is less) and 2400 RPM for the best visibility and engine cooling. The to 15 GPH or full rich (whichever is less) until reaching the altitude at which full throttle is reached, after which no further adjustment of the mixture control is needed.
lf it is necessary to climb rapidly to clear mountains or reach favorable winds should be used at higher altitudes, the best rate of climb speed with maximum power. This speed (shown in
Section 5) is 80 KIAS at sea level, decreasing to 72 KIAS at 10,000 feet.
Feb 3/97 4-25
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182S lf an obstruction ahead requires a steep climb angle, a best angle of climb power. air speed should be used with flaps up and maximum
This speed is 63 KIAS at sea level, increasing to 66 KIAS at
10,000 feet. This type of climb should be of minimum duration and engine temperatures should be carefully monitored due to the low climb speed.
For maximum power, the mixture should with the Maximum Power Fuel Flow placard.
be set in accordance
CRUISE
Normal cruising is performed between power with the mixture set to peak
55% and 80% rated
EGT. Manifold pressures and engine speed should normally be kept within the green arc ranges on the manifold pressure gauge and tachometer. However, at lower altitudes and at high allowable cruise powers, it is permissible to use any manifold pressure note in the cruise performance chafts in
Section 5.
NOTE
Cruising should practicable until be done al 75"/" power as much as a total of 50 hours has accumulated or oil consumption has stabilized. Operation will ensure proper seating new engines, and of the rings and is applicable to engines in at this higher power service following cylinder replacement or top overhaul of one or more cylinders.
The Cruise Performance charts in Section 5 provide the pilot with detailed information concerning the cruise performance of the Model
182S in still air. Power and altitude, as well as winds aloft, have a strong influence on the time and fuel needed to complete any flight.
of Figure 4-3 illustrates some of The Cruise Performance table these etfects and may be used information as a guide along with winds aloft in selecting an altitude and power setting for a given trip. The selection of cruise altitude on the basis of most favorable wind conditions and with the use of the lower power settings consistent trip needs are significant factors which should be considered on every trip to reduce fuel consumption.
4-26 Feb 3/97
CESSNA
MODEL 182S
SECTION 4
NORMAL PROCEDURES
For reduced noise levels, it is desirable to select the lowest RPM in the green arc range smooth engine operation. necessary, to for maintain approximately two-thirds of a given percent power that
The the cowl flaps should cylinder head be will provide opened, temperature the normal operating range (green arc).
if at
ALTITUDE
4000 feet
6000 feet
8000 feel
10000 feet
80% POWER
KTAS
137
140
NMPG
75% POWER
KTAS NMPG
65% POWER
KTAS NMPG
55% POWER
KTAS NMPG
102 133 106 125 113 1r6 12.O
10.4
136 108 127 11.5
118
130
't32
11.7
1't.9
120
121
12.2
124
't2.6
Figure 4-3. Cruise Performance Table
Cruise data in this handbook is based on a recommended lean mixture setting which may be established usingthe EGT indicator at powers of 8O% MCP and lower as follows: I
1. Lean the mixture slowly until the EGT peaks and begins to drop.
2. Enrichen as needed to ensure operation at peak.
3. lf engine operation is rough at peak EGT, further enrichen for smooth operation.
Any change in altitude or power setting will require a change in the recommended lean mixture setting and a recheck of the EGT setting.
Nov 15/00 4-27
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182S
Operation at peak EGT provides the best fuel economy.
Operating results at best power mixture strength (125'F rich of peak EGT) in approximately 8o/" less range and a 3 knot increase in speed.
The EGT table of Figure 4-4 summarizes the defined mixture strengths available for the 182S.
MIXTURE DESCRIPTION EXHAUST GAS
TEMPERATURE
Peak EGT RECOMMENDED LEAN
(Pilot's Operating Handbook)
BEST POWER 125'F Rich
Figure
4-4.
EGT Table
SAVINGS PROCEDURES FOR NORMAL OPERATIONS
For best fuel economy during normal operations, the following are recommended.
1. After engine start and for all ground operations, set the throttle to 1200 RPM and lean the mixture for maximum RPM. 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.
2. Adjust the mixture for placarded fuel flows during maximum continuous power climbs.
3. Adjust the mixture at any altitude for RECOMMENDED LEAN fuel flow with power settings at 8O"/. or less.
4-28 Nov 15/00
CESSNA
MODEL 182S
SECTION 4
NORMAL PROCEDURES
Using the above recommended procedures can provide fuel savings in excess of 5% when compared to typical operations at full rich mixture. ln addition, plug fouling since the the above procedures will minimize reduction in fuel consumption spark results in a proportional reduction in tetraethyl lead passing through the engine.
FUEL VAPOR PROCEDURES
The engine fuel system can become susceptible formation on the ground during warm to fuel vapor weather. This will generally occur when the outside ambient air temperature is above 80"F.
The situation is further aggravated by the fact that the engine fuel flows are lower at idle and taxi engine speeds. When vapor occurs as evidenced by idle engine speed and fuel flow fluctuations, the following procedures are recommended.
1. With the mixture full rich, setthe 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 normalengine operation.
3. Advance the throttle described to 1200 RPM and lean the mixture as under FUEL SAVINGS PROCEDURES FOR
NORMAL OPERATIONS.
4. Just prior to TAKEOFF, apply full throttle, for approximately 10 seconds to verify smooth engine operation for takeoff.
NOTE
When the increased engine resulting increased is operated above 1800 RPM, the fuel flow also makes for lower fuel temperatures throughout flow purges the the engine fuel fuel vapor and system. the cooler
This fuel minimizes vapor formation.
Nov 15/00 4-29
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182S
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 allconfigurations.
Power off stall speeds at maximum weight for both forward and aft C.G. positions are presented in Section 5.
LANDING
NORMAL LANDING
Normal landing approaches can be made with power on or power off with any flap setting desired. Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach speeds.
Actual touchdown should main wheels first runway to reduce the landing speed and subsequent need for braking in the landing be roll. made with power
The nose wheel gently after the speed has diminished is otf and lowered on to the the to avoid unnecessary nose gear loads. This procedure is especially important in rough or soft field landings.
lo-.0
Nov 15/00
CESSNA
MODEL 182S
SECTION 4
NORMAL PROCEDURES
SHORT FIELD LANDING
For approach added a short field landing in smooth air conditions, make power off at 60 KIAS with full flaps. (Slightly speeds should be used under turbulent air higher conditions.) to adjust glide path, it should be again reduced lf to approach power idle is after all approach obstacles are cleared, the approach speed maintained by lowering the nose of the with power touchdown, off and lower on the airplane. Touchdown should be made main wheels first. lmmediately after required. For maximum brake effectiveness, retract the flaps, hold the control wheel the full nose wheel back, and and apply apply heavy braking maximum brake as pressure without sliding the tires.
CROSSWIND LANDING
When landing setting required in a strong crosswind, use the minimum flap for the field length. Although the crab or combination method method gives course with the the of drift correction may be used, the wing low best control. steerable nose
After tou-chdown, wheel and hold a stiaight occasional braking if necessary.
The maximum allowable crosswind velocity pilot capability as well as is dependent airplane limitations. Operation upon in direct crosswinds of 15 knots has been demonstrated.
BALKED LANDING ln a balked landing (go-around) climb, reduce the flap setting to
20' immediately after full power is applied. After all obstacles are cleared and a safe altitude and airspeed are obtained, the wing flaps should be retracted.
Nov 15/00 4-311
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182S
COLD WEATHER OPERATION
Special consideration should airplane be given to the operation of the fuel system during the winter season or prior to any flight in cold temperatures. Proper preflight draining especially important and will eliminate any free water accumulation.
The use of of additives such as isopropyl alcohol or diethylene glycol monomethyl ether may the also be desirable. Refer to fuel system
Section 8 is for information on the proper use of additives.
Cold weather often causes conditions which 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 surîaces must be free of any internal accumulations of ice or snow.
lf 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
¡[,wenntrue
WHEN PULLING THE PROPELLER THROUGH BY
HAND,
WIRE
TREAT tT AS IF THE IGNIT¡ON SWITCH IS
TURNED ON.
ON
A LOOSE OR BROKEN
EITHER MAGNETO
GROUND
COULD CAUSE
THE ENGINE TO FIRE.
Prior to starting on cold mornings, propeller through several times by it is hand advisable to to pull the
"break loose" or
"limber" the oil, thus conserving battery energy.
lo-r,
Nov 15/00
CESSNA
MODEL 182S sEcTroN 4
NORMAL PROCEDURES
When air temperatures are below 20"F (-6"C), the use of an external preheater and an external power source are recommended whenever possible to obtain positive starting and to reduce wear and abuse to the engine and electrical system. Preheat willthaw the oil trapped in the oil cooler, which probably will be congealed prior to starting in extremely cold temperatures.
When using an external power source, the master switch must be in the OFF position before connecting the external power source to the airplane receptacle. See Seciion 7, Ground Service Plugl
Receptacle, for external power source operations. I
Cold weather starting procedures starting procedures. Use caution to are the same as the normal prevent inadveñent forward movement of the airplane during starting when parked on snow or ice.
NOTE lf the engine does not start during the first few attempts, or if engine firing diminishes in strength, it is probable that the spark plugs have been frosted over. Preheat must be used before another start is attempted.
During cold weather operations, no indication will be apparent on the oil temperature gage prior to takeotf if outside air temperatures are very cold. After
RPM. a suitable
1000 RPM), accelerate warm up period (2 the engine several times to 5 minutes at to higher engine lf the engine accelerates smoothly and the oil pressure remains normal and steady, the airplane is ready for takeoff.
WINTERIZATION KIT
A winterization kit is provided and may be utilized when cold weather operations are conducted. Refer to WINTERIZATION KIT in_ the Suppléments, Section 9 for installation and operational details.
I
Nov 15/00 4-33
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 182S
HOT WEATHER OPERATION
Refer to the general warm temperature starting information under
Starting Engine in this section. Avoid prolonged engine operation on the ground.
NOISE CHARACTERISTICS
AND NOISE REDUCTION
The certificated noise level for maximum weight dB(A) with a the Model 182S at 3100 pounds is 79.7 dB(A) with a three-bladed propeller.
2-bladed propeller and
No determination has
77.7
been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of, any airport.
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 effoil'to fly not less than
2000 feet above the surface, weather permitting, even though flight at a lower level may be govemment regulations.
consistent with the provisions of
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 Tratfic Control clearances or instructions, less or where, in the pilot's judgment, an altitude of than 2000 feet is necessary to adequately exercise the duty to see and avoid other airplanes.
lo-ro
Nov 15/00
CESSNA
MODEL 182S sEcTroN 5
PERFORMANCE
SECTION
5
PERFORMANCE
TABLE OF CONTENTS
Page lntroduction
Use of PeÍormance Charts
Sample Problem
Takeoff
Cruise
Fuel Required
Landing
Demonstrated Operating Temperature
Figure 5-1, Airspeed Calibration - Normal Static Source
. . . .
.
Airspeed Calibration - Allernate Static Source
Figure 5-2, Altimeter Correction
Figure 5-3, Temperature Conversion
Chafi
Figure 5-4, Stall Speeds
Figure 5-5, Crosswind Components
Figure 5-6, Short Field Takeoff Distance - 3100 Lbs
Short Field Takeoff Distance - 2700 Lbs
Short Field Takeoff Distance - 2300 Lbs
Figure 5-7, Maximum Rate Of Climb
Figure 5-8, Time, Fuel, And Distance
Figure 5-9, Cruise
To Climb
Performance
Figure 5-10, Range
Profile
Figure 5-1 1, Endurance Profile
Figure 5-12, Short Field Landing Distance
5-17
5-18
5-19
5-21
5-31
5-33
5-35
5-11
5-12
5-13
5-14
5-15
5-16
5-3
5-3
5-3
5-4
5-5
5-6
5-8
5-8
5-9
5-10
Dec 1/97 5-11(5-2 blank)
CESSNA
MODEL 182S
SECTION 5
PERFORMANCE
INTRODUCTION
Pedormance data charts on the following pages are presented so that you may know what various conditions, and also, detail and to to expect facilitate from the the with reasonable accuracy. The data airplane planning of under flights in in the chañs 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 indeterminate variables such metering characteristics, engine at all altitudes. Some as mixture leaning technique, fuel and propeller condition, and air turbulence may account for variations of 10% or more in range and endurance. information
Therefore, it is important to utilize all available to estimate the fuel required for the particular flight and to flight plan in a conseruative manner.
USE OF PERFORMANCE CHARTS
Performance illustrate the information data is presented in tabular or graphical form to effect of different variables. Sufficiently detailed is provided in the tables so that conservative values can be selected and used to determine the particular pedormance 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:
AI RPLANE CONFIGURATION:
Takeoff weight
Usable fuel
3100 Pounds
88.0 Gallons
TAKEOFF CONDITIONS
Field pressure altitude
Temperature
1500 Feet
28'C (16'C Above
Wind component along
Field length
Standard) runway
12 Knot Headwind
3500 Feet
Nov
15/00
5-3
SECTION 5
PERFORMANCE
CESSNA
MODEL 182S
CRUISE CONDITIONS:
Totaldistance
Pressure altitude
450 Nautical Miles
7500 Feet
Temperature
Expected wind
160 enroute
10 Knot Headwind
LANDING CONDITIONS:
Field pressure altitude
Temperature
Field length
2000 Feet
25'C
3000 Feet
TAKEOFF
The takeoff distance chart, Figure 5-5, should keeping be consulted, 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 pressure altitude of 2000 feet and a temperature of of 3100 pounds,
30'C should be used and results in the following:
Ground roll
Total distance to clear a S0-foot
1055 Feet obstacle 2035 Feet
These distances are well within the available takeoff field length.
However, a correction for the effect of wind may be made baseci on
Note 3 of the takeoff chart. The correction for a 12 knot headwind is:
12 Knots X
10"/o =
,l jo/o
Decrease
9 Knots
This results in the following distances, corrected for wind:
Ground roll, zero wind
Decrease in ground roll
(1055 feet X13%)
Corrected ground roll
1
055
-137
918 Feet
5-4 Feb 3/97
CESSNA
MODEL
182S
SECTION 5
PERFORMANCE
Total distance to clear a
SO-foot obstacle, zero wind
2035
Decrease in total distance
(2035 feet x
13%) -ry
Corrected total distance to clear SO-foot obstacle
1770 Feet
CRUISE
The cruising altitude should consideration performance. of
A trip typical length, cruising be winds altitude selected based aloft, and and the the on expected a airplane's wind enroute have been given power setting selection for this for sample problem. However, cruise must several considerations. These include be determined based the on characteristics presented in Figure 5-9, the cruise performance the range prof ile charÌ presented in Figure 5-10, and the endurance profile chaft presented in Figure 5-1 1.
The relationship between power and range range profile chart. Considerable is illustrated by the 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 chaft, Figure 5-9, is entered at 8000 feet 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 21 inches of manifold pressure, which results in the following:
Power
True airspeed
Cruise fuelflow
66%
134 Knots
11.3 GPH
Nov 15/00 c-c
SECTION 5
PERFORMANCE
CESSNA
MODEL 182S
FUEL REQUIRED
The total fuel requirement for the flight may be estimated using the performance information in Fígure 5-8 and Figure 5-9. For this sample problem, Figure 5-8 shows feet to 8000 feet requires 2.7 that gallons a of normal climb fuel. The from 2000 corresponding distance during lhe 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 time, fuel, and distance to increase the by 10% for each 10'C above standard temperature, due to the lower rate of climb. ln this case, assuming a temperature 16'C above standard the correction would be:
16"
10"c
X
10% = 16"/" lncrease
With this factor included, the follows: fuel estimate would be calculated as
Fuel to climb, standard temperature lncrease due to non-standard temperature
(2.7 X
16%)
2.7
o.4
Corrected fuel to climb 3.1 Gallons
Using a similar procedure for the distance to cfimb results in
21 nautical miles.
The resultant cruise distance is:
Totaldistance
Climb distance
Cruise distance
450
-21
429
NauticalMiles
5-6 Feb 3/97
CESSNA
MODEL 182S
SECTION 5
PERFORMANCE
With an expected 10 knot headwind, the ground speed for cruise is predicted to be:
134
-10
124
Knots
I
I
Therefore, the time required for the cruise portion of the trip is:
429 Nautical Miles
lZ
Knots
= 3.S
Hours
The fuel required for cruise is:
3.5 hours X 11.3 gallons/hour
= 39.1 Gallons
A 45-minute reserve requires:
4Þ
6õ u rr.
gallons / hour = 8.5 Gallons
The total estimated fuel required is as follows:
Engine start, taxi, and takeoff
1.7
Climb 3.1
Cruise
Reserve
39.1
8.5
Totalfuel required 52.4 Gallons
Once the flight is undenruay, 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.
I
I
Nov 15/00 5-7
SECTION 5
PERFORMANCE
CESSNA
MODEL 182S
LANDING
A procedure similar to takeoff should be used for estimating the llandiñg distance at the destination airport. Figure landing distance information
5-12 presents for the short field technique. The distances corresponding to 2000 feet and 30'C are as follows:
Ground roll
Total distance to clear a 50{oot
670 Feet obstacle 1480 Feet
A correction for the effect of wind may be made based on Note 2 of the landing chart, using the same procedure as outlined for takeoff.
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 Nov 15/00
CESSNA
MODEL 182S
SECTION 5
PERFORMANCE
AIRSPEED CALIBRATION
NORMAL STATIC SOURCE
CONDITION:
Power required for levelflight or maximum power descent.
FLAPS
UP
KIAS
KCAS
FLAPS
20"
KIAS
KCAS
FLAPS
FULL
KIAS
KCAS
55 60 70 80
90
62 65 73 82
90
100 110 120 130 140 150 160
100 109 118 127 137 146 156
40 50 60 70 80 90
100 110 120--
53 58 64 72 81 91
100 110 119
--
40 50 60 70 80 90
95
51 56 64 72 81 91
95
Feb
3/97
Figure 5-1. Airspeed Calibration (Sheet
1 ot 2)
5-9
SECTION 5
PERFORMANCE
CESSNA
MODEL 182S
AIRSPEED CALIBRATION
ALTERNATE STATIC SOURCE
NOTE:
Windows closed, ventilators closed, maximum.
cabin heater, cabin air, and defroster on
CONDITION:
Power required for level flight or maximum power descent.
FLAPS
UP
KIAS
ALT
KIAS
FLAPS
20"
KIAS
ALT
KIAS
FLAPS
FULL
KIAS
ALT
KIAS i0 70 80
90
)2 72 82
92
100 110 120 130 140 150
160
103 114 124 133 143 153
164 i0 60 70 80 90
100 110
120 t0 60 70 81 92 102 112
121
)0 60 70 80 90
95
+3 57 68 79 89
93
5-10
\
Figure 5-1. Airspeed Calibration (Sheet 2 of 2)
Dec 1197
CESSNA
MODEL 182S
SECTION 5
PERFORMANCE
ALTIMETER CORRECTION
ALTERNATE STATIC SOURCE
NOTE:
Add correction to desired altitude to obtain indicated altitude to flv.
Windows closed, ventilators closed, cabin heater, cabin air, ánd defroster on maxrmum.
CONDITIONS:
Power required for level flight or maximum power descent cruise configuration.
Altimeter corrections Tor the takeoff and landing configuration are less than 50 feet.
CONDITION
FLAPS
UP
S.L.
2000 ft.
4000 ft.
6000 ft.
8000 ft.
10,000 Ít.
12,000 ft.
14,000 ft.
60
20
20
20
30
30
30
30
30
CORRECTION TO BE ADDED-FEET
KIAS - alternate static source ON
-10
-10
-10
-10
80
-10
-10
-10
-10
100
-30
-30
-30
-40
-40
-40
-40
-50
120
-60
-60
-70
-70
-80
-80
-80
-90
140
-90
-90
100
110
110
't20
120
't20
160
-120
-1 30
-140
-140
-150
-160
-170
-1 80
Feb 3/97
Figure 5-2. Altimeter Correction
5-11
SECTION 5
PERFORMANCE
CESSNA
MODEL 182S
TEMPERATURE CONVERSION CHART
F
H60
I.JJ
fr
T
+40
U)
UJ
]U
ÍÍ.
fl20 o
5-12
DEGREES - CELSIUS
Figure 5-3. Temperature Conversion Chad
Feb 3/97
CESSNA
MODEL 182S sEcTroN 5
PERFORMANCE
STALL SPEEDS AT 31OO POUNDS
Conditions:
Power Off
MOST REARWARD CENTER OF GRAVITY
FLAP
SETTIN(
UP
20"
FULL
00
ANGLE OF BANK
30'
KIAS KCAS KIAS KCAS
40
29
35
54
50
49
43
31
38
58
54
53
45" 60'
KIAS KCAS KIAS KCAS
48
34
42
64
59
58
57
41
49
76
71
69
MOST FORWARD CENTER OF GRAVITY
FLAP
SETTINC
UP
20"
FULL
ANGLE OF BANK
00 300
KIAS KCAS KIAS KCAS
43
35
36
56
52
50
46
38
39
60
56
54
450 600
KIAS KCAS KIAS KCAS
51
42
43
67
62
59
61
49
51
79
74
71
NOTES:
1.
Altitude loss durinq a stall recovery mav be as much as 250 feet.
2.
KIAS values are aþproximate.
Figure 5-4. Stall Speeds
Feb 3/97 5-13
sEcTroN 5
PERFORMANCE
CESSNA
MODEL 182S
¡f
WIND COMPONENTS
NOTE
Vaximum demonstrated crosswind velocity is 15 knots (not a limitation).
35
30
25 z
I l¡¡ z o
È t-<
¡¡J
V
z-
= o c¡
2a
-=
J
20
15
10
5
0
5
10
= 15
0510f520253035
CROSSWND COMPONENT
.
KNOTS
5-14
Figure 5-5. Crosswind Components
Nov 15/00
CESSNA
MODEL 182S
SECTION 5
PERFORMANCE
SHORT FIELD TAKEOFF DISTANCE
AT 31OO POUNDS
CONDITIONS:
3000
4000
5000
6000
7000
8000
Press
Att ln
Feet
S. L.
1
000
2000
Flaps 20'
2400 RPM, Full Throttle and Mixture
Cowl Flaps Open
Paved, Level, Dry Bunwav
Zero Wind
Lift
Off:
49 KIAS
Speed at 50 Ft: 58 KIAS
Set Prior to Brake Release
Grnd
Roll
Ft
715
775
0'c
Iotal
=t
To llear
50 Ft f,bst
1
365
1490
850
925
1015
1110
1220
1
340
1480
1
635
1800
1
990
2210
2470
2785
3175
Grnd
Roll
Ft
765
835
915
995
'1090
1
195
1315
1445
1
595
10'c fotal
=t
To llear t0 Ft f,bst
Grnd
Roll
Ft
20'c l-otal
:t ro
]lear t0 Ft fbst
1460
1600
1760
1
940
2150
2395
2690
3045
3500
825
900
1570
't720
980
1070
1175
1290
1415
1560
1720
1
890
2090
2325
2595
2930
3345
3880
30"c 40"c
Grnd
Roll
Ft
885
ïotal
Ft TO
Clear
50 Ft
Obst
1680
1
845 965
1055
1
150
1260
1
385
1520
1675
2035
2255
2515
2820
3200
3685
Grnd
Roll
Ft
945
1030
1
130
1235
1355
1485
I 635
Total
Ft To
Clear
50 Ft
Obst
1800
1
980
2190
2435
2720
3070
3510
NOTES:
1.
Short field technique as specified in Section 4.
SÌ 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 1Oo/" for each 9 knots headwind. For operation with tail winds up to 10 knots, increase distances by 1eo/" lor each 2 knots.
4.
For operation on dry, grass runway, increase distances by 15% of the "ground roll" figure.
Figure 5-6. Short Field Takeotf Distance (Sheet 1 of 3)
Nov 15/00 5-15
SECTION 5
PERFORMANCE
CESSNA
MODEL 182S
SHORT FIELD TAKEOFF DISTANCE
AT 27OO 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:
45 KIAS
Speed at 50 Ft: 54 KIAS
Press
Alr ln
Feet
S. L.
1
000
2000
3000
4000
5000
6000
7000
8000
Grnd
Roll
Ft
0"c l-otal
:t
To llear i0 Ft
)bst
Grnd
Roll
Ft
10'c l-olal
=t
To llear
50 Fr f,bst
Grnd
Roll
Ft
20"c
Total
Ft To
Clear
50 Ft
Obst
Grnd
Roll
Ft
30'c
Total
Ft To
Clear
50 Ft
Obst
Grnd
Roll
Ft
40'c
ïotal
Ft To
Clear
50 Ft
Obst
520
565
615
675
735
80s
880
965
1060
995
1
080
1
180
1285
1410
1
550
1705
1
890
2100
560
610
66s
725
790
865
950
1
040
1
145
1065
1
155
1260
1
380
1510
1
665
1840
2040
2275
600
655
710
775
850
930
1020
1
120
1230
11 35
1235
1
350
1480
1625
1790
1
980
2205
2465
645
700
765
835
910
1000
1095
1200
1320
1215
1320
1445
1
585
1740
1
920
2135
2380
2675
690
750
820
895
975
1
070
1175
1
290
1420
1295
1410
1545
1695
1870
2065
2300
2575
2910
NOTES:
1.
Short field technique as specified in Section 4.
ç 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 1O"/" lor 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. Short Field Takeoff Distance (Sheet 2 of 3) s-16 Nov 15/00
CESSNA
MODEL 182S
SECTION 5
PERFORMANCE
SHORT FIELD TAKEOFF DISTANCE
AT 23OO POUNDS
CONDITIONS:
Flaps 20"
2400 RPM, Full Throttle and Mixture
Cowl Flaps Open
Paved, Level, Dry Runway
Zero Wind
Lift
Off:
42 KIAS
Speed at 50 Ft: 50 KIAS
Set Prior to Brake Release
Press
Alr ln
Feet
S. L.
1
000
2000
3000
4000
5000
6000
7000
8000
510
555
610
665
730
365
395
430
470
Grnd
Roll
Ft
0'c fotal
=t
To llear i0
Fr
)bst
705
765
830
900
980
1
065
1
165
1275
1
405
390
425
460
505
550
600
655
715
785
Grnd
Roll
Ft
10'c fotal
¡t To llear i0 Ft
)bst
750
815
885
960
1
045
1140
1
250
't370
1510
590
640
700
770
845
420
455
495
540
Grnd
Roll
FI
20'c fotal
=t
To llear t0 Ft f,bst
800
870
940
1025
1115
1220
1335
1470
1
620
450
490 s30
580
630
690
755
825
905
Grnd
Roll
Ft
30"c fotal
Ft To llear t0 Ft f,bst
850
925
1
005
1
090
1
190
1
305
1430
1570
1
735
480
520
565
620
675
735
805
885
970
Grnd
Roll
Ft
40'c
Iotal
=t
To llear t0 Ft f,bst
905
985
1070
1165
'1270
1390
1530
1685
1865
NOTES:
1.
Short field technique as specified in Section 4.
SÌ 2. Prior to takeoff, lhe mixture should be leaned to the Maximum power
Fuel Flow placard value in a full throttle, static runup.
3.
Decrease distances 1O"/" lor each 9 knots headwind. For with tail winds up to 10 knots, increase distances by operation
10%for each2 knots.
4.
For operation on dry, grass runway, increase distances by 15% of the "ground roll" figure.
Figure 5-6. Short Field Takeoff Distance (Sheet 3 of 3)
Nov
15/00
S-'t7
SECTION 5
PERFORMANCE
CESSNA
MODEL 182S
MAXIMUM RATE.OF.CLIMB AT 31OO POUNDS
CONDITIONS:
Flaps Up
2400 RPM, Full Throttle, Mixture Set value
Cowl Flaps Open to Maximum Power Fuel F ow p acard
\
PRESS
ALT
FT
S.L.
2000
4000
6000
8000
10,000
12,000
14,000
77
75
74
73
72
CLIMB
SPEED
KIAS
80
79
78
-20"c
1
055
945
840
735
625
520
410
310
RATE OF CLIMB - FPM
0"c
980
875
770
670
560
455
350
250
20"c
905
805
705
605
495
390
285
190
40'c
835
735
635
535
430
330
225
130
5-18
Figure 5-7. Maximum Rate of Climb
Nov 15/00
CESSNA
MODEL 182S
SECTION 5
PERFORMANCE
TIME, FUEL AND DISTANCE TO CLIMB
AT 31OO POUNDS
MAXIMUM RATE OF CLIMB
CONDITIONS:
Flaps Up
2400 RPM, Full Throttle, Mixture Set value to Maximum Power Fuel
Cowl Flaps Open
Standard Temperature
Flow placard
\
PRESS
ALT
FT
S.L.
2000
4000
6000
8000
10,000
12,000
14,000
CLIMB
SPEED
KIAS
75
74
73
72
80
79
78
77
RATE
OF
CLIMB
FPM
925
835
750
660
565
470
375
285
TIME
IN
MIN
FROM SEA LEVEL
FUEL
USED
GAL
DIST
NM
5
8
0
2
0.0
0.8
0
3
7
11
11
15
20
26
1.5
2.3
3.2
4.2
5.2
6.5
16
21
29
38
NOTES:
Figure 5-8. Time, Fuel and Distance to Climb (Sheet 1 oÍ 2)
Nov 15/00 5-19
SECTION 5
PERFORMANCE
CESSNA
MODEL 182S
TIME, FUEL AND DISTANCE TO CLIMB
AT 31OO POUNDS
NORMAL CLIMB
.90
KIAS
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 Temoerature
PRESS
ALT
FT
S.L.
2000
4000
6000
8000
10,000
90
90
90
90
90
90
CLIMB
SPEED
KIAS
RATE
OF
CLIMB
FPM
665
625
580
540
455
370
TIME
IN
MIN
0
3
6
10
14
19
FROM SEA LEVEL
FUEL
USED
GAL
0.0
0.8
DIST
NM
1.6
2.5
3.5
4.6
0
5
10
16
23
31
NOTES:
1.
Add
1.7 smooth e start, taxi and takeoff allowance.
Power Fuel Flow placard value for creased power.
3. lncrease time. fuel and distance bv 10% for each 10"C above standard temperature.
4.
Distances shown are based on zero wind.
Figure 5-8. Time, Fuel and Distance to Climb (Sheet 2 oÍ 2)
5-20 Nov 15/00
CESSNA
MODEL 182S
SECTION 5
PERFORMANCE
27
26
25
24
23
22
21
20
27
26
25
24
23
22
¿t
20
27
26
25
24
23 zz
21
20
CRUISE PERFORMANCE
PRESSURE ALTITUDE SEA LEVEL
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
NOTE: Maximum cruise power is 80% MCP. Those powers above that value in the table are for interpolation purposes only-
RPM MP
2400
2300
2200
66
62
58
54
83
78
74
70
82
T7
73
69
64
60 qA
80 to
71 ot
62
JI
2O'C BELOW
STANDARD TEMF
-5"c o/
BHP
KTAS GPH
130
127
123
120
117
112
13.4
12.7
12.O
11.3
10.6
10.0
82
77
73
Âa
64
60
CJ
STANDARD
TEMPERATURE
1s"c
/o
BHP
KTAS GPH
134
131
127
124
121
117
1t3
13.7
13.0
I
Z-J
11.6
't0.9
10.3
9.7
20"C ABOVE
STANDABD TEMF
35'C
%
BHP
83
79
75
71
66
62
58
ÊÀ
KTAS
137
135
131
128
125
121
117
113
GPH
14.0
13.3
12.6
11.9
11.3
10.6
10.0
9.4
't31
128
125
122
119
115
'1 11
13.7
12.9
12.3
11.6
10.9
10.3
9.7
83 t9
75
70
66
62
58
54
134
132
129
126
123
119
115
111
13.9
13.2
I
¿.J
11.9
'l't.2
10.6
10.0
9.4
80
76
72
68
64
60 co
52
135
132
129
127
123
't
19
115
111
13.4
12.8
12.1
11.5
10.9
10.3
9.8
9.2
131
129
126
123
120
117
113
109
13.8
13.1
12.5
11.8
11.2
10.6
10.0
9.4
64
60
30
5Z
80
76
72 oõ
132
129
126
124
121
1't7
113
109
13.3
12.7
't2.1
11.5
10.9
10.3
9.7
J.¿
77
73
69
66
62
58
54
133
130
128
124
121
117
113
't 09
12.9
'12.3
11.7
11.1
10.6
10.0
9.5
õ.v
Figure 5-9. Cruise Performance (Sheet 1 of 10)
Nov 15/00
5-21
SECTION
5
PERFORMANCE
CESSNA
MODEL 1825
CRUISE PERFORMANCE
PRESSURE ALTITUDE SEA LEVEL
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
\
NOTE: Maximum cruise power is 80% MCP. Those powers above that value in the table are for interpolation purposes only.
RPM
2
1
00
2000 27
26
25
24
23
22
21
24
23
22
2t
26
25
21
MP
67
63
59
55
2O"C BELOW
STANDARD TEMF
-s'c o/
KTAS GPH
BHP
79 3.2
75
71
129
126
123
120
118
114
110
12.5
11.9
11.3
10.7
10.2
9.6
STANDARD
TEMPERATUBE
15"C
%
BHP
76
72
68
64
61
57
53
KTAS
130
127
124
't21
117
114
111
GPH
2.t
12.1
1
1.5
1
1.0
10.4
9.9
9.4
2O"C ABOVE
STANDARD TEMT
35'C
%
BHP tó
70
66
62
59
55
51
JU
't28
125
't21
118
114
111
KTAS GPH lz.3
11.8
'11.2
10.7
10.2
9.6
9.'l
74
71
67
63
60 co
52
126
123
121
118
114
111
108
12.5
11.9
11.4
10.8
10.3
9.8
9.2
58
54
50
72
68
65
61
127
124
122
118
115
111
108
12.1
11.5
11.0
10.5
10.0
9.5
9.0
70
66
63
59
56
52
49
't28
125
121
118
115
1',t2
108
11.7
112
107
102
9.7
92
88
5-22
Figure 5-9. Cruise Performance (Sheet 2 of 10)
Nov 15/00
CESSNA
MODEL 182S
SECTION 5
PERFORMANCE
CRUISE PERFORMANCE
PRESSURE ALTITUDE 2OOO FEET
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
NOTE: Maximum cruise power is 8O%
MCP. Those value in the table are for interpolation purposes only.
powers above that
RPM MP
Z+UU ¿6
25
24
23
22
2'l
20
83
78
74
69 o¿+
60
2O'C BELOW
STANDARD TEMF
-9'C
't34
131
127
124
121
116
13.9
13.1
12.4
11.6
10.9
10.3
STANDARD
TEMPERATURE
11'C
BHP
KTAS GPH
BHP
KTAS GPH
80
75
71
67
62
58
135
131
128
125
120
117
13.4
12.7
't2.0
11.3
10.6
10.0
2O"C ABOVE
STANDARD TEMF
31'c
69
64
60
56
%
BHP
ó¿
77
73
KTAS
39
135
132
129
125
121
't17
GPH
1
3.7
129
123
11.6
109
10.3
9.7
2300
2200
23
22
21
20
26
25
24
26
25
24
23
22
21
20 t"
75
71 oo
62
58
81
77
72
68 o+
60
56
132
't29
'125
122
118
114
13.3
12.6
11.9
11.3
10.6
10.0
81
77
73
68
64
60
56
132
130
126
124
120
1't6
113
13.5
12.8
12.2
11.5
10.9
10.3
9.7
62
58
54
78
74
70 bb
136
'132
129
126
123
119
1't5
13.6
12.9
12.2
11.6
't0.9
10.3
9.7
66
62
58
54
78
74
70
133
130
127
't24
120
117
113
13.1
12.4
11.8
11.2
10.6
10.0
9.4
b¿+
60
56
52
75
71
68
136
133
131
127
123
119
115
131
12.5
11.8
11.2
106
10.0
9.5
134
131
128
124
't21
117
113
126
12.O
114
10.9
103
97
9.2
Figure 5-9. Cruise Performance (Sheet 3 of 10)
Nov 15/00 5-23
SECTION
5
PERFORMANCE
CESSNA
MODEL 182S
CRUISE PERFORMANCE
PRESSURE ALTITUDE
2OOO
FEET
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Cowl Flaos Closed
NOTE: Maximum cruise power is 80% MGP. Those powers above that value in the table are for interpolation purposes only.
RPM MP
21 00
2000
26
25
24
23
22
21
20
26
25
24
23
22
2'l
62
58
54
73
69
65
2O"C BELOW
STANDARD TEMF
-9.C
%
BHP
77
7S
69
65
61
57
53
KTAS
1
30
127
124
121
117
114
110
GPH
¿.v
122
116
110
10.5
9.9
9.3
STANDARD
TEMPERATURE
11"C
BHP
74
70
66
63
59
55
51
KTAS
1
30
128
125
121
118
114 t10
GPH
12.4
11.8
1't.3
10.7
10.2
9.6
9.1
2O'C ABOVE
STANDARD TEMF
31'C
61
57
53
49
BHP
72
68
64
KTAS
1
31
128
125
122
118
114
110
GPH
12.1
1't.5
10.9
10.4
9.9
9.4
8.8
127
124
122
118
115
111
12.2
1't.7
11.1
10.6
10.0
9.5
70
67
63
59
56
52
128
125
121
118
115
111
't
1.8
11.3
10.8
10.2
9.7
9.2
68
64
61
57
54
50
't28
't25
122
119
115
111
11.5
11.0
10.5
10.0
9.5
9.0
5-24
Figure 5-9. Cruise Performance (Sheet 4 of 10)
Nov 15/00
CESSNA
MODEL 182S sEcTloN 5
PERFORMANCE
CRUISE PERFORMANCE
PRESSURE ALTITUDE 4OOO FEET
CONDITIONS:
.3100 Pounds .Recommended Lean Mixture .Cowl Flaos Closed
NOTE: Maximum cruise power is 80% MCP. Those value in the table are for interpolation purposes only.
powers above that
RPM MP
2O"C ABOVE
STANDARD TEMF
27"C
Z
UU
25
24
23
22
2'l
20
2O'C BELOW
STANDARD TEMF
-13'C o/
BHP
KTAS GPH
81
76
67
62
135
131
128
125
120
13.5
't2.8
12.O
11.3
10.6
STANDARD
TEMPERATURE
BHP
öz
78
73
Âa
64
60
7"C
KTAS
1
39
135
132
129
124
121
GPH
13.ö
13.0
12.3
11.6
10.9
10.3
BHP
öU
TJ
71
67
62
58
KTAS
4U
137
133
129
125
121
GPH l3.u
12.6
1
1.9
I t.J
10.6
10.0
2300
2200 25
24
23
22
21
20
25
24
23
22
21
20
79
T3
70
66
62
58
82
78
73
69
64
60
130
127
124
120
116
't 36
133
129
126
122
118
13.2
12.5
11.9
11.2
10.6
10.0
13.8
13.0
12.3
11.6
1tì o
10.3
72
68
64
60
56
79
75
71 oo
62
<A
1U
131
128
124
121
116
136
133
130
126
123
119
12.7
12.1
11.5
10.9
10.3
9.7
13.3
'12.6
11.9
11.2
10.6
10.0
73
70
66
62
77
72 oö
64
60
30
Êâ
135 tô¿
't28
125
121
117
'137
135
130
127
123
119
12.3
11.7
11.1
10.6
10.0
9.4
12.8
12.2
11.5
10.9
10.3
oa
2100 25
24
¿ó
22
21
20
75
71
OT
63
55
130
128
125
121
't17
1't4
12.6
11.9
11.3
10.7
10.2
9.6
72
68
65
61
57
53
132
129
125
122
118
114
12.2
'I
1.6
11.0
10.4
9.9
9.3
70 oo
62
59
55
51
132
128
125
'122
118
113
11.8
11.2
10.7
10.1
9.6
o1
2000 25
24
23
22
21
71
67
63
60
56
128
125
121
118
115
12.O
11.4
10.8
10.3
9.7
69
65
61
58 c¡+
129
125
122
118
115
I t.o
11.0
10.5
10.0
9.5
66
OJ
59 co
52
(
Figure 5-9. Cruise Performance (Sheet 5 of
1O)
129
126
122
119
115
11.2
10.7
10.2
o7
9.2
Nov 15/00 5-25
SECTION 5
PERFORMANCE
CESSNA
MODEL 182S
CRUISE PERFORMANCE
PRESSURE ALTITUDE 6000 FEET
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
RPM
2400
2300
2200
2100
2000
23
22
21
20
19
23
22
21
20
19
23
22
21.
20
19
23
22
21
20
19
23
22
21
20
19
MP
69
65
61
57
53
65
62
58
54
50
7S
68
64
60
55
76
71
66
62
57 zO"C BELOW
STANDARD TEMF
-17"C
%
BHP
7S
74
69
64
60
KTAS
1
35
132
129
124
120
GPH
13.2
12.4
11.7
10.9
10.3
STANDARD
TEMPERATURE
3"C
BHP
76
71
67
62
57
KTAS
136
133
128
125
120
GPH
12.7
12.O
11.3
10.6
10.0
2O'C ABOVE
STANDARD TEMF
23"C
BHP
73
69
64
60
55
KTAS
137
133
129
't25
120
GPH
12.3
11.6
10.9
10.3
9.7
133
130
126
122
118
129
125
121
117
113
125
122
118
114
110
131
128
124
120
116
12.7
12.0
11.3
10.6
10.0
12.2
11.5
10.9
10.3
9.7
11.6
11.0
10.4
9.9
9.3
11.1
10.5
10.0
9.5
8.9
73
68
64
60
55
70 oo
62
57
53
ÞÞ
63
59 bb
51
63
59
56
52
48
134
130
127
122
118
132
't28
124
120
116
128
125
12'l
't17
113
126
122
118
114
109
12.2
11.6
10.9
10.3
9.7
11.8
1't.2
10.6
10.0
9.4
11.3
10.7
10.1
9.6
9.0
10.8
10.2
9.7
9.2
8.7
70
66 o¿
58
53
68
64
60
5b
52
64
60
57
53
49
61
57
54
50
47
135
131
127
123
118
132
129
't24
120
115
't29
125
121
117
112
126
122
118 lf3
108
11.9
11.2
10.6
10.0
9.4
11.4
10.8
10.3
9.7
9.1
10.9
10.4
9.9
9.3
8.8
10.5
10.0
9.4
8.9
8.4
Figure 5-9. Cruise Performance (Sheet 6 of 10)
5-26 Nov 15/00
CESSNA
MODEL 182S sEcTroN 5
PERFORMANCE
CRUISE PERFORMANCE
PRESSURE ALTITUDE
EOOO
FEET
CONDITIONS:
3100 Pounds
Recommended Lean
Cowl Flaos Closed
Mixtur. Ò
RPM MP
2400 21
20
19
18
2O"C BELOW
STANDARD TEMF
-2'l"c
71
67
62
57
BHP
KTAS
133
128
't24
119
GPH
12.O
11.3
10.6
9.9
69
64
59
55
STANDARD
TEMPERATURE
-1'C o/
BHP
KTAS GPH
133
1
1.6
129
't24
119
10.9
10.3
9.6
2O"C ABOVE
STANDARD TEMF
19'C
"/o
BHP
KTAS
66 134
62
57
53
129
124
119
GPH
11.3
10.6
10.0
9.3
2300 21
20
19
18
69
64
59
55
130
126
122
117
11.6
10.9
10.3
9.6
66
62
57
53
131
126
122
1't7
11.2
10.6
9.9
9.3
64
60
55
51
131
127
122
116
10.9
10.3
9.7
9.1
2200
21 00
2000
21
20
19
18
21
20
19
18
63
59
54
50
66
62
57
53
127
124
119
115
11.2
10.6
9.9
9.3
64
59
55
51
128
124
120
114
10.8
10.2
9.6
9.0
61
57
53
49
128
124
119
113
10.5
9.9
9.4
8.8
'125
12'l
117
112
10.7
10.1
9.5
9.0
60
56
52
48
125
121
116
111
10.4
9.8
9.3
8.7
58
54
51
47
't25
121
115
109
10.1
9.6
9.0
8.5
21
20
59
56
122
118
10.3
9.7
57
54
122
118
9.9
9.4
55
52
122
117
19 52 114 9.1
50 113 8.9
48
Figure 5-9. Cruise Performance (Sheet 7 of 10)
111
9.7
9.2
8.6
Nov 15/00 5-27
SECTION 5
PERFORMANCE
CRUISE PERFORMANCE
PRESSURE ALTITUDE
1O,OOO
FEET
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Gowl Flaps Closed
CESSNA
MODEL 182S
RPM MP
2400 20
19
18
2O"C BELOW
STANDAHD TEMF
-25"C
%
BHP
69
64
59
KTAS
132
128
123
GPH
11.6
10.9
10.2
STANDARD
TEMPERATURE
-5"C
/o
BHP
66
62
57
KTAS
133
128
123
GPH
't1.2
10.ô
9.9
2O"C ABOVE
STANDARD TEMF
15'C
BHP
64
59
55
KTAS
133
128
123
GPH
10.9
10.3
9.6
2300 20
19
18
66
62
57
130
126
121
11.2
10.6
9.9
64
59
55
131
126
121
10.9
10.2
9.6
62
57
53
131
't26
120
10.6
9.9
9.3
2200 20
19
18
21 00 20
19
18
64
59
55
128
123
119
10.8
10.2
9.6
61
57
53
128
124
118
10.5
9.9
9.3
59
55
51
128
123
117
10.2
9.6
9.0
60
56
52
125
120
115
10.4
9.8
9.2
58
54
50
125
120
114
10.1
9.5
8.9
56
52
48
't25
119
113
9.8
9.2
8.7
2000 20
19
18
57
53
49
't21
117
112
9.9
9.4
8.8
55
51
48
122
116
110
9.6
9.1
8.6
53
50
46
121
115
108
9.4
8.9
8.3
Figure 5-9. Cruise Performance (Sheet
I of 10)
5-28
Nov 15/00
CESSNA
MODEL 182S
SECTION 5
PERFORMANCE
CRUISE PERFORMANCE
PRESSURE ALTITUDE 12.OOO FEET
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
\
RPM MP
2400 18
17
16
2O'C BELOW
STANDARD TEMF
-29'C
BHP
KTAS
61
56
51
127
122
116
GPH
10.5
9.8
9.1
STANDARD
TEMPERATURE
-9'C
%
BHP
59
54
49
KTAS
't28
121
114
GPH
10.2
9.5
8.8
2O"C ABOVE
STANDARD TEMF
11'C
BHP
57
52
48
KTAS GPH
127
120
112
9.9
9.2
8.6
2300 18
17
16
59
54
49
125
120
113
10.2
9.5
8.8
57
52
48
125
119
111
9.9
9.2
8.6
55
50
46
124
117
107
9.6
9.0
8.3
2200 18
17
57
52
123
117
9.8
9.2
54
50
122
115
9.5
8.9
52
48
121
114
9.3
8.7
2100 18
17
54
49
119
113
9.4
8.9
52
48
118
112
9.2
8.6
50
46
116
108
8.9
8.3
2000 18 51 115 9.1
49 114 8.8
47 111 8.5
Nov 15/00
Figure 5-9. Cruise Performance (Sheet 9 of 10) s-29
.
SECTION 5
PERFORMANCE
CRUISE PERFORMANCE
PRESSURE ALTITUDE 14.OOO FEET
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed
CESSNA
MODEL 182S
RPM
2400
MP
16
15
2O'C BELOW
STANDARD TEMF
-33"C
%
BHP
53
48
KTAS
120
112
GPH
9.4
8.7
STANDARD
TEMPERATURE
-13"C o/
BHP
KTAS GPH
51
46
118
109
9.1
8.4
2O'C ABOVE
STANDARD TEMF
7"C
BHP
49
45
KTAS
116
104
GPH
8.8
8.2
2300 16 51 117 9.1
49 115 8.8
48 111 8.6
2200 16 49 114 8.8
47 111 8.6
46 107 8.3
21 00 16 47 110 8.5
45 105 8.2
43 103 8.0
5-30
Figure 5-9. Cruise Performance (Sheet 10 of 10)
Nov 15/00
CESSNA
MODEL 182S
SECTION 5
PERFORMANCE
RANGE PROFILE
45 MINUTES RESERVE
65 GALLONS USABLE FUEL
CONDITIONS:
3100 Pounds
Maximum Performance Climb with Placard Mixture
Recommended Lean Mixture for Cruise
Standard TemDerature
Zero Wind
NOTE:
This chart allows for the fuel used for engine start, taxi, takeoff and climb, cruise
10,000 al the designated power, and the time during feet and maximum climb above 10.000 feet.
a normal climb up to
14,000
12,000 o
I f l-
F
J tuJ
Lll
LL
10,000
8000
6000
4000
2000
550
600
650 700
RANGE
-
NAUTICAL MILES
Figure 5-10. Range Profile (Sheet 1 oÍ 2)
Feb 3/97 5-31
SECTION 5
PERFORMANCE
CESSNA
MODEL 182S
RANGE PROFILE
45 MINUTES RESERVE
88 GALLONS USABLE FUEL
CONDITIONS:
3100 Pounds
Maximum Performance Climb with Placard Mixture
Recommended Lean Mixture for Cruise
Standard Temperature
Zero Wind
NOTE:
This chart allows cruise
10.000 at the for the fuel used designated power, for engine start, taxi, takeoff and the time during feet and maximum climb above 10,000 feet.
a normal and climb, climb up to
14,000
124fiAS
12,000
1
10,000 tuJ
fl
aooo t
3 oooo
îö6-
KTA
\ lÈ' fi l
20 fiAS s
E
),
ffi
37 fAs
--f'-
.--+-.
I
-__-L--_
...i.....i
¡!
.._.i...._l
t
<
4ooo
-'ñ
8/ irl
às
-lPl
-'81
2000
KTAS,
,
129
,KTAS
.i
122 ll.fA
u
1121
KTÂ
700 750 800 850 900 950
1000
RANGE - NAUTICAL MILES
Figure 5-10. Range Profile (Sheet 2 of 2)
5-32 Feb 3197
CESSNA
MODEL 182S
SECTION 5
PERFORMANCE
ENDURANCE PROFILE
45 MINUTES RESERVE
65 GALLONS USABLE FUEL
CONDITIONS:
3100 Pounds
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
10,000 at the designated power, and the time during feet and maximum climb above 10,000 feet.
a normal climb up to
14,000 if
¡l il
12,000
10,000
Feb 3197
8000 l-
Lrl
LrJ
I
eooo uJ o l
F
F-
J
4000
2000 fr o s lc l't¡trt¡ fI
-*-3 -3
-8
ói
-s
S.L.
34567
ENDURANCE -
HOURS
Figure 5-11. Endurance Prof¡le (Sheet 1 ol 2) o785c1oos
5-33
SECTION 5
PERFORMANCE
CESSNA
MODEL 182S
ENDURANCE PROFILE
45 MINUTES RESERVE
88 GALLONS USABLE FUEL
CONDITIONS:
3100 Pounds
Maximum Performance Climb with Placard Mixture
Recommended Lean Mixture for Cruise
Standard Temperature
Zero Wind the fuel used for enqine start, taxi, takeoff ted power, and the [ime during a normal and climb' climb up to mum climb above 10,000 feet.
14,000 f
12,000
10,000
..i.....i4
-i-*€f
-i#
9
ü eooo tu
LL
I
S oooo l
F tr
t
+ooo
2000
'/,eCE
-=
"ct
-3
I
Ç o
'ò
ò<
!F
-lf t
¡
!,o: o
?î
II
S.L.
56789
ENDURANCE
-
HOURS
Figure 5-11. Endurance Profile (Sheet 2 ol 2)
0785C1 006
Feb 3/97
5-34
CESSNA
MODEL 182S
SECTION 5
PERFORMANCE
SHORT FIELD LANDING DISTANCE
AT 2950 POUNDS
CONDITIONS:
Flaos FULL
Power Off
Maximum Brakino
Paved, level, dry-runwav
Zero Wind
Speed at 50 Ft: 60 KIAS
Press
Att ln
Feet
S. L.
1000
2000
3000
4000
5000
6000
7000
8000
0"c
Grnd
Roll
Ft
Total
Ft To
Clear
50 Ft
Obst
Grnd
Roll
Ft
10'c l'otal
:t
To llear i0 Ft fbst
Grnd
Roll
Ft
20"c l-otal
:t
To llear t0 Fr
)bst
Grnd
Roll
Ft
30'c fotal
Ft To
Slear r0 Ft
Cbst
Grnd
Roll
Ft
40'c
Total
Ft To
Clear
50 Fr
Obst
560
580
600
625
650
670
700
725
755
1
300
1
265
1370
1410
1450
1485
1
530
1575
1625
670
695
725
750
780
580
600
625
645
1
335
1
365
1405
'1445
1485
1525
1575
1615
1655
600
620
645 o/u
695
720
750
780
810
1
365
1400
1440
1
485
1525
1
565
1615
1
665
1715
620
645
670
695
720
745
775
80s
835
1400
1440
1
480
1
525
1
565
1610
1
660
1710
1
760
640
665
690
715
740
770
800
830
865
1
435
1478
1515
1
56C
1
60C
1
65C
170C
175C
1
805
NOTES:
'l
.
Short field technique as specified in Section 4.
2.
Decrease distances 10o/" fo¡ 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 distances by 45% of the "ground roll" figure.
4. lf a landing with flaps up is necessary, increase the approach speed by 10 KIAS and allow for 4OL longer distances.
Figure 5-12. Short Field Landing Distance
Feb 3/97 5-3s/(5-36 blank)
CESSNA
MODEL 182S
SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST
SECTION
6
WEIGHT
&
BALANCEI
EQUIPMENT LIST
TABLE OF CONTENTS lntroduction
Airplane Weighing Procedures
Weight And Balance
Baggage Tie-Down
Comprehensive Equipment List
Page
6-3
6-3
6-5
6-7
6-17
Dec 1197 6-1/(6-2 blank)
CESSNA
MODEL 182S
INTRODUCTION
SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST
It arm, from the b t specific information regarding the weight, d equipment for this airplane as delivered be found in the plastic envelope carried in
¡[, wnnulc
IT IS THE RESPONSIBILITY OF THE PILOT TO
ENSURE THE
PROPERLY. OPERATION
PRESCRIBED
AIRPLANE
WEIGHT
IS
OUTSIDE
OF
AND
LOADED
BALANCE
LIMITATIONS COULD RESULT IN AN ACCIDENT
AND SERIOUS OR FATAL ¡NJURY.
AIRPLANE WEIGHING PROCEDURES
1. Preparation: a. lnflate tires to recommended operating pressures.
b. Defuel airplane. Refer to Modèl 182S-,'Series 1996 and On,l
Maintenance Manual.
c. Service engine oil as requíred to obtain
,
indication. (8 quarts on
Move sliding seats to
dipstick.)
the most forward position.
e.
Raise flaps to the fully retracted position.
f.
Place allcontrolsurfaces in neutral position.
g. Remove all non-required items from airplane.
2. Leveling: a normal full_
I a. Place scales under each wheel (minimum scale capacity,
1000 pounds).
b. Deflate the nose tire ancl/or lower or raise the nose strut to properly center the bubble in the level (Refer to Figure 6-1).
Nov 15/00
6-3
SECTION 6
WEIGHT & BALANCE / EQUIPMENT LIST
CESSNA
MODEL 182S
AIRPLANE WEIGHING FORM
REFERENCE
DATUM g)
150
I
L¡J proo
Éuo t,rJ z_0
J tÍ tJJ
ã -so
=
\,,r\ ln rs rHE REsPoNStBtLtrY loF THE PTLOT TO ENSURE
LEVELING linÀr rÈe ernpLANE tS
SCREWS
IIonoeoPROPERLY.
-1 oo -50 0 50 100 150 200 250 300 350
400
FUSELAGE STATION (FS)
- INCHES
MEASURING A AND B tNG HAilDAOOK stsf n
IISIRUCnOXS
LocAîilo oo
WEIGIG¡' ON vYITH
I¡fl¡'II¡O
GEAF fO A9
NhPLÄNE
LOCATNG CG WÍI}I AIRPLANE ON LANDING GEAR
FORMULA for Longlh¡dhsl
CG m _ rar
'-
''
. (Noæ
@r
Nel
Welghl)(
Noseand¡¡hh l¡ndhC
) x
(B)
Oarwelghl Totaled lnch4
)Aftol
Datum
LOCATING PERCENT MAC
FORMUI-A lor Peent lrAC cc percenr MAc -(cG ami!.llllPlane) '
25 98
6-4
DFAINÂEI.-E UNUSABLE FUEL
AT 6 O POUNDS PEN GÂLLON
Flgure 6-1. Airplane Weighing Form
07851022
Nov 15/00
+l
CESSNA
MODEL 182S
3. Weighing:
SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST
4. Measuring: a. Obtain measurement A by the airplane centerline) from measuring horizontally (along a line stretched between the
main wheel centers to a plumb bob dropped from the
I b. firewall.
Obtain measurement parallel to the wheel axle, left side,
B by measuring horizontally airplane centerline, from center of and.
nose to a plumb bob dropped from the line
I between the main wheel centers. Repeat on right side and average the measurements.
5. Using weights from item 3 and measurements from item 4, the airplane weight and C.G. can be determined.
6. Basic Empty Weight may be determined by completing Figure
6-1.
WEIGHT AND BALANCE
The following information will enable you within the prescribed weight and center determine weight and to operate your Cessna of gravity limitations. To bdänce, use the Samþte Lôading Problem,
-
I
Loading Graph, and Center of Gravity Moment Envelope as follows:
Take the basic empty weight and moment from appropriate weight and balance records carried in your airplane, and enter them in the column titled YOUR AIRPLANE on the Sample Loading
Problem.
NOTE ln addition to the basic empty weight and moment noted on these records, the C.G. arm (fuselage station) is also shown, but need not be used on the Sample Loading Problem. The moment which is shown must be divided by 1000 and this value used as the momenV1000 on the loading problem.
Use the Loading Graph additional item to be to determine the carried; then list momenU1000 for each these on the loading problem.
Nov 15/00 ô-5
f'$ cr*
EE
{
(o fP.
(o
J f
9) qt o
5 o-
(D o
C) o a o
3
E o le a qt
(o f!
E
õ o)
I
SAMPLE WEIGHT
AND
BALANCE
RECORD
. (coNTtNuous HtsToRy oF cHANcEs tN STRUcTURE oR EQUTPMENT AFFECTING WEIGHT
AND BAI-ANCE)
SERIAL
NO.
AIRPI.ANE MODEL IPAGE NUMBER
DATE
ITEM NO.
N OUT
DESCRIPTION
OF ARTICLE OR
MODIFICATION
ADDED (
+) wT.
(LB.)
ARM
(tN.)
WEIGHT CHANGE ilOì¡EM
/1000.
REMOVED
G)
ARM
(tN.)
MOMEM
/1
000
RUNNING
]ASIC EMPTY
WEIGHT
WT.
(LB.)
MOMEI{ n000
\S DELIVERED
-{ t-
(n
-{ m g
-Tl
ç o m
;z
@ o
H.,
-
(l)
(t, luz cD>
CESSNA
MODEL 182S
SECTION 6
WEIGHT & BALANCE/EOUIPMENT LIST
NOTE
Loading Graph information baggage is based on for the pilot, passengers and 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,
Problem lists fuselage stations the Sample for these items to
Loading indicate their fonruard and aft C.G. range limitations (seat travel and baggage area limitation). Additional moment calculations, based on the actual weight and C.G. arm (fuselage station) of the item being loaded, must be made if the position of the load is different from that shown on the Loading Graph.
Total the weights and moments/1000 the Center of Giavity Moment Envelope and plot these values on to détermine whether thel point falls within the envelope, and if the loading is acceptable.
BAGGAGE TIE.DOWN
A nylon baggage net having tie-down 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 forward eyebolts should used, above area
A is the eyebolts just aft of utilized for baggage only, the four or below the shelf area may be used. When only baggage
C is utilized, the be used. When the eyebolts baggage door and above only and baggage below the the area eyebolts shelf
B is 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. 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.
Nov 15/00 6-7
SECTION 6
WEIGHT & BALANCE / EQUIPMENT LIST
CESSNA
MODEL 182S
The rear bench seat can be removed cabin s
(s loading to access the floorboard area of the rear tiedown eyebolts to own using ten in the interior area of the airplane The maximum allowable floor foot; however, when items with small carried, the installation of pounds/square or sharp support areas are a 1/4" 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 tie-down should be rated at a minimum of ten times the load weight capacity of the tie-down fittings used. Weight and balance calculations the area of for items in tlte rear seat and baggage area can be figured on the
Loading Graph using the lines labeled 2nd Row Passengers or cargo.
6-8 Feb 3/97
CESSNA
MODEL 182S
SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST
LOADING ARRANGEMENTS c.G.
ARM
"37
(32 - 50)
**97
**116 c.G.
ANM
*37
(32 - 50)
**74
**
97
**11
129
2ND ROW
SEAT REMOVED
STANDARD
SEATING
*
Pilot or passenger center of grav¡ty on adjustable seats pos¡tionedfor average occupant. Numbèrs in parentheses indicate torward and aft limits of occupant center of gravity range.
"
Arms measured to the center of the areas shown.
NOTES: 1.
The usable fuel C.G. arm is located at station 46.5
2.
The aft baggage wall (approximate stat¡on
1
34) can be used as a conveneñÏen-t interioì idference point for determ¡n¡ng the location of baggage area fuselage stat¡ons.
Feb 3/97
Figure 6-3. Loading Arrangements
07851 021
6-9
SECTION 6
WEIGHT & BALANCE / EOUIPMENT LIST
CESSNA
MODEL 182S
CABIN HEIGHT MEASUREMENTS
AFT BAGGAGE AREA
I
I t3
_L
FIREWALL
)
CABIN DOORS
BAGGAGE DOOR
DOOR OPENING DIMENSIONS
WIDTH
(roP)
32"
15+"
WIDTH
(BorroM)
36å"
1
5*"
HEIGHT
(FRONÐ
41"
22"
HEIGHT
(REAR)
38+"
20+"
6-10
07851 01
I
Figure
6-4. lnternal Cabin Dimensions (Sheet
'l ot 2)
Nov 15/00
CESSNA
MODEL 182S
SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST
CABIN WIDTH MEASUREMENTS
EAR DOORPOST BULKHEAD
R|NGS (10)
/!'t c41t"
*?4" o42" x36"
I
I
I
0
10
20
CABIN
STATIONS
(c.G.ARMS)
.|o olo u|o u[l
65.3
'f 't
'b
WIDTH CODE LEGEND o LOWER WINDOW LINE x CABIN FLOOR t%l
I
I
I
/-*"i-=
Feb 3/97
07851 020
Figure 6-4. lnternal Cabin Dimensions (Sheet 2 ol2)
6-11
SECTION
6
WEIGHT & BALANCE / EQUIPMENT
LIST
CESSNA
MODEL 182S
ITEM DESCRIPTION
WEIGHT AND MOMENT
TABULATION
SAMPLE
AIRPLANE
Weight
(lbs.)
Moment
(Lb-ins,
/1 oo0)
1. Basic Empty Weight (Use the data pertaining to your airplane as it is presently equipped. lncludes unusable fuel and full oil)
2.
Usable Fuel (At 6 Lbs./Gal.)
1925
88 Gallons Maximum 528
Beduced Fuel
(65 Gallons)
3. HilOl ano Fronl
Fassenger
(Station 32 to 50)
4.
SecondRowPassengers
340
200
Cargo Replacing Second
Row Seats (Sta. 651o 82)
5. -Baggage Area A (Station 82 to 109; 120 Lbs. Max.)
6. *Baggage Area
B (Station 109
To 124;80 Lbs. Max.)
7. *Baooaqe Area
C (Station
124 ro 154;ðo los. vai.)
100
17
8.
RAMPWEIGHTANDMOMENT 3110
L Fuel allowance tor enoine start, taxi and runup -10 lO.TAKEOFF WEIGHT
MOMENT (Subtract from Step 8)
AND
Step
9
3100
71.9
24.6
12.6
148
97
17
135.3
-05
134.8
YOUR
AIRPLANE
Weight
(lbs.)
Moment
(Lb-ins.
/1000)
6-12
Figure 6-5. Sample Loading Problem (Sheet 1 of 2)
Nov 15/00
CESSNA
MODEL 182S
SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST
YOUR
AIRPLANE
YOUR
AIRPLANE
YOUR
AIRPLANE configurations are representative of your useful to fill out one or more of the above columns so are available at a qlance.
Feb 3197
Figure 6-5. Sample Loading Problem (Sheet 2 oÍ 2)
6-13
SECTION 6
WEIGHT & BALANCE / EQUIPMENT LIST
CESSNA
MODEL 182S o f,
8+oo
-
¡ 350 g
300 uJ
250
=
Q zoo o
-r 150
100
550
LOAD MOMENT/1 000 (KILOGRAM-MILLIMETERS)
0 50 100 150 200 250 300 350
400
6
200 fE
175
150
CI o
J
Y
125
100
;
:E o uJ
75
50 o
-J
25
50 oo"
51015202530
LOAD MOMENT/1000 (POUND{NCHES)
NOTE: occupant c.G. range.
Pilot and front able seats r to the Loading limits of
6-14
Figure 6-6. Loading Graph
0785C1008
Feb 3/97
CESSNA
MODEL 182S
SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST
LOADED AIRPLANE MOMENT/1
OOO
(KTLOGRAM-MrLLr METERS)
1350
1 I
1450
1
650
I 450
31 00
3000
2950
2900
1400 f z
327o0
I 2600 g
Ë
2500
f
2z+oo ft zsoo o
2200
$ zroo
J
2000
1
900
1
800
55 65 75 85 95
105 115 125 135 145
LOADED AIRPLANE MOMENT/1
OOO
(POUND-TNCHES)
0785c1 009
Figure 6-7. Center of Gravity Moment Envelope
1
350
300
Ø
250
200 fr o
J o g
150
I tg
[rJ
100 z
050
J
À fr
000 o
UJ o
J o
Feb 3197 6-15
SECTION 6
WEIGHT & BALANCE / EQUIPMENT LIST
AIRPLANE C.G. LOCATION -
MTLLIMETERS AFT OF DATUM (STA. 0.0)
10.00 1050 11p0 11þ0 12po
1
CESSNA
MODEL 182S
31 00
3000
2950-
2900
ó
2800 f
R
2700
T
,
2600 fr zsoo z
2400
t'
zsoo cÍ.
À
2200 lrJ
? zroo
9
2000
350
300
6
250
200
1
900
1
900 Ht
32
34 36 38 40 42 44 46 48
50
AIRPLANE C.G. LOCATION -
TNoHES AFT OF DATUM (STA. o.o)
0785C1010
Figure 6-8. Center of Gravity Limits
150 g
Lll
100
050 z
J fL
É.
000 o trJ o o
J
E,
J
CI o
3
6-16 Feb 3/97
CESSNA
MODEL 182S
SECTION 6
WEIGHT & BALANCE/EOUIPMENT LIST
COMPREHENSIVE EQUIPMENT LIST
The following figure (Figure 6-9) is which a comprehensive list of all Cessna equipment is available for the Model 1825 airplane. Th¡s comprehens¡ve equipment list provides the following information in column form: ln the ITEM NO column, each item is assigned two digits of the code represent the assignment
Transport Association Specif¡cation
Placards; breakdown required
24 assignments lot item, also to the
Maintenance
1 for Paint
Manual and chapter for the airplane. After the first two dig¡ts (and hyphen), items receive a unique sequence number (01, 02, 03, etc...). After the sequence number (and hyphen), a suffix letter is assigned to identify equipment as a a
Elecrical correspond standard
Power; item
100
77 or an for breakdown
Eng¡ne lnd¡cating, opt¡onal a coded number. The first of the item within the Air item.
(1 etc...).
Suffix letters
These are as follows:
R = required items or equipment for standard equipment ¡tems
FAA certification
O = optional equipment ¡tems replacing required or standard items optional equipment items which are in addition to required or standard ¡tems ln the EQUIPMENT LIST DESCRIPTION column, each item is assigned a descriptive name to help identify its function.
ln the REF DRAWING column, a Cessna drawing number is provided which corresponds to the item.
NOTE lf additionâl equipment is to be instâlled, it must be done in accordance with the reference drawing, service bullet¡n or a separate FAA approval.
ln the WT LBS and ABM INS columns, information is provided on the weight
(in pounds) and arm (in inches) of the equipment ¡tem.
NOTES
Unless otherw¡se indicated, true values (not net change values) for the we¡ght and arm are shown. Pos¡tive arms are distances att of the airplane datum; negative arms are distances forward of the datum.
Asterisks
(') in the weight and arm column ¡nd¡cale complete assembly inslallat¡ons. Some major components oi the âssembly are listed on the lines immediately following. The sum of these maior components does not necessar¡ly equal the complete assembly installation.
Dec 1197 6-17
SECTION 6
WEIGHT & BALANCE / EOUIPMENT LIST
CESSNA
MODEL 182S
¡TEM
NO
EQUIPMENT LIST DESCRIPTION
1
1-01-S
1
1-02-S
1 1
-03-S
1'l-04-o
1
1-05-O
22-01 -S
22-02-0
23-01 -S
23-02-S
23-03-S
23-04-S
11
.
PAINT AND PI.ACARDS
CORROSION PROOFING, INTERNAL
PAINT, OVERALL EXTERIOR
.OVERALL
WHITE
-COLORED STRIPE DECALS
IFR DAY & NIGHT LIMITATIONS PLACARD
IFR DAY & NIGHT LIMITATIONS PLACARD.
BRAZILIAN
IFR DAY & NIGHT
GERMAN
LIMITATIONS PLACARD,
22. AUÌO FLIGHT
SINGLE AXIS AUTOPILOT. KAP 140
-
KC 140 SINGLE AXIS COMPUTER
-
KS 27.IC ROLL SERVO
.
.
CABLE
CABLE
ASSY, ROLL
ASSY, KC
ACTUATOR
.I4O
AUTOPILOT
-
KMC 1OO
CONFIGURATION MODULE
-
ANNUNCIATOR
DUAL AXIS AUTOPILOT, KAP 140
-
KC 140 DUAL AXIS COMPUTER WITH
ELECTRIC ELEVATOR TRIM
-
KS-270C PITCH SERVO
-
KS-270C PITCH TRIM SERVO
-
KS-2TICROLLSERVO
-
CABLE ASSY, ROLLACTUATOR
-
CABLE ASSY, KC 140 AUTOPILOT
-
KMC 1OO
CONFIGURATION MODULE
.
ANNUNCIATOR
23. COMMUNICATIONS
STATIC DISCHARGE WICKS. SET OF
1O
NAV/COM #1 INSTALLATION
-
KX 15sA NAV/COM with GS
.
KI 2O9A CDI INDICATOR
-
CI128A VHF COMM ANTENNA #1
.
HARDWARE AND CABLE ASSEMBLY
NAV/COM #2 INSTALLATION
-
KX'1554 NAV/COM no GS
-
Kt 208 CDt |ND|CATOR
.
.
.
CI128A VHF COMM ANTENNA #2
ANTENNA COUPLEB
HARDWARE AND CABLE ASSEMBLY
AUDIO/INTERCOM/MARKER BEACON INSTL
-
KMA 26 AUDIO PANEL
REF DRAWING
)704056
)505087-9
I
205085
1900007-1
)65-001 76-2501
)65{0179-0100
39241
1
0-1
3924104-1
171
-00073-5000
OSEWCA.OI
3900008-1 t65-001 76-5001 c701
1
45-1
0701
1
46-1
065-001 79-01 00
39241 1
0-1
3924104-1
071
-00073-5000
CSEWCA.O3
1201131-2
3900006-1
066-01 032-01 01
066-03056-001
1
39601
1
3-8
3921 1 00-1
3900006-1
066-01 032-0201
066-03056-0002
39601 t3-9
3940405-1
3921 101-1
3900006-1
066-01
1
55-01 01
WT
LBS
20.1
19.6'
18.8
0.8
0.0
0.0
0.0
0.3
I t.4
c.t
1.2
0.5
4.O
8.9c.
I
1.0
0.5
o2
2.0
6.5' lc
4.2
4.1
2.4
0.4
1.8
0.1
0.4
8.4-
2.O
2.4
o.4
0.9
0.1
o.4
13.1'
2.0
ARM
INS.
70.0
92.9-
91.5
135.9
17.3
17.3
I l.J
152.9
171.3
180.8
s2.0
66.0
87.3
12.O
16.0
13.9
oó.ó
12.O
29.0
50.2'
14.4
12.4
13.9
63.3
76.5
19.0t
12.4
50
3'
12.4
52.O
66.0
2.O
'12.o
16.0
1
37.1',
12.O
Figure 6-9. Equipment List Description (Sheet 1 of 6)
6-1
I
Nov 15/00
CESSNA
MODEL 182S WEIGHT
SECTION 6
& BALANCE/EQUIPMENT LIST
ITEM
NO
EQUIPMENT LIST DESCRIPTION REF DRAWING
LBS
¿1'V l't
24-02-R
24-O3-O
24-04-R
24-05-S
25-01 -R
25-02-A
25-03-S
25-04-A
25-05-S
25-06-A
25-07-R
25-08-A
25-09-S
¿c-
I u-A
25-1 1-S
¿c-
I
¿-õ
25-1 3-S
25-14-S
25-1 5-R
.
MARKER BEACON ANTENNA
-
HARDWARE AND CABLE ASSEMBLY
24 - ELECTFICAL POWER
ALTERNATOR,28 VOLT, 60 AMP
BATTERY, 24 VOLT, 12.75 A.H. MANIFOLD
TYPE
BATTERY, 24VOLT, HEAVY DUTY
POWER JUNCTTON BOX (PRECTStON
AIRMOTTVE CORP. MC01-2A) TNCLUDES:
-
ALTERNATOR CONTROL UNIT
.
MASTER
.
STARTER
CONTACTOR
X61-OOO7
CONTACTOR X61-0012
.
AMMETERTRANSDUCER
BASIC AVIONICS KIT INSTALLATION
-
SUPPORT STRAPS INSTALLATION
.
AVIONICS COOLING FAN INSTL
-
AVIONICS GROUND INSTALLATIONS
.
CIRCUIT BREAKER PANEL INSTL
-
MICROPHONE INSTL
-
OMNI ANTENNA INSTL
.
OMNI ANTENNA CABLE ASSY INSTL
25 - EOUIPMENT/FURNISHINGS
SEAT, PILOT, ADJUSTABLE, CLOTH COVER
SEAT, PILOT, ADJUSTABLE, LEATHR COVER
SEAT, COPILOT, ADJ., CLOTH COVER
SEAT, COPILOT, ADJ., LEATHER COVER
SEAT, REAR, TWO PIECE BACK, CLOTH
COVER
SEAT, REAR, TWO PIECE BACK, LEATHER
COVER
SEAT BELT AND SHOULDER HARNESS,
INERTIA REEL, PILOT AND COPILOT
SEAT BELT AND SHOULDER HARNESS,
MANUAL ADJUST., PILOT AND COPILOT
SEAT BELT AND SHOULDEH HARNESS,
INERTIA REEL, REAH SEAT
SEAT BELT AND SHOULDER HARNESS,
MANUAL ADJUST., REAR SEAT
SUN VISORS, SET OF 2
BAGGAGE RETAINING NET
CARGO TIE DOWN RINGS, SET OF 1O
PILOT'S
IN
OPERATING CHECKLIST ISTOWED
INSTRUMENT PANEL MAP CASE)
PILOT'S OPERATING HANDBOOK AND FAA
APPROVED AIRPLANE FLIGHT MANUAL
(STOWED IN PILOT'S SEAT BACK)
ì9601 93-1
]921
1
08-1
)91 0591 -5
161 4002-01 01 a¿+ó
\cc2101
270101
ì930400-1 t930417.2
1900006-1
270101-1,-3
ì940406-1 r940358-1 r930299-1
19701 39-2
1960142-8 r9501 62-1 l5'14212-3 ts't4212-25 t514212-4 t514212-25
)71
4065-1 t714065-2 t714070-1
,714070-2 t714070-1 t714070-2
)514166-3
215171-1
211203-1
)700765-1 t700765-1
0.8
3.9
10.0
23.2
27.2
6.4*
0.2
0.5
0.3
33.8
34.5
33.8
34.5
50.0
51.4
5.2
4.O
ca
4.O
1.2
0.5
0.4
0.3
Figure 6-9. Equipment List Description (Sheet 2 of 6)
0.2
o.7
0.7
01
4.3'
0.1
t.o
0.1
ARM
INS.
'I
31 5
52.8
-33.4
132.1
132.1
-2.s',
-2.5
-¿.c
-25
-2.O
41.5
41.5
41.5
41.5
82.0
82.O
Êñ2
87.8
87.8
33.0
108.0
108.0
15.0
61.5
10.0
3.0
41.O
16,5
18.5
252.1
248.0
Nov 15/00 6-19
SECTION 6
WEIGHT & BALANCE / EOUIPMENT LIST
CESSNA
MODEL 182S
]TEM
NO
EQUIPMENT LIST DESCRIPTION REF DRAWING
25-16-S
25-17-S
25-18-R
26-01 -S
27-01-S
28-01-R
28-O2-R
31-01-S
31
-02-S
31-03-R
31-04-R
32-0 t
-R
32-02-R
32-03-A
FUEL SAMPLING CUP
TOW BAR, NOSE GEAR (STOWED)
EMERGENCY LOCATOR TRANSMITTER
INSTL
-
ELTTRANSMITTER
-
ANTENNA AND CABLE ASSY
-
HARDWAHE
26
- FIRE PROTECTION
FIRE EXTINGUISHER INSTALLATION
-
FIRE EXTINGUISHER
.
MOUNTING CLAMP & HARDWARE
27. FLIGHT CONTROLS
DUAL
.
CONTROLS INSTL. RIGHT SEAT
CONTROL WHEEL. COPILOT
-
RUDDER &BRAKE PEDAL INSTL,
COPILOT
28. FUEL
FUEL QUANTITY INDICATORS. LEFT & RIGHT
AUXILIARY FUEL PUMP
31
- INDICATING/RECORDING
SYSTEM
CLOCK and OAT INDICATOR INSTALLATION
.TEMPERATURE
PROBE
FLIGHT HOUR RECORDER
ANNUNCIATOR PANEL AND LIGHTS
STALL WARNING INDICATOR
32. LANDING GEAR
WHEEL BRAKE AND TIRE, 6.00 X 6 MAIN
.
.
WHEEL ASSY (EACH)
BRAKE ASSY (EACH)
-
TrRE (EACH)
.
TUBE (EACH)
WHEEL AND TIRE ASSY.
5.OO X 5 NOSE
-
WHEELASSY
.
.
TIRE
TUBE
WHEEL FAIRING AND INSTALLATION
-
NOSE WHEEL FAIRING
.
MAIN WHEEL FAIRINGS. SET OF 2
-
BRAKE FAIRINGS, SET OF 2
-
MOUNTING PLATE, SETOF2
)2107-1
)50101 9-1
ì940409-1
ì000-1
1
ì003-45
1940409-1
)501 01 1
-2
1421 001 -0201
)421001-0202
)706010-
1
)713377-2
)760650-3 i331 7-3
;1 00-00-3 v8038-2
.0/28UrB
3664503-01 03
30-44001 - t
171 8007-1
J741625-12 c1 63001 -030
1 c1 63030-0303 c262003-O204 c2620234102
0540000-2
1241156-12 c262003-0202 c262023-01 01
0741 638-1
0543079-7
0541223-22, -23
0741641-14,-15
1241141-1.-2
WT
LBS
0.1
1.7
2.2-
1.7
0.4
0-1
5.3-
4.8
A+
2.O
4.3
o.7
1.9
0.3t
0.1
rì u-5
1.0
ARM rNs.
143
108.0
134.8-
135.0
133.0
138.0
29.o',
29.0
29.O
12.9'
26.0
6.8
16.0
16.7'
49.0
17.O
15.9
17.5
37.8',
I-ó
1.8
8.0
1a
8.8'
2.8
4.6
1.1
18.3'
3.9
10.3
1E
0.9
58.6-
58.9
ccc
58.9
58.9
44.1',
-6.0
ou.¿
58.0
60.0
6-20
Figure 6-9. Equipment List Description (Sheet 3 of 6)
Nov 15/00
CESSNA
MODEL 182S
SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST fTEM
NO
EQUIPMENT L¡ST DESCRIPTION REF DRAWING
WT
LBS
33-01 -S
33-02-S
33-03-S
33-04-S s3-05-s
33-06-S
34-01-R
34-02-S
34-03-R
34-04-O
34-05-S
34-06-R
34-07-S
34-08-S
34-09-S
34-10-A
34-1 1-S
34-1 2-S
34-13-A
33. LIGHTS
MAP LIGHT IN CONTROL WHEEL
COURTESY LIGHTS UNDER WING
NAVIGATION LIGHT DETECTORS
FLASHING BEACON ON VERTICAL FIN TIP
WING TIP STROBE LIGHT INSTALLATION
LANDING AND TAXI LIGHT INSTALLATION
34 - NAVIGATION
INDICATOB, AIRSPEED
ALTERNATE STATIC AIR SOURCE
ALTIMETER. SENSITIVE WITH 20 FT.
MARKINGS, INCHES OF MERCURY
ALTIMETER. SENSITIVE WITH 20 FT.
MARKINGS. MILLIBARS
BLIND ALTITUDE ENCODER INSTALLATION
COMPASS INSTL, MAGNETIC
GYRO, TNSTALLATTON (ROS, 37-01 -s)
.
DIRECTIONAL GYRO INDICATOR
. ATTITUDE GYRO INDICATOR
-
HOSE AND MISC HARDWARE
TURN COORDINATOR INDICATOR
VERTICAL SPEED INDICATOR
ADF INSTALLATION
-
KR-87 ADF RECEIVER
.
-
ADF ANTENNA
.
Kl227 ADF INDICATOR
ADF CABLE ASSEMBLY
GPS INSTALLATION
-
KLN 898 GPS RECEIVER
-
GPS ANTENNA
-
GPS CABLE ASSEMBLY
MODE C
.
TRANSPONDEF INSTL
-
TRANSPONDER ANTENNA
.
KT76C TRANSPONDER
HARDWARE AND CABLE ASSEMBLY
HORIZONTAL SITUATION INDICATOR (NET
TNcREASE) (RQS 22-02-O AUTOPTLOT
.
GYRO SLAVING METER
-
FLUX DETECTOR INSTL (IN LH WING)
-
NAVCONVERTER INSTL
.
SLAVED GYRO FOR HSI (IN TAILCONE)
-
GYRO SYSTEM FOR HSI
170601 0-1
170061 s-1
I
1221201-3,-4
)701042-5
1501027-6
1221059-7,-8 s3325-5
)70'1028-4
)óó¿ö-
|
33371
1940408-1
I 21 3679-3
)706009-1 i3330-1 s3326-1
)706009-1 i3291 -1
>ôó¿t -
|
1900006-1
)66-01 072-001 4
)66{3063-0000 t9601 92-1
)922101-1
1900006-1
)66-01148-1111
19601 94-1 t9281 01 -1
¡900006-1
)66-01
1 s6-01 01
]9601 95-1 t923102-1 t90001 5
)71-012424006
1940362 t940361 t930363
0.7
o.2
0.9
0.9
1.0
5.5'
3.3
0.6
t.o
5.3'
3.1
0.2
2.O
14.O',
0.3
0.6
5.1
10.6
o.2
o.7
0.0
0.8
3.4
0.8
0.5
7.6-
2.8
2.1
2.7
1.2
6,4'
3.2
o.7
ARM tNs,
¿t.c
61.7
497
253.1
38.7
26.8
16.2
15.5
I
C.J
15.0
18.0
11 0-
15.2
14.O
4.5
15.3
20.4',
12.4
13.9
39.6
22.O
18.8-
12.7
43.4
22.0
18.8'
12.7
õÞ.c
21.4
95.6'
16.0
52.6
131.0
136.8
1.9
Figure 6-9. Equipment List Description (Sheet 4 of 6)
Nov
15/00
6-21
SECTION 6
WEIGHT & BALANCE / EQUIPMENT LIST
CESSNA
MODEL 182S
ITEM
NO
EOUIPMENT LIST DESCRIPTION
37-01-S
53-01-S
56-01 -S co-uz-ù
61-01-A
61-02-A
61
-03-R
61
-04-S
61
-0s-s
71{1-R
71-O2-^
72-01-R
73-01 -R
77-O1-R
77-O2-R
77-03-R
-
STD GYRO SYSTEM REMOVED
-
KA 209 NAV INDICATOR REMOVED
-
WIRING FOH HSI
.
HSI INDICATOR
37 - VACUUM
DUAL
.
VACUUM SYSTEM. ENGINE DRIVEN
VACUUM PUMP, AIRBORNEzllc,o
-
VACUUM PUMP, AIRBORNE2l2CW
-
COOLING SHROUD, AIRBORNE2CDH
.
FILTER INSTALLATION
-
VACUUM RELIEFVALVE
.
MANIFOLD
-
VACUUM GAUGSAMMETER
53. FUSELAGE
REFUELING STEPS AND HANDLE INSTL
56. WTNDOWS
WINDOW, HINGED RIGHT DOOR
WINDOW, HINGED LEFT DOOR
6I .
PROPELLER
PROPELLER ASSEMBLY, 2.BLADE
MCCAULEY 82D34C235/9ODKB.8
SPINNER INSTALLATION, 2.BLADE
GOVERNOR, PROPELLER
PROPELLER ASSEMBLY. 3-BLADE
MCCAULEY 83D36C431 /8OVSA.1
SPINNER INSTALLATION. 3-BLADE
71
- POWERPLANT
FILTER, AIR INTAKE
WINTER KIT INSTL.
72. ENGINES
ENGINE. LYCOMING IO-540 AB1A5
73 - ENGINE FUEL and CONTROL
EGT and CYLINDER HEAD TEMP INDICATOR
77. ENGINE INDICATING
TACHOMETER INSTALLATION, RECORDING
MANIFOLD PRESSURE & FUEL FLOW
OIL PRESSURE & TEMPERATURE
INDICATOR
REF DRAWING
)66-03046-0001
1706009-1
E21 lCC
=212CW
2CDH-A
1201075-2
2H3-45
1H5-25 s3280-1
9701127-1
071
1
050-48
0711050-47
P2357299-02
D-7267-2 c161031-01 19
P4317296-01
D-7261-2
P1 98290
0752733
075061 9-1 s3305-2 s3329-4 s3304-1 s3279-1
LBS
-13.8
-t.¿
/.o
3.4
6.z',
1.9
1.9
02
0.3
u.5
u-c
0.6
1.8
5.8
5.8
4.4
2.7
/o.
I
4.5
05
0.3
400.4'
0.8
1.0
1.0
0.8
ARM
INS.
4.5
13.9
58.1
14.1
JE ?
47.8
47.8
-47.4
-49.9
-42.5
-47.5
-49.9
-JC,¿
-42.0
-23.6' t4.c
to.¿
15.0
14.5
-3.4',
-(n
-5.0
-5.6
125
2.1
-3.0
tc.o
6-22
Figure ô-9. Equipment List Description (Sheet 5 of
6)
Nov 15/00
CESSNA
MODEL 182S WEIGHT sEcTroN 6
& BALANCE/EQUIPMENT LIST
ITEM
NO
EQUIPMENT LIST DESCRIPTION BEF DRAWING
WT
LBS
AFM tNs.
78-01 -R
79-01 -R
98-01 -A
98-02-S
98-03-A
98-04-A
98-05-S
98-06-A
98-07-A
98-08-R
78 - EXHAUST
EXHAUST SYSTEM INSTALLATION
-
LEFTEXHAUSTSYSTEM
-
RIGHT EXHAUST SYSTEM
79 - OIL
OIL COOLER INSTALLATION,
WARNER
STEWART
98 - MISCELLANEOUS
AIRCFAFT HOISTING RINGS, SET OF 4
REFUELING STEPS AND HANDLES,SET OF 2
FUDDER PEDAL EXTENSIONS, REMOVABLE,
SET OF 2 (INSTALLED ARM SHOWN)
STABILIZER ABRASION BOOTS, SET OF 2
STAINLESS STEEL CONTROL CABLES
TAILCONE LIFT HANDLES, SET OF 2
TOW HOOK KIT (INSTALLED ARM SHOWN)
.TOW
HOOK, SCHWEIZER ID-112-15
-NYLON RELEASE
LONG
CHORD. 18 FEET
AVIONICS PACKAGE OPTIONS
STANDARD
.
AVIONICS PACKAGE
KX 1554 NAV/COM with GLIDE SLOPE
- KX 155A NAV/COM
.
KLN 89 GPS-VFR
.
MD 41-230 GPS-NAV SELECTOR
- KMA 26 AUDIO/INTERCOM/MARKER
BEACON INSTALLATION
.
KT 76C MODE C TRANSPONDER
.
KAP 140 SINGLE AXIS AUTOPILOT
.
BASIC AVIONICS KIT INSTL
2254003-3 1,-32
2254003-31
2254003-32 t06 t0R
)70061 2-1
)701127-1
)50
1
082-1
)500041 -3
)760007-1
2201 009-1
)712643-1
)500228-2
)500228-3
¡900006-
1
1900006-1
1900006-1
'930404-
1
1930404-1
1900007-1
Ì900006-1
16.8'
8.4
4.4
c.J
1.5
1.8
2.9
2.7
0.0
'L0
0.6'
0.5
0.0
ñR Ar
11.4
tt9
3.6
4.5
8.4
4.3
)t
1,
37.3
19.0
18.8
4 10
15.2
98-09-A OPTIONAL NAV
(STANDARD
IAVIONICS
AVIONICS
PACKAGE
PACKAGE PLUS THE
FOLLOWINGJ (NET CHANGE)
-
KLN 898 GPS-|FR (EXCHANGE)
- GPS-NAV SELECTOR, ANNUNCIATOR
(EXCHANGE)
.
KR 87 ADF SYSTEM
- KAP
.I40
TWO AXIS AUTOPILOT WITH
ELECTRIC TRIM {EXCHANGE) r900006-1
í1D41-228 t6641072-0014
1900008-1
11.1135.5'
0.0
6.4
18.8
20.4
Figure 6-9. Equipment List Description (Sheet 6 of 6)
Nov 15/00 6-231(6-24 blank)
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
SECTION
7
AIRPLANE & SYSTEMS
DESCRIPTION
TABLE OF CONTENTS lntroduction
Airframe
Flight Controls
Trim System lnstrument Panel
Pilot Side Panel Layout
. . .
.
Center Panel Layout . . .
.
Copilot Side Panel Layout
Center Pedestal Layout
Ground Control
Wing Flap System
Landing Gear System
Baggage Compailment
...
Seats lntegraled Seat BelVShoulder Harness
Entrance Doors And Cabin Windows
ControlLocks
Engine
Engine Controls
Engine lnstruments
New Engine Break-ln And Operation
Engine Lubrication System lgnition And Starter System
Air lnduction
Exhaust
Cooling
System
System
System
Nov 15/00
Page
7-14
7-14
7-15
7-171
7-18
7-1 sl
7-19
7-19
7-211
7-22
7-22
7-23
7-23
7-23
7-5
7-5
7-6
7-6
7-6
7-9
7-9
7-12
7-12
7-12
7-13
7-14
7-1
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
TABLE OF CONTENTS (Continued)
Propeller
FuelSystem
Fuel
Distribution
Fuel lndicating
System
Auxiliary Fuel Pump Operation
FuelVenting
Fuel Selector
Valve
Valves
Fuel Drain
BrakeSystem
Electricalsystem
.
Annunciator
Master
Panel
Switch
Avionics Master
Ammeter
Switch
Low Voltage Annunciation
.:....
Circuit Breakers And Fuses
Ground Service Plug Receptacle
Lighting Systems
Exterior Lighting lnterior Lighting
Cabin Heating, Ventilating And Defrosting System
Pitot-Static System And lnstruments
Airspeed lndicator
Vertical Speed lndicator
Altimeter
CESSNA
MODEL 182S
Page
7-24
7-25
7-25
7-27
7-28
7-28
7-28
7-29
7-32
7-32
7'33
7-34
7-35
7-35
7-36
7-36
7-37
7-38
7-38
7-38
7-40
7-42
7-43
7-43
7-44
l,-,
Nov 15/00
CESSNA
MODEL 182S
SECTION 7
AIRPI.ANE & SYSTEMS DESCRIPTION
TABLE OF CONTENTS (Continued)
Vacuum System And lnstruments
Attitude lndicator
Directional lndicator
Vacuum Gauge
Low Vacuum Annunciation
Clock/O.A.T. lndicator
StallWarning System
Standard Avionics
Avionics Support Equipment
Avionics Cooling Fan
Microphone And Headset lnstallations
Static Dischargers
Cabin Features
Emergency Locator Transm itter
Cabin Fire Extinguisher
Page
7-48
7-49
7-45
7-49
7-50
7-50
7-50
7-51
7-44
7-44
7-44
7-461
7-46
7-471
7-47
Nov 15/00 7-3/(7-4 blank)
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
INTRODUCTION
This and may its no
Section s e n th eration of the airplane herein is optional and r to the Supplements, and equipment.
AIRFRAME
The airplane is an all metal, four-place, high-wing, single-enginel airplane equipped with general utility purposes.
tricycle landing gear and is designed for-
The construction of the fuselage metal bulkhead, stringer, is a conventional formed sheet and skin design referred to as
The externally braced wings, containing integral fuel tanks, are constructed of a front and rear spar with formed sheet metal ribs,
The empennage (tail assembly) consists of a conventional vertical stabilizer, rudder, horizontal stabilizer, and elevator. The vertical stabilizer consists metal ribs of a forward and aft spar, formed sheet and reinforcements, four skin panels, formed leading edge skins and a dorsalfin.
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.
Nov 15/00 7-5
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
CESSNA
MODEL 182S
FLIGHT CONTROLS
The airplane's flight control system (Refer to Figure 7-1) consists of conventional aileron, rudder, and elevator control surfaces. The operated through mechanical linkage the ailerons and elevator, and dder. The elevator control system is which proiide improved stáoitity in flight.
TRIM SYSTEMS rotation will trim nose-up.
INSTRUMENT PANEL
The instrument panel (Refer to Figure 7-2) is of all-metal construction, instruments, and is designed in segments to allow related groups of switches and controls to be removed without removing the entire panel. For specific details concerning the instruments, switches, circuit breakers, and controls on the instrument panel, refer to related topics in this section.
7-6 Nov 15/00
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
AILEHON CONTROL SYSTEM
RUDDER AND RUDDER TRIM
CONTROL SYSTEMS
07851 01
7
07851 023
Figure 7-1. Flight Control and Trim Systems (Sheet 1 oÍ 2)
Feb
3/97
7-7
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
ELEVATOR CONTROL SYSTEM
CESSNA
MODEL 182S
ELEVATOR TRIM
CONTROL SYSTEM
7-8 g33l3l?
Figure 7-1. Flight Control and Trim Systems (Sheet 2 of 2)
Feb 3/97
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
P¡LOT SIDE PANEL LAYOUT
Flight instruments are contained in a single panel located in front of the pilot. These instruments are designed around the basic "T" configuration. The gyros are located immediately in front of the pilot, and arranged veftically over the control column. The airspeed indicator and altimeter are located respectively. The remainder to the left and right of the gyros, of the flight instruments are clustered around the basic "T".
To the right of the flight instruments is a sub panel contains engine tachometer and various navigational instruments.
To the left of the flight instruments is a sub panel which contains a fuel quantity indicator, an vacuum gauge/ammeter, oil indicator and manifold pressure temperature/oil pressure an EGT/CHT indicator, gauge/fuelflow a cloct</OATI indicator. which indicator, al
I
Below the engine and flight instruments are the circuit breakers and switches used throughout
MASTER, the airplane. MASTER, AVIONICSI the ignition switches and lighting controls are located inl this area of the panel.
CENTER PANEL LAYOUT in
The center panel contains various avionics equipment arranged a vertical rack. This arrangement allows each component to be removed without having to access the backside of the panel. Below the panel are the throttle, prop RPM, mixture, alternate static air.
A multi-function annunciator is located above the radio stack and provides caut¡on and warning messages for pressure, low vacuum and low voltage situations.
fuel quantity, oil
Nov 15/00 7-9
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
57 911
CESSNA
MODEL 182S
13
17 18 19 20 Zt
31
32
28 27
>6
25
43
24
40
41
7-10
Figure 7-2. lnstrument Panel (Sheet 1 of 2)
Feb 3/97
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
1.
Oil Temperature and
Pressure lndicator
Oil 23.
Hour Meter a
2.
Vacuum Gauge/Ammeter ?f 24.
Glove Box
3.
Fuel Quantity lndicators 1f 25.
Gabin Heat Control
4.
EGT/CHT lndicator 1l 26,
Cabin Air Control
5.
Digital CIocUOAT lndicator Al 27.
Flap Switch and lndicator
6.
Turn
Coordinator 28.
Mixture Control
7.
Airspeed lndicator
8.
Directional
Gyro
9.
Attitude lndicator
29.
Alternate Static Air Control
30. Throttle Gontrol
31.
Radio and Panel Dimming
Control
10. Tachometer 32.
Glareshield and Pedestal
Dimming Control
1'1. Vertical Speed lndicator 33.
Fuel Selector
12. Altimeter 34.
Elevator Trim and lndicator
13.
Annunciator
Panel
14.
ADF Bearing lndicator
35. Avionics Master Switch
36.
Gircuit Breakers and
Switch/Breakers
15.
Course Deviation
Glide Slope and
Indicators
16. Audio Control
Panel
17.
GPS
Receiver
37.
Master Switch
38.
Ignition Switch
39. Avionics Circuit Breaker
Panel
18.
Nav/Com Radio
#1 1f
19. Nav/ComRadio#2 1f
20.
ADF
Receiver
2'1. Transponder
40.
Propeller Control
41.
RudderTrim
42.
Cowl Flap Control
43. DefrostControl
îf
22.
ELT Remote Test
Button 44.
Manifold PressureÆuel Flow lndicator
Nov 15/00
Figure 7-2. lnstrument Panel (Sheet 2 of 2)
7-11
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
CESSNA
MODEL 182S
COPILOT SIDE PANEL LAYOUT
The copilot sub panel contains room the hour meter, ELT switch, and for expansion of indicators and other avionics equipment.
Below this sub panel are the glove box, cabin heat, defroster and cabin air controls, and wing flap lever.
CENTER PEDESTAL LAYOUT
The center pedestal, located below the center panel, contains the elevator and rudder trim control wheels and position indicators, and provides handle a bracket for the microphone. The fuel is located at the base of the pedestal. A selector parking valve brake handle is mounted below the switch and control panel in front of the pilot.
GROUND CONTROL
Effective ground control while taxiing nose is accomplished through wheel steering by using the rudder pedals; left rudder pedal to steer left and right rudder pedal to steer right. When a rudder pedal is depressed, a spring loaded steering bungee (which is connected to the nose gear and to the rudder bars) will turn the nose wheel through applying an arc either of left approximately or right
11' brake, each the side degree of center. of turn may
By be increased up to 29" each side of center.
Moving the airplane attaching by hand ís most easily accomplished by a tow bar to the nose gear strut. lf a tow bar is not available,
Do or pushing is required, use the wing struts as push points.
not use the vertical or horizontal surfaces to move the airplane. lf the airplane is more than to be towed by vehicle, never turn the nose
29" either side of center or structural damage wheel to the nose gear could result.
The minimum turning radius braking feet. airplane pressing may of the airplane, using and nose wheel steering during taxi,
To obtain a minimum radius be turn during ground handling, rotated around is approximately 27 either main differential landing gear the by down on a tailcone bulkhead just forward of the horizontal stabilizer exercised to raise the nose wheel otf the ground. Care should be to ensure that pressure is exerted only on the bulkhead area and not on skin between the bulkheads.
7-12 Feb 3/97
CESSNA
MODEL 182S
WING FLAP SYSTEM
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
Nov 15/00
Figure 7-3. Wing Flap System
7-13
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
CESSNA
MODEL 182S
LAND¡NG GEAR SYSTEM
The landing gear is of the tricycle type, with a steerable nose wheel and two main wheels. Wheel fairings are optional for both the main and nose wheels. Shock absorption is provided by the tubular
_spring steel main landing gear struts and the airloil nose gear shock lstrut. Each main gear wheel is equipped with a hydraulicallyactuated 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 att 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 aüached 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.
I Fore and aft adjustment is made using the handle located below
Ithe center of the seat frame. To position the seat, lift the handle, slide the seat into position, release seat the handle and check that the 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 comfoilable 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.
7-14 Nov 15/00
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
The rear passenger seat consists of a fixed, one-piece seatl bottom and an infinitely-adjustable splít back. Seat back controls arel 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 BELT/SHOULDER HARNESS
All seat positions are equipped with integrated seat belts/shoulder harness assemblies (Refer to Figure 7-4).The design incorporates an overhead iner.tia reel for the shoulder portion, and a retractor assembly for the lap portion of the belt. This design allows for complete freedom providing restraint in of deceleration, reels lock up movement of the upper torso area the lap belt area. ln the event of a while sudden to provide positive restraint for the user.
ln the front seats, the inertia reels are located on the centerline of the upper cabin area. ln the rear seats, the inertia reels are located outboard of each passenger in the upper cabin.
To use the integrated seat belVshoulder harness, grasp the link with one hand, and, insert into the in a buckle. single motion, extend
PosÍive distinctive "snap" sound is heard.
locking has the assembly and occurred wh-en al
Proper belts locking of the lap belt can be verified by ensuring that the are allowed to retract into the retractors and the lap belt is snug and low on the waist as worn normally during than one additional inch than one additional inch of of belt should be able the retractor once the lap belt is in place on the belt can be to pulled out flight. of the
No be pulled out occupant. lf more of more retractor, the occupant is too small for the installed restraint system and the seat should restrained.
not be occupied until the occuparit is propergl
Removal the buckle is accomplished by lifting the release mechanism on, or by pressing the release button on the buckle andl pulling out and up on the harness. Spring tension on the inertia reelwill automatically stow the harness.
Nov 15/00 7-15
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
STANDARD INTEGRATED SEATBELT/
SHOULDER HARNESS WITH
INTERTIA REEL
CESSNA
MODEL 182S
VERTICAL
(HETGHT)
ADJUSTMENT
CRANK
SEAT BACK
ANGLE
BUTTON
FORE AND AFT
ADJUSTMENT
LEVER
AILABLE MANUAL
ADJUSTMENT
î
-!Z
PRESS
TO
Ëi"iB=r-"N)
\
PUSH BUTTON
RELEASE
\
BUCKLE
(NON ADJUSTABLE) i't
<<1
LIFT TO
RELEASE
(LATCH)
7-16
051 4T1
004
Figure 7-4. Crew Seats, Seat Belts and Shoulder Harnesses
Nov 15/00
CESSNA
MODEL 182S sEcTtoN 7
AIRPI.ANE & SYSTEMS DESCRIPTION
A manually adustable seat belVshoulder harness assembly available for all seats.
To use the manually adjustable seat belUshoulder harness fasten and adjust the seat belVshoulder harness seat belt
Snap length. A properly adjusted harness will permit the occupant to le¡ forward enough
Also, as movement required the connecting link firmly into the buckle, then adjust to by sit and contact pulling erect, with on the but objects release prevent during first. sudden
Lengthen strap on excessive the belt forwa deceleration.
the pilot must have the freedom to reach all controls easily.
Disconnecting harness the manually adjustable release the connecting link.
seat belVshoulder is accomplished by pushing the button on the buckle to
ENTRANCE DOORS AND CABIN WINDOWS
. .Entry to, and exit from the airplane is accomplished through either óf two entry doors, one on edch side of the cäbin at the fro-nt seat positions (refer dimensions). to
Section
6
The doors incorporate for a cabin and recessed cabin exterior door door fa¡dle, a conventional interior door handle, a key operated door lock (left door only), a door stop mechanism, and oþenable 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 opeh. When closing the door, do not attempt to push the door handle in until the door is fully shut.
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 oi op-en the doors from inside the airplane, use the combination door handle and arm rest. of the handle and pulling outboard. To close
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
9!u! and latched, lock it by rotating the door handle forward fo the
LOCK position (flush with the arm iest). When the handle is rotated to the LOCK position, an over center action will hold position. Both cabin doors should be locked prior should not be opened intentionally during flight.
to it in flight, that and
Nov 15/00 7-'17
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
NOTE
CESSNA
MODEL 182S
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 windows left and right cabin doors are equipped with openable which are held in the closed position by a detent equipped
-latch on the lower loaded retaining edge of the window frame. To open the windows, lrotate the latch upwãrd. Each window is equippéO w¡tn a springarm which will help rotate the window outward, and hold it there. lf 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.
CONTROL LOCKS
A control lock is provided surfaces to lock the aileron and elevator control 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 lop of the pilot's control wheel shaft with the hole in the top of the shaft collar on the instrument panel and insert the rod into in the aligned holes. lnstallation of the lock wíll secure the ailerons a neutral position down position. Proper installation of the lock will place the flag over the ignition switch. control and ln the elevators areas where high in a or slightly trailing edge gusty winds occur, suface lock should be installed over the vertical stabilizer and rudder. The control lock and any other type of locking device a should be removed prior to starting the engine.
7-18 Nov 15/00
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
ENGINE
The airplane overhead valve, is powered by a air cooled, fuel injected engine with lubrication system. The engine is and horizontally opposed, six a cylinder, wet sump a Lycoming Model |O-540-AB1A5 is 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, dual vacuum pumps, and a full flow oil filter mounted on the rear of the engine accessory case.
ENGINE CONTROLS
Engine manifold pressure the switch and control panel. The throttle is open in the forward position and closed in the full aft position. A friction lock, which is a round knurled knob, is is controlled by located at the base a throttle located of the throttle and on isoperated by rotating the lock counterclockwise to decrease it.
clockwise to increase friction o{
Engine speed is controlled by the propeller control. This system is described under "Propeller" in this section.
The mixture control, mounted near the propeller control, is knob with raised poinis around a red the circumference and is equipped with a lock button in the end of the knob. The rich position is full fonrvard, and full aft is the idle cutoff position. For small adjustments, the control may be moved forward and aft by rotating the by rotating the knob counterclockwise. knob
For clockwise, 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
Engine operation pressure indicator, is monitored by the following instruments: oil oil temperature indicator, tachometer, cylinderl head temperature indicator (CHT), exhaust indicator indicator.
gas temperaturel
(EGT), and manifold pressure gauge and fuel flowl
The oil pressure/oil temperature indicator unit lower left side of gauge indicate a normal operating range maximum pressure is located on thel the instrument panel. Markings for the pressurel minimum idling pressure of of 50 to 90
115 PSI (red of
PSI line).
20 PSI (red line),
(green arc),
Markings and for the a oil temperature gauge indicated a normal operating range of 100 to
245"F (green arc), and a maximum temperature of 245"F (red line).
a
Nov 15/00 7-19
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
CESSNA
MODEL 182S
Oil
pressure signals are generated from
a
pressure line/transducer upper
Oâfie, front the combination. An oil pressure line is routed from the of the engine case oil pressure transducer produces line is to the rear connected engine baffle. to a
At transducer. the
This an electrical signal which translates into a pressure reading at the instrument panel gauge.
Oil temperature signals are generated from a resistance{ype probe located in the accessory case. As oil temperature changes, ihe probe resistance changes. This resistance is translated into oil temperature readings on the cockpit indicator.
the OIL PRESS light extinguishes.
NOTE
The low oil pressure switch is also wired into the Hobbs
(hour) meter. When pressure exceeds 20 PSl, a ground is supplied to the hour meter, completing the hour meter circuit.
I
left side of the instrument originating in the engine as temperature portion of
I
lines. Marking for the cylinder head no range markings or red temperature portion of the in 5O'F increments, with numbers at 200'F, 300'F, lindicator are
-+OO'F
Itne and 500'F. Normal operating temperatures (green arc) for cHt indicator are 200'F td soo"f, with ied line at 500'F.
7-20
Nov 15/00
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
CHT signals are generated from a thermistor probe screwed into_ the cylinder head of the number 1 (right hand fori¡vard) cylinder. Thel resistance of the probe changes in proportion to the temperature, and is registered on the indicator as a change in temperature.
The engine-driven mechanical tachometer side of the increments speed. pilot's instrument panel. of 100 RPM, and
The is located on the rightl instrument indicates both engine is marked and in propeller
An hour meter in the lower section of the dial records elapsed engine include time in hours and tenths. lnstrument the normal operating range (green arc) of 2000 markings lo
24OO
RPM, and a maximum (red line) of 2400 RPM.
The manifold pressure gauge gauge/fuel instrument flow indicator located panel. The gauge is part of the manifold pressureon the left side of the pilot'sl is direct reading and indicates induction air manifold pressure in inches of mercury. lt has a normal operating range (green arc) of 15 to 23 ln. Hg. The fuel flow.
indicator is a fuel pressure indicator calibrated in flow rate. The fuell pressure is taken at the flow divider valve by a pressure transducer.
The pressure transducer receives a constant voltage from the indicator and returns a variable voltage depending on the pressure, as pressure increases, voltage increases. The indicator in gallons per hour and has a green arc from 0 to is marked
15 gal./hr. There is no red line or maximum fuelflow (pressure) limitation. There may be some atmospheric conditions that would result in fuel flow rates that exceed the maximum marked value on the indicator (i.e., very throttle). lf the indicator is pegged out low density altitude and full because of these conditions, the indicator will not be damaged, and will return to operating power settings.
range when the throttle is retarded to cruise
NEW ENGTNE BREAK-|N AND
OPERAT|ON
I
The engine underwent a run in at the factory and is ready for the full range of use.
lt
is, however, suggested that cruising be accomplished a|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 rings.
Nov 15/00 7-21
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
CESSNA
MODEL 182S
ENGINE LUBRICATION SYSTEM
The engine utilizes system engine sump (located
(one additional quart drawn a is full-pressure, contained in wet the sump-type on the bottom of the engine) engine is oil lubrication with aviation grade oil as the lubricant. The capacity nine filter). from the sump through a filter screen on the end of of the quarts
Oil is a pickup tube right to the engine-driven through a full-flow oil filter, oil pump. Oil from a pressure relief valve at the rear of the oil gallery, and a thermostatically controlled remote oil cooler.
Oil from the remote cooler is then circulated to the pump the left oil passes 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 dipstick/filler 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, nine quarts (dipstick indication only). For engine oil fill grade to and specifications, refer to Section 8 of this handbook.
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 lboth upper right spark plugs. magnetos due to mixture with dual ignition.
the
Normal operation is conducted more complete burning of the with fuel/air
7-22 Nov 15/00
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
AIR INDUCTION SYSTEM lower the cowl area. in an approximate 107o power loss at full throtile. After passing through air box,
An induction open air alternate enters a air door will fuel/air control result unit ùnder tñe engine, and is then ducted to the engine cylinders through intake manifold tubes.
EXHAUST SYSTEM
Exhaust gas from each cylinder passes through riser assemblies to a muffler and tailpipe. Outside air is pulled ln around shrouds which are constructed around the outsidè of the heating chambers which supply heat to the cabin.
mufflers to form
COOLING SYSTEM
Feb 3/97
7-23
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
CESSNA
MODEL 182S
The pedestal is labeled OPEN, COWL FLAPS, CLOSED. Before tions require them perature
(green at approximately two-thirds of the normal operating range arc). to be adjusted to keep
During extended let-downs, the it cylinder head may be temnecessary to lcompletely close the cowl flaps down to the CLOSED position.
by pushing the cowl flap control
A winterization kit is available for the airplane. Details of this kit are presented in Section 9, Supplements.
PROPELLER
I The airplane available. has an all-metal, three-bladed, lgovernor-regulated propeller.
A two-bladed constant-speed, propeller is also
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).
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.
INCR RPM. When the
The knob is control knob labeled PROPELLER, is pushed in,
PUSH 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
RPM, and counterclockwise rotating the knob clockwise to increase 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.
7-24 Nov 15/00
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
FUEL SYSTEM
The airplane fuel integral fuel tanks
( yalygr fuel strainer, fuel/air control injection nozzles.
unit,
7-6) consists of two vented ng), a four-position selector engine-driven diétribut¡on fuel pump, a valve and'fuel
¡L wnnnrne
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
AMOUNT OF FUEL
FURTHER REDUCE
AVA¡LABLE tN FLIGHT.
THE
FUEL
TANKS
Two
Two
FUEL LEVEL
(QUANT|TY
EACH TANK)
TOTAL
FUEL
TOTAL
UNUSABLE
TOTAL USABLE
ALL FLIGHT
CONDITIONS
Full (46.0)
Reduced
(34.5)
92.O
69.0
4.O
4.O
88.0
65.0
Figure 7-5. FuelQuantity Data in U.S. Gallons
FUEL DISTRIBUTION
Feb 3197 7-25
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
ì-
7-26
VENTED
FILLER
CAPACITY\
STANDPIPE
LEFT
FUEL
TANK
VENT
WITH
CHECK
VALVE
FU EL QUANTITY
I
NDICATORS
FUEL
OUANTITY
TRANSMITTER
FUEL
QUANTITY
TRANSMITTER
VALVE
(5 TOTAL)
VENTED
CAP
CAPACITY
STANDPIPE
DRAIN
VALVE
(5 TOTAL)
RIGHT
FUEL
TANK
VENT
WITH
CHECK
VALVE
FUEL SELECTOR
VALVE DRAIN PLUG
FUEL
FUEL PUMP
SWITCH
FUEL
STRAINER
DRAIN
AUXILIARY
FUEL
PUMP
THROTTLE
CONTROL
ENGINE
DRIVEN
FUEL PUMP
CODE
FUEL SUPPLY
VENT
MECHANICAL
LINKAGE
ELECTRICAL
CONNECTION
TO
ENGINE
\. MIXTURE
CoNTROL o
0785C1 007
Figure 7-6. Fuel System Schematic
Dec 1197
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
FUEL INDICATING SYSTEM ln addition to low fuel annunciation, the warning circuitry is designed opens
LOW FUEL. lf lf the circuitry detects any one of these conditions, the fuel level indicator needle gauge), and transmitter has failed, lght tank transmitter has failed, tñe message will read LOW
FUEL
R. lf to report failures with each transmitter causéd by shórts, or transmitter resistance which increases over time. will go to the the OFF position (below amber annunciator will the message will read both tanks transmitters have failed,
LOW FUEL R.
the O mark illuminate. tñe
L lf the message on the fuelleft tankl will the read L
Nov 15/00
7-27
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
CESSNA
MODEL 182S
Fuel pressure is measured by use of a transducer mounted near the fuel manifold. This transducer produces hour. Normal operating (green arc) range an is from electrical which is translated in the cockpit-mounted indicator
0 as gallons-perto 15 signal gallonsper-hour.
AUXILIARY FUEL PUMP OPERATION
The auxiliary fuel pump starting. Priming ion system. lf the is used primarily for priming the engine is accomplished auxiliary fuel through pump switch is the regular accidentally d in the ON position for prolonged periods (with master switch d on and mixture rich) with the engine stopped, the intake will be flooded.
The auxiliary fuel pump is also used for vapor suppression in hot ather. Normally, momentary use will be sutficient for vapor
;
however, continuous operation
is
permissible
¡f required. operating
Turning on the auxiliary fuel pump with a normally engine pump will result in only a very minor enrichment of mixture.
It is not necessary to have the auxiliary fuel pump operating
Íng normal takeotf and landing, since gravity and the engine-
/en pump will supply adequate fuel flow to the fuel injector unit.
the event of failure of the engine-driven fuel pump, use fuel pump will provide sufficient fuel to maintain of the flight at rcontinuous power.
FUEL VENTING
Fuel system venting is essential to system operation. Blockage of the venting system will result in decreasing fuel flow and eventual engine stoppage. Venting line from is the right fuel Ìank equipped overboard vents protrude from the accomplished to in the left fuel tank, and check each tank. bottom surfaces of the by an
The wings struts, slightly below the upper attach points of the interconnecting overboard behind the valve vents wing 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 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 reserued for cruising flight.
7-28 June 13/97
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
NOTE
When the fuel selector valve handle is in the BOTH position in cruising flight, unequal fuel flow from each tank may occur if
Resulting the wings are not wing heaviness can turning the selector valve handle maintained be exactly level.
alleviated gradually by to the tank in the "heavy" wing.
NOTE
It is not practical to measure the time required to consume all of the fuel in one tank, and, after switching to the opposite tank, expect an equal duration from the remaining fuel. The airspace in both fuel tanks tanks can is interconnected vent line and, therefore, some sloshing of fuel by a between 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 1/4 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 grade. in the system for contamination and
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 reservoir sump, the fuel selector drain and the contamination fuel strainer sump. lf any evidence of fuel is found, it must be eliminated in accordance with the
Preflight lnspection checklist and the discussion in Section
I of this publication. lf takeoff weight limitations for the next flight permit, the fuel tanks should be filled after each flight to prevent condensation.
June 13/97 7-2s I
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
LOW VOLT
FIELD
I
enou¡¡o
.
SENSE
I
¡ PoWER lN
ALT INPUT i\
.
STARTER
I REB
CESSNA
MODEL 182S
1r
7-30
++
EXTERNAL
POWER
\
TO ALT FLD
CIRCUIT
BREAKER
0s85C2001
Figure 7-7. Electrical Schematic (Sheet 1 ol2l
Nov 15/00
CESSNA
MODEL 182S
SECTION 7
AIRPI.ANE & SYSTEMS DESCRIPTION
AND IGNITION
SWITCH
LANDING
LIGHT
FLASHING
BEACON
TO FLAPS
TO HSI & GYRO (5)
TO AUTO-PtLOT(4,5)
TO TRANSPONDER
TO ADF (2,3,4)
TO NAV/COM2ø3,4,5\
(2'3'4'5) f,R$rt"it
RCVR (2,3,4,5)
AVIONICS
MASTER
SWITCH
A
TF
6
TO MASTER
SWITCH
+
U) m
J o o
LrJ
E
AVN BUS 2
TO TURN
COORDINATOR
TO NAV AND
CONTROL WHEEL
MAP LIGHTS
TO STROBE
LIGHTS
TO TAXI LIGHTS
-TO AVIONICS FAN
TO GPS (2,3,4,5)
O-
TO NAV/COMI,
ñnv
COM1
HEADSET PWR,
SPEAKER PWR (1}
MKR BCN RCVR'(1)
- TO AUTOPILOT (3)
O- ro
ADF (5)
TO PITOT
HEAT
NAV
I
NAV II
NAV II WITH 2-AXIS AP
NAV II WITH HSI II.AXIS OR 2.AXIS
0585C2001
Figure 7-7. Electrical Schematic (Sheet 2 of 2)
Nov 15/00 7-31
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
BRAKE SYSTEM
CESSNA
MODEL 182S wheel brakes operated aþply may be set by utilizing the parking brake which is by a handle under the left side of the instrument panel. To the þarking brake, set the brakes with the rudder pedals, the handle aft, and rotate it 90o down.
pull
For maximum brake life, keep the brake system properly maintained, and minimize brake usage during taxi operations and landings.
the pedals and then reaPPlY the brakes become spongy or
Pedal ls should build braking
Pressure.
s, use the other brake sParinglY while using opposite rudder, as required, to offset the good brake.
ELECTRICAL SYSTEM
7-32
Nov 15/00
CESSNA
MODEL 182S
SECTION 7
AIRPI.ANE & SYSTEMS DESCRIPTION
Each primary bus bar via a single is also connected avionics master switch. The to an avionics bus barprimary buses are onl anytime starter the master switch is turned on, and are not affected by or external power usage. The avionics buses are on when the master switch and avionics master switch are position.
in the
ON
¡[
cnunoru
PRIOR TO TURNING THE MASTER SWITCH ON
OR OFF, STARTING THE ENGINE OR APPLYING
AN EXTERNAL POWER SOURCE, THE AVIONICS
MASTER SWITCH, LABELED AVIONICS MASTER,
SHOULD BE TURNED OFF THE PREVENT ANY
HARMFUL TRANSIENT VOLTAGE FROM
DAMAGING THE AVIONICS EOUIPMENT.
on
The airplane uses a power distribution module (J-Box), locatedl the left forward side of the firewall, to house all relays used throughout the airplane electrical system. ln addition, the alternator control unit and lhe external power connector are housed within the module.
ANNUNCIATOR PANEL
An annunciator panel (with integral toggle switch) above is located the avionics stack and provides caution (amber) and warning
(red) messages annunciator for selected portions of the airplane systems. The is designed to flash messages for approximately 10 seconds to gain the attention of the pilot before changing to steady on. The annunciator panel cannot be turned ofi by the pilot.
lnputs to annunciator come from each fuel transmitter, the oil temperature transducer, low oil pressure switch, the vacuum transducers and the alternator control unit (ACU). lndividual LED bulbs illuminate each message and may be replaced through the rear of the placing annunciator. lllumination intensity can be controlled the toggle switch to either the DIM or DAY position.
by
Nov 15/00 7-33
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
CESSNA
MODEL 182S
The annunciator panel
Switch On and position. holding can be the tested annunciator by panel turning switch the in
Master the TST
All amber and red messages will flash until the switch is released.
NOTE
When the Master Switch is turned ON, some annunciators will flash for approximately steadily. When the
10
TST switch seconds before is toggled illuminating up and held in
TST position, all remaining lights will flash until the switch is released.
MASTER SWITCH
I The master switch is a split rocker-type switch labeled MASTER,
'and is ON in the up position and otf in the down position. The right half of the switch, labeled BAT, controls all electrical power to the airplane. The left half, labeled ALT, controls the alternator.
¿[ cnunon
PRIOR TO TURNING THE MASTER SWITCH ON
OR OFF, STARTING THE ENGINE OR APPLYING
.
AN EXTERNAL POWER SOURCE, THE AVIONICS
I
MASTER SWITCH, LABELED AVIONICS MASTER,
SHOULD BE TURNED OFF
HARMFUL TRANS¡ENT
TO PREVENT ANY
VOLTAGE FROM
DAMAGING THE AVIONICS EOUIPMENT.
enough to open the battery contactor, remove power alternator field, and prevent alternator restart.
from the
7-34 Nov 15/00
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
AVIONICS MASTER SWITCH
Electrical supplied in power for Avionics Bus through Primary Bus 1 and Primary Bus rocker switch, located between controls current switch flow the up simultaneously. Placing removes power to
(ON) the the avionics position the switch in
1 and primary
Avionics supplies power
2 is
2, respectively. A and buses. the down avionics
Placing to
Bus the both
(OFF) buses, rocker buses position from both buses. The switch is located on the lower left side of the instrument panel.
NOTE
On some aircraft certified outside avionics master switch may be the United States, the split. They are aligned for independent operation of the buses.
With applied the switch to the avionics equipment, regardless of the position of the master switch or the individual equipment switches. The avionics master switch should be placed in the OFF position prior the master switch in the off on or off, position, starting no
Ìhe electrical power engine, or will to turning applying be an external power source.
Each avionics bus also incorporates a separate circuit breaker installed between the primary bus and the avionics master switch. ln the event of an electrical malfunction, this breaker will trip and take the effected avionics bus off-line,
AMMETER
The ammeter/vacuum gauge the instrument panel. is located on the lower left side of lt indicates the amount of current, in amperes, from the alternator to the battery or from the battery to the airplane electrical system. When the engine is operating and the master switch is turned on, the ammeter indicates the charging rate applied to the battery. ln the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the battery discharge rate.
Dec 1/97 7-35
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
CESSNA
MODEL 182S
LOW VOLTAGE ANNUNCIATION
The low voltage panel and activates vollage is detected, approximately 10 warning anytim the r seconds cannot turn off the annunciator.
n the annunciator
24.5 volts. lf low
TS will flash for teadily. The pilot ln the event an overuoltage condition occurs, the alternator control unit automatically pops the ALT FLD
The battery will then supply system current circuit removing alternator field current and shutting down as breaker, the alternator.
shown by a discharge rate on the ammeter. Under these conditions, depending on electrical system load, the low voltage warning annunciator will illuminate when system voltage drops below normal. The alternator control unit may however, be reset by resetting warning light extinguishes, normal alternator charging has resumed; if the light illuminates again, a the circuit breaker. malfunction has lf the occurred, and the flight should be terminated as soon as practicable.
NOTE lllumination of the low voltage light and ammeter discharge indications may occur during low RPM conditions with an electrical load on the system, such as during a taxi. Under these conditions, the light will go out low at
RPM higher
RPM.
CIRCUIT BREAKERS AND FUSES
All circuit breakers inside the airplane are of the "push to reset" or "switch/breake/'type. The power distribution module uses spade type (automotive style) fuses and one glass type fuse (controlling the clock).
Spare fuses for the power distribution module are located inside the module. lf one of the spare fuses is used, a replacement spare should be obtained and reinstalled before the next flight.
I z-so Dec 1197
CESSNA
MODEL 182S sEcTtoN 7
AIRPLANE & SYSTEMS DESCRIPTION
GROUND SERVICE PLUG RECEPTACLE used to avoid performing proper maintenance procedures on battery.
a low
NOTE lf no avionics equipment is to be used or worked on, the avionics master switch should be turned off. lf maintenance is required on the avionics equipment, it is advisable to utiljze a regulated external power source to prevent damage to the avionics equipment by transient voltage. Do not crañk or start the engine with the avionics master switch turned on.
NOTE
Just before connecting an external power source (generator type or battery cart),- the avionics'master switcñ-and master switch should be turned off.
the
I
- ..lf there is any question as to the condition of the battery, the following check should be made after engine has been started and external power source has been removed.
1. Master Switch - - OFF.
2. Taxi and Landing Light Switches - - ON.
3. Engine RPM - - REDUCE to idte.
4. Master Switch - - ON (with taxi and tanding lights turned on)
5. Engine RPM - - INCREASE to approximatety 1S0O RpM.
6. Ammeter and Low Voltage Annunciator - - CHECK.
Nov 15/00
7-37
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
LIGHTING SYSTEMS
EXTERIOR LIGHTING illumination for each cabin door area.
CESSNA
MODEL 182S position.
NOTE
The strobes flying from throug water particularly orientation.
uld not be used when flashing light reflected in the atmosPhere, vertigo and loss of
INTERIOR LIGHTING lnterior lighting is controlled by a combination of flood lighting, glareshield lìghting, pedestal lighting, panel lighting, radio lighting and pilot controlwheel lighting.
Flood lighting is accomplished using two lights in the front and a single dome rotatable, passenger. lþht overhead console, switches located in the and rear. are
All turned lights on providing directional lighting are and contained off with in the near each light. The two front lights are individually for the push pilot and type front
The rear dome light is a fixed position light and provides for general illumination in the rear cabin area.
7-38 Feb 3/97
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
Glareshield lighting is accomplished using a fluorescent light
ç.cegsed into the glareshield.
GLARESHIELD
This light is controlled by rotating the
LT dimmer, located below the nav indicãtors.
Rotating the dimmer clockwise increases light intensity, and rotating the dimmer counterclockwise decreases light intensity.
Panel lighting is accomplished using individual lights mounted in each instrument and gauge. These lights are wired in parallel and are controlled by the PANEL LT dimmer, located below the nav
Pilot control wheel lighting is accomplished by use of a rheostat and light assembly, located underneath the pilot control wheel yoke.
The light provides downward illumination from the bottom of the
Regardless cause of of the light system in question, the most probable a light failure is a burned out bulb. However, in the event any of the lighting systems fail to illuminate when turned on, check the appropriate circuit breaker. lf the circuit breaker has opened, and there is no obvious indication of a shoft circuit (smoke or odor), turn off the light switch of the affected lights, reset the breaker, and turn the switch on again. lf the breaker opens again, do not reset it
Nov 15/00 7-39
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
CESSNA
MODEL 182S
CABIN HEATING, VENTILATING AND
DEFROSTING SYSTEM
The temperature and volume regulated of airllow into the cabin can be by manipulation of the push-pull CABIN HT and CABIN
AIR controls (Refer to Figure 7-8). Both controls are the doublebutton locking-type and permit intermediate settings.
For cabin ventilation, pull the CABIN AIR knob out. To raise the air temperature, pull the CABIN HT knob out approximately 1/4 to
1/2 inch available with for a small amount of cabin heat. Additional heat is by pulling the knob out farther; maximum heat is available the CABIN HT knob pulled out and the CABIN AIR knob pushed full in. When no heat is desired in the cabin, the CABIN HT knob is pushed full in.
Front cabin heat and ventilating air is supplied by outlet holes control sliding valves in either defroster outlet to permit regulation of defroster airflow.
windshield sillarea.
7-40 Nov 15/00
CESSNA
MODEL 182S
EXHAUST
MUFFLER
SHROUDS
DEFROSTER
OUTLET
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
HEATER
VALVE
DEFROSTER
CONTROL
CABIN FLOOR
AIR OUTLET
FORWARD
CABIN LOWER
AIR OUTLETS
FÂII AIR
ù
VENTILATING
AIR DOOR
HEAT
CONTBOL
N AIR
CONTROL
I fl FORWARD I
vsåB[[^"J
AIR OUTLETS
REAB CABIN
VENTILATING
AIR OUTLETS
VENTILATING
AIR
HEATED AIR
BLENDED AIR
MECHANICAL
0785C1014
Figure 7-8. Cabin Heating, Ventilating and Defrosting System.
Feb 3/97 7-41
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
CESSNA
MODEL 182S
PITOT.STATIC SYSTEM AND INSTRUMENTS
The pitot-static systems supply ram air pressure to the airspeed indicator and static pressure to the airspeed indicator, vedical speed indicator and altimeter. The systems are composed of a heated pitot tube mounted on the lower surface of the left wing, two external static ports on the lower left and right sides of the forward fuselage, an alternate static source valve and the associated plumbing necessary to connect the instruments to the sources.
The heated pitot system consists of a heating element in the pitot tube, a 1O-amp switch/breaker labeled PITOT HEAT, and associated wiring. The switch/breaker is located on the lower left side of the instrument panel. When element in the pitot tube the pitot heat switch is heated electrically is turned on, the to maintain proper operation in possible icing conditions.
A static pressure alternate source valve is installed above the throttle, and can be used
if
the external static source is malfunctioning. This valve supplies static pressure from inside the cabin instead of the external static port.
lf 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 windows. Refer the cabin will vary with open heater/vents and to Section 5 for the configuration applicable to the use of the alternate static source and the correction charts.
7-42 Feb 3197
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
AIRSPEED INDICATOR
The airspeed indicator is calibrated in knots and miles per hour.
It incorporates an internal, rotatable ring which allows true airspeed to be read off the face of the dial. ln addition, the indicator incorporates windows at the seven and twelve o'clock positions. The window at the seven o'clock position displays true airspeed, and the window at the twelve o'clock position displays pressure overlayed with a temperature scale.
altitude
Limitation and range markings (in KIAS) include the white arc (36 to 100 knots), green arc (43 to knots), and a red line (175 knots).
140 knots), yetlow arc (14O to
175
To find true airspeed, first determine pressure altitude and outside air temperature. Using this data, rotate until pressure altitude aligns twelve o'clock window. temperature) with
True airspeed (corrected can now be read maximum accuracy the calibrated airspeed value.
in outside the air the lower for seven o'clock left temperature knob in pressure window. the and
For true airspeed should be read opposite the
VERT¡CAL SPEED INDICATOR
The vertical speed indicator depícts airplane rate of climb or descent in feet per minute. The pointer is actuated by atmospheric pressure changes resulting from changes of altitude as supplied by the static sources.
Feb 3/97 7-43
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
CESSNA
MODEL 182S
ALTIMETER
Airplane altitude is depicted by a barometric type altimeter. A knob near the lower left portion of the indicator provides adjustment of the instrument's barometric scale to the current altimeter setting.
VACUUM SYSTEM AND INSTRUMENTS
I
fne vacuum system (Refer to
attitude en
Figure
measuring
7-9) provides vacuum necessary lme pump, to operate the systêm cônsists pressure switches for of two indicator.
mps, two ugh each a vacuum relief valve, a vacuum system air filter, vacuum operated instruments, a vacuum gauge, low vacuum warning on the annunciator, and a manifold with check valves to allow for normal vacuum system operation if one of the vacuum pumps should fail.
ATTITUDE INDICATOR
The attitude indicator visual indication pointer at the of flight attitude. Bank attitude top of the is a vacuum air-driven gyro indicator relative to the is bank that gives presented scale by a a which has index marks at 10o,20",30o,60", center mark. Pitch and airplane superimposed roll over a and 90" symbolic horizon either side attitudes are presented by area a of the miniature divided into two sections by a white horizon bar. The upper "blue sky" area and the lower "ground" area
-attitude control. have pitch reference lines useful
A knob at the bottom of the instrument for pitch is provided lfor in-flight adjustment of the symbolic airplane to the horizon bar for a more accurate flight attitude indication.
DIRECTIONAL INDICATOR
The directional indicator is a vacuum air-driven gyro that displays airplane heading on a compass card in relation to a fixed simulated airplane image and index. The indicator will precess slightly over a period of time. Therefore, the compass card should be set with the magnetic compass just prior to takeoff, and readjusted as required throughout the flight. A knob on the lower left edge of the instrument is used to adjust the compass card to correct for precession. A knob on the lower right edge of the instrument is used to move the heading bug.
7-44 Nov 15/00
CESSNA
MODEL 182S
CODE
INLET AIR
VACUUM v
DISCHARGI
AIR
VACUUM SYSTEM
AIR FILTER
\
/
VACUUM
RELIEF
VALVE sEcïroN
7
AIRPLANE & SYSTEMS DESCRIPTION
OVERBOARD
ENGINE-
DRIVEN
VACUUM
PUMPS
LOW VACUUM
TRANSDUCERS
(ooNNECTED TO
ANNUNCIATOR
PANEL)
MANIFOLD
CHECK VALVE
ATTITUDE
INDICATOR
é?à
úË
?ù
Feb 3197
Figure 7-9.
Vacuum System Schematic
078sc1 01 3
7-45
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
CESSNA
MODEL 182S lvncuuu cAUcE
T
The vacuum gauge located on the lõwei is left part of corner the vacuum of the gauge/ammeter' instrument panel. lt is atmospheric pressures at higher altitudes, the vacuum gauge may indicate as low as 4.0 in. Hg. at 20,000 feet and still be adequate for normal system operation.
LOW VACUUM ANNUNCIATION
Each engine-driven vacuum pump manifold, located forward of the firewall. From the tee, runs into the cabin to operate is the plumbed various to a common a single line vacuum system instruments. This into tee contains check valves a pump if it fails. Transducers are located to prevent back flow just upstream of the tee and measure vacuum output of each pump.
approximately 10 seconds before turning steady on.
7-46 Nov 15/00
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION clocK
/ o.A.T.
|ND|CATOR
An integrated clock /
O.A.T. is installed in the upper left the instrument panel as standard equipment. For
a
side of complete and operating instructions, refer to the Supptements,l
$::i,rjf[:
I
STALL WARNING SYSTEM control panel, protects the stall warning wing senses the change in airflow over the wing, and operates the warning horn at airspeeds between 5 system. The vane in and 10 knots above the the stall in allconfigurations.
The airplane has sensor unit in a heated the wing stall warning system, leading edge element. The heated part of the system is the vane and
HEAT switch, and is protected by the PITO
. The.stall warning system should be checked during the pre-flight inspectíon by momentarify turning on the mastei switch an¿ actuating the vane in the wing. The system is warning horn sounds as the vane is pushed upward.
operational if the
Nov 15/00 7-47
SECTION
7
AIRPLANE & SYSTEMS
CESSNA
DESCRIPTION
MODEL 1825
STANDARD AVIONICS
Standard avionics following equipment: for the Model 1825 airplanes include the
KX-1554
Nav/Com Radio
KX-155A
Nav/Com Radio with Glide Slope
Kl
Kl
208
209A lndicator Head lndicator Head
KT-76C
Transponder with GPS lnterface
KMA-26
Audio Panel
3000-11
Emergency Locator Transmitter (ELT)
I KLN
KAP
898
140
Global Positioning System
Single Axis Autopilot
(GPS)
_
For complete operating instructions on the standard and optional lavionics systems, refer to the Supplements, Section 9.
7-48 Nov 15/00
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
AVIONICS SUPPORT EQUIPMENT
Avionics operations are supported by the avionics cooling fan, microphone and headset installations and static discharge wicks-.
AVIONICS COOLING FAN
An avionics cooling fan is installed on the left side of firewall. The system utilizes the interior a single electric fan and associated ductwork to force-cool the GPS and Nav/Com radios.
Power to the electric fan is supplied through the AVN FAN circuit breaker. The _fan switches are ON.
operates anytime the master and avionics mastefl
MICROPHONE AND HEADSET INSTALLATIONS the airplane includes station. a hand-held two remote-keyed microphone and provisiôns for nd passenger
I
The hand-held microphone switch. This microphone accessible is plug to both the pilot an push-to{alk switch allows audio t
The overhead speaker is located in the center overhead console.
Volume and output for this speaker is controlled through the audio panel.
Each control switch allows wheel contains a miniature push-to-talk switch. Thisl the pilot or front passenger to transmit on the
Com_ radios using remoté mics. I
Nov 15/00 7-49
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
CESSNA
MODEL 182S
NOTE
To ensure audibility and clarity when transmitting with the handheld microphone, always hold it as closely as possible to the lips, then key the microphone and speak directly into it. Avoid covering opening on back side of microphone for optimum noise canceling.
STATIC DISCHARGERS
Static airspeed wicks (static dischargers) throughout the dependable airframe to radio signals. reduce interference and anticipate temporary loss at various points static. Under some severe static conditions, loss of radio signals is possible even with static dischargers installed. Whenever possible, avoid known severe precipitation areas lf are installed avoidance is of to from radio precipitation prevent impractical, loss of minimize signals while in these areas.
Static dischargers lose their effectiveness therefore, should be checked periodically with age, and
(at least at every annual inspection) by qualified avionics technicians, etc.
CABIN FEATURES
EMERGENCY LOCATOR TRANSMITTER (ELT)
A remote switch/annunciator is installed on the top center location of the copilot's 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 ELT transmitter is transmitting. The ELT emits an international distress frequencies omni-directional of 121.5 signal
MHz and on
243.0 the
MHz'
General aviation and commercial aircraft, the FAA and CAP monitor
MHz, and 243.O MHz is monitored by the military. For a basic
-121.5 loverview oí tne glt, refer to the Supplements, Section Õ.
7-50 Nov 15/00
CESSNA
MODEL 182S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
CABIN FIRE EXTINGUISHER
A portable Halon 1211 (Bromochlorodifluoromethane) fire extinguisher is standard pilot's seat where for installation on the floorboard near the it would be accessible in case of fire.
The extinguisher has an Underwriters Laboratories classification of SB:C.
lf installed, the extinguisher should be checked prior to each flight to ensure that bottle, is its bottle pressure, within the green arc as indicated by the
(approximately 125 gauge on psi) and the the operating lever lock pin is securely in place.
To operate the fire efiinguisher:
1. Loosen retaining clamp(s) and remove extinguisher from bracket.
2. Hold extinguisher upright, pull operating ring pin, and press lever while directing the discharge 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.
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VENTILATE THE CABIN PROMPTLY AFTER
SUCCESSFULLY EXTINGUISHING THE F¡RE TO
REDUCE THE GASES PRODUCED BY THERMAL
DECOMPOSITION.
3. Anticipate approximately eight seconds of discharge duration.
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; do not allow it to lie loose on shelves or seats.
Feb 3/97 7-51/(7-52 blank)
CESSNA
MODEL 182S HANDLING, sEcTtoN
SERVICE & MAINTENANCE
I
SECTION
8
AIRPLANE HANDLING,
SERVICE
&
MAINTENANCE
TABLE OF CONTENTS lntroduction ldentification Plate
Cessna Owner Advisories
United States Airplane Owners
I nternational Airplane Owners
Publications
Airplane File
Airplane lnspection Periods
FAA Required lnspections
Gessna
I nspection Programs
Cessna Customer Care Program
Pilot Conducted Preventive Maintenance
Alterations Or Repairs
Ground Handling
Towing
Parking
Tie-Down
Jacking
Leveling
Flyable Storage
Servicing oit
Oil Specification
Recommended Viscosity for Temperature Range
Nov 15/00
Page
8-1 0
8-10
8-10
8-10
8-111
8-4
8-6
8-7
8-7
8-8
8-4
8-5
8-5
8-5
8-8
8-9
8-9
8-1
1
84ù
8-12
8-1 3
8-1 3
8-1
4l
8-1
SECTION 8
HANDLING, SERVICE & MAINTENANCE
TABLE OF CONTENTS (Gontinued)
CESSNA
MODEL 182S
Capacity of Engine Sump
Oil and Oil Filter Change
Fuel
Approved FuelGrades (and Colors)
FuelCapacity
FuelAdditives
Fuel Contamination
Landing Gear
Cleaning And Care
Windshield And Windows
Painted SuÍaces
Propeller Care
Engine Care lnterior Care
Page
8-20
8-21
8-21
8-21
8-22
8-23
8-23
8-24
8-14
8-14
8-15
8-1 5
8-1 6
8-16
8-2 Nov 15/00
CESSNA
MODEL 182S
SECTION 8
HANDLING. SERVICE & MAINTENANCE
INTRODUCTION
This section contains factory recommended procedures for proper ground handling airplane. lt also and routine care and servicing identifies certain inspection and of your maintenancel requirements which must be followed if your airplane is new plane performance and dependability. planned schedule on lt is to wise retain that to follow a of lubrication and preventive maintenance based climatic and flying conditions encountered in your locality.
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 you when lubrications and oil to changes maintain it, and are necessary, will as remind well as other seasonal and periodic seruices.
The airplane should accordance with manual and in be regularly inspected and maintained in information found in lhe airplane company issued service bulletins maintenance and service newsletters. number should repetitive modifications, whether othenivise, unless these certificates are held and/or approved
Cessna. Other modifications may void warranties on the by 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 data
All service bulletins peñaining to the aircraft by serial and required inspections. Cessna does by
Supplemental Type Certificate or to the occupants, and operating procedures and pedormance set forth be in accomplished and the the airplane operating handbook may should not no receive condone longer be considered accurate for the modified airplane.
Nov 15/00 8-3
SECTION 8
HANDLING, SERVICE & MAINTENANCE
CESSNA
MODEL 182S
IDENTIFICATION PLATE
- All correspondence regarding your airplane should include the
Number. The Serial Number, Model Number, Production
Certificate Number (PC) and Type Certificate Number (TC) can be found on the ldentification Plate, located on the lsecondary ldentification Plate is also installed on the lower part of the left forward doorpost. Located adjacent afi to left tailcone. the
A secondary lldentification 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 lllustrated Parts
Catalog if finish and trim information is needed.
CESSNA OWNER ADVISORIES
Cessna Owner Advisories
Registered owners mandatory product and/or changes. of record beneficial
Copies are sent at no to charge
Cessna to aircraft service
Aircraft inform them
FAA about requirements of the actual bulletins are available and from
Cessna Service Stations and Cessna Customer Service.
8-4 Nov 15/00
CESSNA
MODEL 182S
SECTION 8
HANDLING, SERVICE & MAINTENANCE
UNITED STATES AIRPLANE OWNERS lf 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 impodant that you provide correct and up{o-date mailing information to the FAA.
lf 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 return an Owner Advisory Application.
Receipt
Cessna Owner Advisory service for one year, after which you will be sent a of a valid Owner Advisory Application will establish yourr renewal notice. lt is important that you respond promptly to
I update your address for this critical service.
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
517-5800. Fax (316)
517-7271 or write to The at (316)
Cessna Aircraft
Company, P.O. Box 7706, Wichita,KS 67277, Dept 751C.
Nov 15/00 8-5
SECTION 8
HANDLING, SERVICE & MAINTENANCE
CESSNA
MODEL 182S
- The following additional publications,
Ithat are applicable plus many other supplies to your airplane, are available from your local
Cessna Dealer.
. lnformation Manual (contains Pilot's Operating Handbook lnformation)
' Maintenance Manual, Wiring Diagram Manual and lllustrated 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 Seruice Station place an order for any item which is not in stock.
can
NOTE
-
A Pilot's Operating Handbook and FAA Approved Airplane
Flight Manual contacting which your is lost or destroyed may be replaced local Cessna Service Station. An by affidavit
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. ln 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 alltimes:
I
1. Aircraft Airworthiness Certificate (FAA Form 8100-2).
2. g.
Aircraft Registration Certificate (FAA
Aircraft nað¡o Station License, fif
Form 8050-3).
applicable).
8-6 Nov 15/00
CESSNA
MODEL 182S
SECTION 8
HANDLING. SERVICE & MAINTENANCE
To be carried in the airplane at alltimes:
1. Current Pilot's Operating Handbook and FAA Approvedl
Airplane Flight Manual.
2. Weight and Balance, and associated papers (latest copy of the
Repair and Alteration Form, FAA Form 337, il applicable).
3. Equipment List.
To be made available upon request:
1. Airplane Logbook.
2. Engine Logbook.
Most of
Aviation Regulations. Since require registered the items listed are required by the United States Federal other documents the Regulations of other nations may and data, owners of airplanes not 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 alltimes.
AIRPLANE INSPECTION PERIODS
FAA REOUIRED 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. ln addition to inspection, aircraft operated commercially the required annual
(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. lt is the responsibility of the owner/operator to ensure compliance with when all applicable airworthiness directives, and the inspections are repetitive, to take appropriate steps to_ prevent inadvértent
noncompliànce.
I
Nov 15/00 8-7
SECTION 8
HANDLING, SERVICE & MAINTENANCE
CESSNA
MODEL 182S
CESSNA INSPECTION PROGRAMS ln lieu of the 100 hour and annual inspection requirements, an airplane may be inspected in accordance with a Progressive Care lnspection Program programs offer smaller operations or systems a
PhaseOard lnspection Program. which allow that can be the work load accomplished
Both to be divided into in shofter time periods.
I
fne 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 specially provided Aircraft lnspection Log as each in operation a is conducted.
I
fne
PhaseOard 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 requirement accomplish that that all
FAR Part properly certified required
43 and
FAA
FAR Part agencies inspections manufacturer recommended inspections.
91 and establishes
or
the personnel most of the
CESSNA CUSTOMER CARE PROGRAM
Specific benefits and provisions
_other important benefits lOare erogram Handboot< for supftieO lOare Program
Handbook should be
Jthe airplane at alltimes.
of the you are
Cessna Warranty contained thoroughly in your with your airplane.-The reviewed plus
Customer
Customer and kept in
I
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 program lService
Ithis work.
your you choose lService Station, first 100 limportant inspections in hour inspection depending on which to establish for your airplane. While these will be performed most cases you will for prefer you to by have any the
Cessna
Cessna
Station from whom you purchased the airplane accomplish
Nov 15/00
CESSNA
MODEL 182S
SECTION 8
HANDLING. SERVICE & MAINTENANCE
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 information regulations on of the country of preventive maintenance performed by pilots.
certification for that may be
A Maintenance Manual must be obtained prior to performing any preventive maintenance to ensure that proper procedures are followed. Your Cessna Seruice Station should further information be contacted for or for required maintenance which must be accomplished by appropriately licensed personnel.
ALTERATIONS OR REPAIRS
It is essential that the FAA be contacted prior to any alterations on the airplane to ensure that airworthiness of the airplane is not 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.
Nov 15/00
8-e l
SECTION 8
HANDLING, SERVICE & MAINTENANCE
CESSNA
MODEL 182S
GROUND HANDLING
TOWING
The airplane is most easily and safely maneuvered by hand with the tow bar attached to the nose wheel (the tow bar is stowed the floor in the baggage area). When towing with a vehicle, exceed the nose gear turning angle of 29' either side do not of center, on or damage to the nose landing gear will result.
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REMOVE
TOWING.
ANY INSTALLED RUDDER LOCK BEFORE lf the airplane is towed or pushed over a rough surface during hangaring, watch does not resulting that the normal cushioning action cause excessive vertical movement of of the nose the tail strut and the 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 lparking brake. Do not set the parking brake during cold weather when accumulated moisture may freeze the brakes, or when the brakes are overheated. lnstall the control wheel lock and chock the wheels. ln severe weather and high wind conditions, tie the airplane down as outlined in the following paragraph.
TIE.DOWN
Proper tie-down procedure is the best precaution against damage to the parked airplane by gusty or strong winds. To tie-down the airplane securely, proceed as follows:
1. Set the parking brake and install the control wheel lock.
2. lnstall 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 tie-down fittings and secure each rope or chain to a ramp tie-down.
4. lnstall a pitot tube cover.
8-1 0 Nov 15/00
CESSNA
MODEL 182S
SECTION 8
HANDLING. SERVICE & MAINTENANCE
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 equipment required.
for specific procedures and lndividual 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 will cause the main wheel of the gear strut 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 individual main gear both main wheels simultaneously using jack pads.
the
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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.
aintenance is required, the nose wheel may be nd by pressing down on a tailcone bulkhead, just izontal stabilizer, and allowing the tail to rest on g.
To assist in raising and holding the nose wheel off the grouno, ground anchors should be utilized at the tail tie down point.
NOTE
Ensure that conditions the nose will be held off the ground under all by means of suitable stands or suppofts 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 and/or lower or raise the nose strut center the bubble door sills may be used to level the airplane laterally.
to properly in the level. Corresponding points on both upper
Nov 15/00 8-111
SECTION 8
HANDLING, SERVICE & MAINTENANCE
CESSNA
MODEL 182S
FLYABLE STORAGE
Airplanes placed in non operational storage for a maximum of 30 days or those which receive only intermittent operational use for the first 25 hours are considered in flyable storage status. Every seventh day during these periods, hand through helps prevent five revolutions. This action "limbers" the oil and any accumulation lhe propeller should be rotated by of corrosion on engine cylinder walls.
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FOR MAXIMUM SAFETY, CHECK THAT THE
IGNITION SWITCH
CLOSED, THE
IS OFF, THE THROTTLE
M¡XTURE CONTROL
IS
IS IN THE
IDLE CUT OFF POS¡TION, AND THE AIRPLANE
IS
SECURED BEFORE ROTATING THE
PROPELLER BY HAND. DO NOT STAND WITHIN
THE ARC OF THE PROPELLER BLADES WHILE
TURNING THE PROPELLER.
After 30 days, the airplane should be flown ground runup should be made temperature within for just long enough
30 minutes to or produce an a oil the lower green arc range. Excessive ground runup should be avoided.
Engine runup also helps to eliminate excessive accumulations of water in the fuel system and other air spaces in the engine. Keep fuel tanks full to minimize condensation in the tanks. Keep the battery fully charged weather. to prevent the electrolyte from freezing in cold lf the airplane is to be stored temporarily, or indefinitely, refer to the Maintenance Manual for proper storage procedures.
SERVICING ln addition to the Preflight lnspection 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.
8-12 Nov 15/00
CESSNA
MODEL 182S
SECTION 8
HANDLING, SERVICE & MAINTENANCE
Since Cessna Service Stations conduct and test
Manuals, procedures in accordance with all service, inspection, applicable Maintenance it is recommended that you contact your Cessna Service
Station concerning these requirements airplane for service at and begin scheduling the recommended intervals.
your
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
Aviation on various flight operations, your local Government
Agency may require additional seruice, 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.
orL
OIL SPECIFICATION
MIL-L-6082 Aviation Grade Straight Mineral Oil: Used when the airplane replenish was delivered from the factory and should be used to 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 accumulated or oil consumption has stabilized.
total of 50 hours has
MIL-L-22851 conforming
Aviation Grade Ashless Dispersant Oil:
Oil to Textron Lycoming Seruice lnstruction No. 1014, and all revisions and supplements thereto, must be used after first 50 hours or when oil consumption has stabilized.
Nov 15/00 8-131
SECTION 8
HANDLING. SERVICE & MAINTENANCE
CESSNA
MODEL 182S
RECOMMENDED VISCOSITY FOR TEMPERATURE RANGE
Multiviscosity year for or straight grade oil may be used throughout the engine lubrication. Refer to the following table for temperatu re verses viscosity ranges.
Temperature
Above 27"C (80"F)
Above 16'C (60'F)
.1'C
(30"F) to 32"C (90"F)
-18"C (0'F) to 21'C (70'F)
Below -12'C (10'F)
.18'C (0'F) to -32'C (sO"F)
All Temoeratures
MIL-L-ô082
SAE Grade
60
50
40
30
20
20w-50
MIL-L-22851
Ashless Dispersant
SAE Grade
60
40 or 50
40
30. 40 or 2OW-4O
30 or 20W-30
20W-50 or 15W-50
15W-50 or 20W-50
CAPACITY OF ENGINE SUMP
The engine has a total capacity of 9 quarts, with the oil filter accounting sump has for approximately one quart of that total. The engine oil 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 until first 25 hours of operation, drain the engine oil sump and replace the filter. Refill sump with straight mineral oil and use 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.
8-14 Nov 15/00
CESSNA
MODEL 182S
SECTION 8
HANDLING, SERVICE & MAINTENANCE
NOTE
During the first inspection
25 of the
Items which are inspection should h ove not be lines and fittings should oses, metal be inspected for signs of oil and fuel leaks, and checked for abrasions, chafing, security, proper routing and support, lnspect belt in the of leakage, and security of attachment. Engine controls and linkages intake should and be defective insulation, accordance with and exhaust systems checked loose for through their full range, security of attachment and evidence of wear. lnspect wiring for secur¡ty, chafing, burning, or evidence of deterioration, and corroded terminals. Check deterioration.
for cracks, freedom of
, a general is required.
a preflight evidence movement broken terminals, heat the alternator
Maintenance Manual instructions, and retighten if necessary. A periodic check of these items during subsequent servicing operations is recommended.
FUEL
APPROVED FUEL GRADES (AND COLORS)
100LL Grade Aviation Fuel(Blue).
100 Grade Aviation Fuel (Green).
NOTE lsopropyl alcohol or diethylene glycol monomethyl ether
(D¡EGME) may be added to the fuel supply in quantities not to exceed 1% (alcohol) or 0.15% (D|EGME) of total volume.
Refer to Fuel information.
Additives in later paragraphs for additional
Nov 15/00 8-15
sEcTtoN
I
HANDLING. SERVICE & MAINTENANCE
CESSNA
MODEL 182S
FUEL CAPACITY
I
sz.o u.S. Gallons Total: 46.0 U.S. Gallons per tank.
NOTE
To ensure maximum fuel capacity when refueling and minimize cross feeding, the fuel selector placed in either airplane parked the LEFT or
RIGHT in a wings level, norma
Refer to Figure 1-1 for a definition of norma
Service the fuel system after each flight, and keep fuel tanks fullto minimize condensation in the tanks.
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 consumed and go unnoticed in the operation of the engine.
be and freeze in sufficient quantities engine fuel system.
to induce partial icing of the
While these conditions are quite rare and will not normally pose a problem to owners and operators, they do exist in cedain areas of the world and consequently must be dealt with, when encountered.
Therefore, under to help alleviate the these unusual conditions, it possibility is of fuel permissible to icing add occurring isopropyl alcohol or diethylene glycol monomethyl ether (D|EGME) compound to the fuel supply.
Nov 15/00
8-1 6
CESSNA
MODEL 182S
SECTION 8
HANDLING, SERVICE & MAINTENANCE
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, final goal is to obtain tank, and not just a with it must be remembered that correct fuello-additive fuel coming out ratio of the in the the refueling nozzle. For example, adding 15 gallons proportioned untreated fuel fuel to a tank which contains 20 gallons of will concentration level result in a of correctly lower-than-acceptable to the 35 gallons of fuel which now reside in the tank.
Alcohol, if used, is to be blended with the fuel in a concentration of
1o/" by volume. Concentrations greater than 1o/o are not recommended since they can be detrimentalto fueltank materials.
The manner in which significant because alcohol dissolved the alcohol is added is most effective when to the fuel is it is completely 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.
Nov 15/00 8-17
SECTION 8
HANDLING. SERVICE & MAINTENANCE
CESSNA
MODEL 182S
50 ul to
?¿o lL o ct) tIl f
9go o o
5 d20 l.- ,,
10 20 30
40
GALLONS OF GASOLINE
Figure 8-1. Fuel Mixing Ratio
Nov 15/00
CESSNA
MODEL 182S HANDLING,
SECTION 8
SERVICE & MAINTENANCE
Diethylene glycol monomethyl ether (D|EGME) compound must be carefully mixed with the fuel
(minimum) in and 0.15% (maximum) concentrations between of total fuel volume.
O.1O%
Refer to
Figure 8-1 for a D|EGME-to-fuel mixing chart.
¡[,wnnnrnc
ANTI.ICING ADDITIVE
IS
DANGEROUS TO
HEALTH WHEN BREATHED AND/OR ABSORBED
INTO THE SKIN.
¡[ cnunon
MIXING OF D¡EGME WITH FUEL IS
EXTREMELY I
¡MPORTANT. A CONCENTRATION IN EXCESS OF
THAT RECOMMENDED (0.15%
MAXTMUM)
EFFECTS
MAy
TO
RESULT
THE FUEL rN
BY
VOLUME
DETRTMENTAL
TANK AND SEALANT,
AND DAMAGE TO O.RINGS AND SEALS USED
IN THE
FUEL SYSTEM
AND
ENGINE
COMPONENTS. A CONCENTRATION
THAN THAT RECOMMENDED (0.10%
OF LESS
By TOTAL voLUME M|N|MUM)
INEFFECTIVE
RECOMMENDED
W|LL
TREATMENT.
BLENDING EOUIPMENT
RESULT
USE
ONLY
THAT
tN
IS
BY THE MANUFACTURER TO
OBTAIN PROPER PROPORTIONING.
Prolonged when sumps. storage of the airplane will result in a water buildup in the fuel which "leeches out" the additive. an excessive amount of water accumulates in the fuel tank
The concentration can be
An indication checked using a of this is differential refractometer. lt is imperative differential refractometer that the technical manual for the be followed explicitly when checking the additive concentration.
Nov 15/00 8-19
SECTION 8
HANDLING. SERVICE & MAINTENANCE
CESSNA
MODEL 182S
FUEL CONTAMINATION
Fuel contamination present in microbes the fuel system, and may consist of water, rust, sand, dirt, or is usually bacterial growth. ln the result of foreign addition, additives material 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
-cup and drain
Itoiation lcontaminants fueled with the at are least a and from the fuel cupful present, proper grade and of fuel.
of fuel from stiainer quick drain valve to ensure each fuel tank the a clear to determine airplane sampler has drain if been
I
I el drain points again, then gentlY rock the move any additional all fuel drain points until all contamination epeated samples from has been removed. lf, 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. has been seruiced with lf the airplane the improper fuel grade, defuel completely and refuel with the correct grade. Do not fly the airplane with contaminated or unapproved fuel.
ln 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 between flights, provided weight full and balance considerations will permit, to reduce the possibility of water condensing on the walls of partially f illed 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 Nov 15/00
CESSNA
MODEL
182S
SECTION 8
HANDLING. SERVICE & MAINTENANCE
LANDING GEAR
Consult the following table for servicing information on the landing gear.
COMPONENT SERVICING CRITERIA
Nose Wheel (5.00-5, 6-Ply Rated Tire) 49.0 PSI
Main Wheel (6.00-6, 6-Ply Raled Tire) 42.0 PSI
Brakes
Nose Gear Shock Strut
MIL-H-5606
MIL-H-5606;55.0-60.0 PSI
.
*
Keep strut filled with MIL-H-5606 hydraulic fluid per filling instructions placard, strut, inflate with air to and with
55.0-60.0 no
PSl. load
Do on not the over inflate.
CLEANING AND CARE
WINDSHIELD AND WINDOWS
The plastic windshield and windows should be cleaned with an aircraft windshield cleaner. Apply the cleaner sparingly with soft cloths, and rub with moderate pressure until bug stains are removed. Allow the cleaner all dirt, oil scum and to dry, then wipe it off with soft flannel cloths.
¡[, cnunon
NEVER USE GASOLINE, BENZENE, ALCOHOL,
ACETONE, FIRE EXTINGUISHER, ANTI.ICE
FLUID,
LACOUER THINNER OR GLASS CLEANER TO
CLEAN
THE PLASTIC. THESE MATERIALS WILL ATTACK THE
PLASTIC AND MAY CAUSE IT TO CRAZE.
lf a windshield cleaner is not available, the plastic can be cleaned with sott cloths moistened with Stoddard solvent oiland grease.
to remove
Nov 15/00 8-21
I
SECTION 8
HANDLING, SERVICE & MAINTENANCE
CESSNA
MODEL 182S wax, pol¡shed out by hand with clean soft flannel cloths, will minor scratches and help prevent further scratching.
fill in
Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated since the cover may scratch the plastic sudace.
PAINTED SURFACES
The painted exterior surfaces durable, long lasting finish.
of your new Cessna have a
Generally, with water and mild soap, followed by with cloths the painted surfaces can be kept bright by washing or a chamois. Harsh or a rinse with water and drying abrasive soaps or detergents which cause corrosion or scratches should never be used. Remove assure adequate protection. Special care should be taken around rivet heads to seal and skin laps, which are the areas most n the leading and propeller these areas.
cleaning with soap solution or after chemical deicing operations.
8-22 Nov 15/00
CESSNA
MODEL 182S
SECTION 8
HANDLING, SERVICE & MAINTENANCE
When the airplane necessary protect to the remove is parked outside in cold climates and it is ice before painted surfaces flight, care during ice should removal be with taken to chemical liquids. lsopropyl alcohol without damaging will satisfactorily remove ice accumulations 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.
PROPELLER CARE
Preflight inspection occasionally of propeller blades for nicks, and wiping them 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 accordance
Most efficient cleaning spray cleaning, ensure which might be cleaned, with instructions using a suitable solvent, in in the airplane Maintenance Manual.
is done using a that protection spray is type cleaner. afforded for
Before components
Model 1825, lubrication of induction air fi
Nov 15/00 8-23
SECTION 8
HANDLING. SERVICE & MAINTENANCE
CESSNA
MODEL 182S
INTERIOR CARE
To remove dust and loose dift 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, L¡sed sparingly. Before using container and test it any solvent, read on an cleaned. Never saturate obscure the instructions on the place the fabric with a on the fabric volatile solvent; to it be may damage the padding and backing materials.
Soiled upholstery detergent, and carpet may used according to the be cleaned with foam type manufacturer's instructions. minimize wetting the fabric, keep the foam
To as dry as possible and remove it with a vacuum cleaner.
For complete information related to interior cleaning, refer to lChapter 12'of the
Model 182S, Series 1996 and On, Maintenance rManual.
8-24 Nov 15/00
CESSNA
MODEL 182S
SECTION 9
SUPPLEMENTS
SUPPLEMENTS
INTRODUCTION
The supplements in this section contain expanded operational procedures for both standard and optional equipment installed in the airplane. Operators should refer to each supplement to ensure that all limitations and procedures appropriate for their airplane are observed.
A Log Of Approved Supplements is provided beginning on page
Log 1 and lists all supplements applicable to this airplane by name, number and revision level. This log should be used as a checklist to ensure all applicable supplements have been placed in the Pilot's
Operating Handbook (POH). Supplements may be removed from the
POH provided the equipment is not installed on the airplane. equipment must is installed on the airplane, however, the supplement(s) be retained and updated as revisions to each supplement is lf issued.
Each individual supplement contains
Pages. This log lists page in the of
Effective the page number and effective date of every supplement. The log its own Log also lists the dates on which revisions to the supplement occurred. Additionally, the part number of the supplement provides information on the revision level. Refer to the following example: l82SPHUS-S1.04
Nov 15/00 9-1/(9-2 blank)
CESSNA
MODEL 182S
SECTION 9
SUPPLEMENTS
LOG OF APPROVED SUPPLEMENTS
NOTE
IT IS THE AIRPLANE OWNER'S RESPONSIBILITY TO ASSURE THAT HE
OR SHE HAS THE LATEST REVISION TO EACH SUPPLEMENT OF A
PILOT'S OPERATING HANDBOOK AND
APPROVED SUPPLEMENTS."
THE LATEST ISSUED 'LOG OF
THIS 'LOG OF
APPROVED
SUPPLEMENTS"
SHIPPED
WAS THE LATEST REVISION AS OF THE DATE IT WAS
BY CESSNA; HOWEVER, SOME CHANGES MAY
HAVE
OCCURRED AND THE OWNER SHOULD VERIFY THIS
MOST UP-TO.DATE VERSION
IS THE LATEST,
BY
CONTACTING CESSNA CUSTOMER suPPoRT AT (316) 517-5800.
SUPP.
#
SUPPLEMENT NAME
1
Bendix/King KX 1554 VHF
NAV/COMM with Kl 208 or Kl209A lndicator Head
2
Bendix/King KT 76C Transponder with Blind Encoder
3
Bendix/King KMA 26 Audio Selector
Panel
I
I
6
7
10
Pointer Model 3000-11 Emergency
Locator Transmitter (ELT)
Bendix/King KLN 898 Global
Positioning System (GPS)
Bendix/King KR 87 Automatic
Direction Finder (ADF)
Bendix/King KAP 140 Autopilot
Winterization Kit
Davtron Model 803 Clocl</OAT
Bendix/King KLN89 Global
Positioning System (GPS)
REV
LEVEL
2
EOUIPMENT
INSTALLED
2
1
1
1
P/N - 182SUSLOG03
Jan 15/01 LOG
1
SECTION 9
SUPPLEMENTS
CESSNA
MODEL 182S
LOG
OF APPROVED SUPPLEMENTS
SUPP.
SUPPLEMENTNAME
#
11
Bendix/King KAP 140 2-Axis
Autopilot (Aircraft Serial No.
18280001 thru 18280164)
12
Canadian Supplement
13
Bendix/King KCS-554 Slaved
Compass System with Kl-5254
Horizontal Situation lndicator
(HSl)
14
ArgentineSupplement
15
Bendix/King KAP 140 AutoPilot
(Serial No. 18280165 and on or aircraft modified by MK182-22-01) with altitude preselect
16
Reserued
17
Reserued
18
Reserued
I
I 19 KLN 94 GlobalPositioning system
REV
LEVEL
3
EOUIPMENT
INSTALLED
0
1
0
1
0
2
0
0
LOG 2
Jan 15/01
ATdtrcn Company
Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual
CESSNA MODEL
182S
AIRPLANES 18280001 AND ON
SUPPLEMENT
1
BENDIX/KING KX 1554
VHF NAV/COMM with K|208 or Kl209A INDICATOR HEAD coPYB|GHT @ 1997
CESSNA AIRCRAFT COMPANY
WCHITA, KANSAS. USA
'182SPHUS-Sr-02
1) vi" a.rof
GAMA
3 February 1997
Revision 2 -
15 November 2000 s1-1
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 - FAA APPROVED
CESSNA
MODEL 182S
SUPPLEMENT
1
BENDDUKING KX 1554 VHF NAV/COMM W¡th
Kl 208 or Kl 2094 INDICATOR HEAD
The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revísion will carry the date of that revision
Revision Level Date of lssue
0
1
(Original)
Feb. 3, 1997
Dec.1,1997
2
Nov.15,2000
LOG OF EFFECTIVITY PAGES
PAGE
Title (S1-1) s1-2 s1-3 s1-4 s1-5 s1-6 s1-7 s1-8
DATE PAGE DATE
Nov
Nov
Nov
Feb
Nov
15/00 S1-9
15/00 51-10
15/00 51-11
Feb
Feb
Feb
3197 51-12
3197 51-13
3/97 51-14
Feb
Feb
3/97
3/97
Dec 1197
Feb
Nov 15/00
Feb
3/97
3/97
3197 51-15
Feb3/97
15/00
51-16 blank
Feb 3197
SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Seruice Bulletins that are currently active.
Number
Airplane
Unit Revision
lncorporated
Title
Effectivitv lncorporation ln Airplane s1-2 Nov 15/00
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 - FAA APPROVED
SUPPLEMENT
BENDDUKING KX 1554 VHF NAV/COMM
KI 208 or KI 2O9A INDICATOR HEAD
with
I
SECTION
1
GENERAL
The Bendix/King consists of
KX 1554 VHF Nav/Comm, shown in Figure 1,1 a panel-mounted receiver-transmitter and a Kl 208 or Kl
2094lndicator.
The set includes transmitter channel glide- slope is and a a 760-channel
20O-channel receiver is
VHF
VHF also communications navigation included receiver. if the receiver-
Kl
A
40-
209A indicator kHz used. The communications receiver-transmitter receives and transmits signals between 118.00 and 136.975 MHz with 25spacing. Optional 8.33 kHz (2280 channel) Comm is available.
The navigation receiver receives VOR and localizer signals between
108.00 and 117.95 MHz in 50-kHz is automatically tuned when a steps. The glide slope localizer frequency receiver is selected. The circuits required to interpret the VOR and localizer signals are also an integral part of the Nav receiver.
Large selÊdimming communications gas discharge readouts display both the and navigation operating frequencies. The KX-
1554's
"flip-flop" preselect feature enables you channels,
Bearing to store one frequency in the standby display while operating on another and then interchange them instantly with the touch of a button. Both the active (COMM) and displayed at all times and are stored drain on the aircraft battery. KX 1554 has 32 programmable comm a stuck the standby (STBY) microphone in nonvolatile memory without aleft and frequencies transmitter may be shutdown,
To/From radial mode, course deviation indicator mode and an elapsed timer mode.
Nov 15/00 s1-3
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1
- FAA APPROVED
CESSNA
MODEL 182S
The Comm override the pulled out. squelch. portion automatic
Push the
A "T" will b valid signal reception.
squelch'
To control knob is the automatic and "R" during
The Nav portion uses control to receive the Nav signal knob out the pull out feature of the Nav volume ldent. to hear the ldent signal plus
Pull the volume control voice. Push the knob in to attenuate the ldent signal and still hear Nav voice.
All controls for the Nav/Comm, except those course selection, transmitter. Control lighting lighting and are mounted on the front panel of is provided by the instrument panel flood lighting for navigation the receiver-
NAV/COMM interior system. Operation añd dèscription of the audio selector panel used in conjunction with this radio is shown and described in Supplement 3 in this section.
NOTE
The unit has a stuck microphone aled feature. lf the microphone is keyed continuously for greater than
33 seconds, the transmitter stops transmitting and the active Comm frequency flashes to alert the pilot of the stuck mic condition.
s1-4 Feb 3197
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 - FAA APPROVED l¿¿.1t,^ l¿f.00
2s
I
t1.bD f9:5h
13 't2 rT 10
9
KX 155A VHF NAV/COMM
C ro tNDrcArtoN
Q rnou rNDrcATtoN
@r-lie tNDtcAnoN r¡o\
1
!'.?
KI2O9A INDICATOR
18
KI 2OS INDICATOR HEAD
0585C1 045
0585C1046
0585C1047
Figure 1. Bendix/King KX 1554 VHF NAV/COMM with Kt 208 or
Kl 2094 lndicator Head (Sheet 1 of 7)
Feb 3/97 s1-5
SECTIONg-SUPPLEMENTS
SUPPLEMENT 1 -
FAAAPPROVED
CESSNA
MODEL 1825
NAV FUNCTION DISPLAYS
ID9.ED
--t- --
--
--
DfÐ
VOR MODE: ACTIVVBEARING, CDI FORMAT tug
ED
FLHE
E nl]
VOR MODE: ACTIVE/BEARING, FI-AG DISPLAY
tng.Eu DlD'o
VOR MODE: ACTIVE "BEARING TO" FUNCTION DISPLAY
ID9.ED
VOR MODE: ACTIVE/BEARING. FLAG DISPLAY
I lD.9t
-
-t- --
LDr
LOCALIZER MODE: FREQUENCY/CDI FORMAT
TO
Figure 1.
Bendix/King KX 1554 VHF NAV/COMM with Kl 208 or
Kl209A lndicator Head
(Sheel2olT\ s1-6 Feb 3/97
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1
- FAA APPROVED
1. OPERATING COMM FREQUENCY DISPLAY
Displays
COMM ACTIVE and COMM STANDBY frequencies with between them to indicate TRANSMIT and an "R" a "T" to indicate
RECEIVE modes of operation.
2. OPERATING NAV FREQUENCY DISPLAY
-- The right poftion of the display is allocated to NAV receiver ACTIVE and
STANDBY information. The frequency channeling is similar to the COMM when operating in the frequency mode. The NAV
ACTIVE and STANDBY frequencies are stored in the memory on power down and return on power up.
3. NAV STANDBY/OBS/Bearing/RadialÆimer Display -- The right side of the NAV display is controlled by the
MODE
SELECTOR BUTTON (see frequency, this portion
#7 below). With an active VOR of the display shows the SïANDBY frequency, OBS setting for the internal CDl, the bearing to the
VOR station, radial from the VOR station, or a count-up/countdown timer. With an active localizer frequency, this portion of the display shows the standby frequency, the letters "LOC", or count-up/count-down timer.
4. NAV FREQUENCY SELECTOR KNOB (SMALL) --
Operates in 50 kHz steps. The NAV receiver's lower and upper frequency limits are 108.00 MHz and 117.95 MHz. Exceeding the upper limit of frequency band will automatically return to the lower limit and vice versa. increase (inc)
A clockwise rotation will the previous frequency while a counterclockwise rotation will decrease (dec) the previous frequency.
5. NAV FREQUENCY SELECTOR KNOB (LARGE) --
Operates in 1 MHz steps. The frequency inc/dec operates the
STANDBY increase frequency display. A clockwise rotation the previous frequency while will a counterclockwise rotation will decrease upper limit the previous frequency. Exceeding the of the frequency band will automatically return to the lower limit and vice versa.
Figure
1. BendilKing KX 155A VHF NAV/COMM with Kl 208 or Kl
2094 lndicator Head (Sheet 3 of 7)
Feb 3197 s1-7
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 - FAA APPROVED
CESSNA
MODEL 182S
6. NAV/FREQUENCY TRANSFER BUTTON
(e ) --
NAV frequency transfer button is pushed.
7. MODE SELECTOR BUTTON
-- Depressing the mode button will cause the NAV display to go from the ACTIVE/STANDBY format to the ACTIVE/CDI (Course Deviation lndicator) format.
ln the CDI mode, the frequency inc/dec knob (pushed in) display is external CDl. flash while independent the of any OBS course selected inner NAV frequency knob is pulled on
An "OBS" in the middle of the NAV display will out. an
The
CDI is displayed on the line below the frequency/OBS. When the ACTIVE window is tuned to standby frequency received area is a replaced localizer frequency, the by "LOC". When the signal is too weak to ensure accuracy the display will
"FLAG",
Depressing the mode button again will cause the NAV display to go from the ACTIVE/CDI format to the ACTIVE/BEARING format. ln channels the the
BEARING mode, the
ACTIVE frequency frequency inc/dec window. knob
Depressing the
VOR signal is received the display flags (dashes).
Figure
1. Bendix/King KX 1554 VHF NAV/COMM with Kl 208 or Kl
2094 lndicator Head (Sheet 4 o17) s1-8 Nov 15/00
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 - FAA APPROVED
Another push of the mode buüon will cause the NAV display to go from the
ACTIVE/BEARING format to the
ACTIVE/RADIAL format. ln the RADIAL mode, the frequency inc/dec knobs channel the ACTIVE frequency window and depressing the frequency transfer button will cause the
ACTIVE frequency
STANDBY
ACTIVE to frequency be window display. placed in blind storage and the
(in blind storage) to be displayed in the ln radial mode of operation, the right hand window of NAV display shows station. When a too weak the radial FROM the or invalid VOR signal is received the display flags (dashes).
Another push of the mode button will cause the unit to go into the TIMER mode. When the unit is turned on, the elapsed timer (ET) begins counting upwards from zero. The timer can be stopped and reset lransfer button for display to flash. countdown timer countdown timer lo zero by pushing
2 seconds or more causing the ET on the ln this state, the the timer
NAV frequency can be set as a or the elapsed timer can be restarted. The is set by using the NAV frequency inc/dec knobs to set the desired time and then pushing the NAV frequency transfer button to start the timer. The large knob selects minutes, the small knob in the "in" position selects 10 second intervals, and the small knob in the "oLrt" position selects individual seconds. After the countdown timer reaches zero, the counter will begin to count upwards indefinitely while flashing for the first 15 seconds. When the elapsed timer is reset to zero it may be restarted again pushing the NAV frequency transfer button.
by momentarily
8. NAV /OLUME CONTROL (PULL IDENT) -- Adjusts volume of navigation receiver ldent signal audio. When the knob is pulled out, the plus voice may be heard. The volume of voice/ident can be adjusted by turning this knob.
Figure 1. Bendix/King KX 1554 VHF NAV/COMM with K|208 or Kl
209A lndicator Head (Sheet 5 of 7)
Feb 3/97 s1-9
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1
- FAAAPPROVED
CESSNA
MODEL 182S
9. COMM FREQUENCY SELECTOR smaller knob is designed to change steps when of 50-kHz when it is pulled incremented out. it is
KNOB (INNER)
--
This the indicated frequency in pushed in, and in 25-kHz steps
For 8.33 kHz versions, channels are in 25 kHz steps with the knob pushed in and
8.33 kHz with the knob pulled out.
10. COMM FREQUENCY SELECTOR KNOB (OUTER) outer, larger selector knob is used to change the MHz portion of the frequency display.
MHz frequency spectrum, display around to the
At either band-edge an of the offscale rotation will other frequency band-edge
--
118-136 wrap
(i.e.,
The the
136
MHz advances to 118 MHz).
11. CHANNEL BUTTON
--
Pressing the CHAN button lor 2 or more seconds will cause the unit to enter the channel program
(PG) mode. Upon entering the channel program mode, the channel number programmed. The desired channel can be selected by turning the comm kHz knob. The channel frequency can be entered by pushing the comm transfer button which will cause the standby frequency then used between frequency, the will flash indicating that it can be to flash. The comm frequency knobs are to enter the desired frequency. corresponding channel is selection mode. Additional channels may pressing lf dashes skipped in
(located
136 MHz and 118 MHz) are entered instead of a channel be programmed by the COMM transfer button and using the same procedure. The channel information
CHAN button which will also cause is saved by pushing the the unit to return to the previous frequency entry mode.
The channel selection mode (CH) can then be entered by momentarily pushing the CHAN button. The comm frequency knobs can be used to select the desired channel. The unit will automatically default to the previous mode if no channel is selected within 2 seconds after entering the channel selection mode. The unit is placed in the transmit mode by depressing a mic button.
Figure 1. Bendix/King KX 155A VHF NAV/COMM with Kl 208 or Kl
209A lndicator Head (Sheet 6 of 7) s1-10 Feb 3197
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 - FAA APPROVED
12. COMM FREQUENCY TRANSFER BUTTON lnterchanges displays. the frequencies in the USE
(<+ and
) -l
STANDBY'
To tune the radio to the desired operating frequency, the desired frequency must be entered into the standby display and then the transfer button must be pushed. This will trade the contents operating frequency of the active can also be and standby displays. entered by accessing
The the
ACTIVE ENTRY (direct tune) mode which is done by pushing the COMM TRANSFER button for 2 or more seconds. ln the direct tune mode, only the active part of the display is visible.
The desired frequency can be directly entered into the display.
Push the COMM TRANSFER button again to return to the active/standby display.
The transceiver is always tuned the ACTIVE display. displays and lt is, different frequencies stored to the frequency appearing in therefore, possible in the ACTIVE to and have two
STANDBY to change back and forth between them at the simple push of the transfer button.
13. COMM VOLUME CONTROL (OFF/PULUTEST) --
Rotate the
VOL knob clockwise from the OFF position. Pull the VOL knob out and adjust for desired listening level. Push the VOL knob back in to actuate the automatic squelch. The VOL knob may also be pulled out to hear particularly weak signals.
14. VOF/Localizer Needle or CDI needle.
15. Glideslope Flag
16. TO-FROM-NAV FLAG
17. Azimuth Card
18. OBS Knob
19. Glideslope Needle
Figure 1. Bendix/King KX 1554 VHF NAV/COMM with Kl 208 or Kl
2094 lndicator Head (Sheet 7 of 7)
Dec 1197 s1-11
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 - FAAAPPROVED
CESSNA
MODEL 182S sEcTloN 2
LIMITATIONS
There is no change equipment is installed.
to the airplane limitations when this avionic
sEcfloN
3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this avionic equipment readouts is installed. However, if the frequency fail, the radio will remain operational on the last frequency selected. lf either frequency transfer button active frequency, is with both COMM and NAV pressed while power
MHz is applied to the unit, the unit wakes up with 120.00
in the COMM use frequency and 110.00 MHz in the and in the active held
NAV entry mode. This will aid the pilot in blind tuning the radio.
SECTION 4
NORMAL PROCEDURES
COMMUN ICATION RECEIVER-TRANSM ITTER O PERATION
:
1. OFF/PULIJTEST Volume Control and adjust
-- Turn clockwise; pull out to desired audio level; push control back in to activate the automatic squelch.
2. MIC Selector Switch (on audio control panel) -- SET to COMM
1.
3. SPEAKER Selector (on audio control panel) -- SET to desired mode.
4. COMM Frequency Selector Knobs
-- Select desired operating
5. frequency.
COMM Transfer frequency from
Button
PRESS to transfer desired the STBY display into the COMM display.
s1-12 Feb 3/97
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS,
SUPPLEMENT 1 - FAA APPROVED
6.
Mic Button: a. To transmit -- Press button and speak in microphone.
NOTE
During COMM transmission, between a lighted uTu the "COMM" and "STBY" displays the transceiver is operating in the transmit to will mode. appear indicate that b. To Receive - RELEASE mike button.
NAVIGATION RECEIVER OPERATION:
1. NAV Frequency Selector Knobs --
SELECT desired operating
2. frequency in "STBY" display.
NAV TRANSFER BUTTON
--
PRESS to transfer desired frequency from the "STBY" display into the "NAV" display.
3. Speaker Selector (on audio control panel) -- SET to desired mode..
4. NAV Volume Control -a. ADJUST to desired audio level.
b. PULL out to identify station.
I
VOR OPERATION:
Channel the NAV Receiver audio to the desíred VOR and monitor the to positively identify the station. To select an OBS course, turn the OBS knob
When to set the desired course under the lubber line, a signal is received, the NAV flag will pull out of view and show course.
a "TO" or "FROM" flag as appropriate for the selected
LOC OPERATION
Localizer circuitry channeled to an ILS is energized frequency. when the
Monitor
NAV the
Receiver
LOC audio is and positively identify the station. The NAV flag will be out of view when the signal is of sufficient strength to be usable.
Nov 15/00 s1-13
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 - FAA APPROVED
CESSNA
MODEL 182S
GLIDESLOPE OPERATION
The glideslope receiver localizer is automatically channeled when frequency is selected. A separate warning flag is provided a to indicate usable signal conditions.
PILOT CONFIGURATION
This mode can
Mode Button be accessed by pressing and holding the NAV for more than 2 seconds and then pressing the Nav
Frequency Transfer Button continuing for an additional
2 seconds, while to hold the NAV Mode Button. When the Pilot Config
Mode ís entered the unit will show the "SWRV" mnemonic which is the unit software revision level. Adjustment pages can be accessed by MODE button presses.
The pilot may adjust two parameters in the pilot configuration, the display minimum brightness and sidetone volume
Brightness (BRIM) will have and the brightest is 255. a range of 0-255. The dimmest is
0
Sidetone volume level level. is
Minimum adjusted when
SIDE is displayed. Values from 0-255 may be selected with 0 being least volume, 255 being the greatest.
Adjustment
Software Revision Number
Minimum Display Brightness
Mnemonic Min Level Max Level
SWRV
BRIM 0 255
Sidetone Level SIDE 0 255 s1-14 Feb 3/97
CESSNA
MODEL 182S
SECTION 9. SUPPLEMENTS
SUPPLEMENT 1 - FAAAPPROVED
Subsequent presses of the MODE button sequences
SWRV, BRIM, SIDE, and then back to SWRV.
through
Pressing configuration with the NAV Transfer Button momentarily exits Pilot mode. The NAV returns to its pre-Pilot Gonfig state the new brightness and sidetone levels stored in nonvolatile memory.
SECTION 5
PERFORMANCE
There is no change avionic equipment is to the airplane performance when this installed. externally mounted antenna,
However, the installation of an or several related antennas, will result in a minor reduction in cruise oerformance.
Feb 3/97 51-1si(S1-16 Blank)
ATodron Compâryr
Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual
CESSNA MODEL
1825
AIRPLANES 18280001 AND ON
SUPPLEMENT 2
BENDIVKING KT 76C
TRANSPONDER WITH BLIND ENCODER
1þ Ja"-a.rof GAMA copy.rcHr
@
1ee7
3 Fgbru ary 1997
CESSNA AIRCRAFT COMPANY wrcHrrA,KANsAs,usA
Revision 1
-
15 November 2000 s2-1
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 2 - FAA APPROVED
CESSNA
MODEL 182S
SUPPLEMENT
2
BENDIVKING KT 76C TRANSPONDER
ENCODER with BLIND
The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision
Revision Level Date of lssue
0
1
(Original)
Feb.3, 1997
Nov. 15,2000
LOG OF EFFECTIVITY PAGES
PAGE
Title (S2-1) s2-2 s2-3 s2-4 s2-5
DATE
Nov 15/00
Nov 15/00
Nov 15/00
Feb 3/97
Feb 3/97
PAGE s2-6 s2-7 s2-8 s2-9
52-10 blank
DATE
Nov 15/00
Nov 15/00
Feb 3/97
Feb 3/97
Feb 3197
SERVICE BULLETIN CONFIGURATION LIST
The following the operation is a list of Service Bulletins that are applicable to of the airplane, and have been incorporated into this supplement. This list contains only those Service Bulletins that are currently active.
Number Title
Airplane
Unit Revision
lncorporated
Effectivitv lncorporation In Airplane s2-2 Nov 15/00
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 2 - FAA APPROVED
SUPPLEMENT
BENDIVKING KT 76C TRANPONDER
With BLIND ENCODER
sEcfloN
1
GENERAL
The Bendix/King Transponder (Type KT 76C), shown
1, is the airborne component of an Air Traffic Control Radar Beacon
System (ATCRBS). The transponder enables the in
ATC
Figurel ground controller to "see" radarscope. and
The identify blind more encoder readily the aircraft
(SSD120-20) on enables the the transponder to automatically report aircraft altitude to ATC.
The Bendix/King Transponder system consists mounted
(altitude reporting) interrogations on of 4096 information code selections.
20 Blind Encoder transponder can provide altitude reporting in of a panelunit and an externally-mounted antenna. The transponder receives interrogating pulse signals coded pulse-train reply signals replying to Mode A (aircraft identification) and also to Mode C is included on in on
1090 a selective reply basis on any
A sidewall-mounted SSD120the
1030 MHz and
MHz. avionic lt is
1OO-foot transmits capable configuration, of the increments between -1000 and +20,000 feet.
The KT lntegrated)
76C features flight level altitude are microprocessor control. Mode and code selection are pedormed using the rotary knob and numeric buttons and all functions including the presented on a and display segments are automatically dimmed
LSI gas discharge by a
(Large Scale display. photocell
All type sensor.
Nov 15/00 s2-3
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 2 - FAA APPROVED
CESSNA
MODEL 182S
A VFR programming sequence, described in Section 4, allows the pilot to preprogram any single code such as "1200" into the KT
76C. Pressing the VFR button instantly returns the KT 76C to the preprogrammed code without having to manually enter "1200".
All Bendix/King Transponder operating controls are located on the front panel of the unit.
Functions of the operating controls are described in Figure 1.
s2-4 Feb 3/97
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 2 - FAA APPROVED
1. IDENT BUTTON (lDT) identifier pulse effect immediate identification controller's depressed, selects special to be transmitted with transponder reply to display.
-
When
('R" of the airplane on the ground will illuminate steadily for approximately 18 seconds. Button illumination is controlled by the avionic light dimming rheostat.
2. ALTITUDE DISPLAY left side of the
"FL" is
Level is a term
-
Displays the pressure altitude on display. The display is annunciated to in hundreds of feet.
indicate Flight Level altitude. the
Flight to indicate that the altitude is not true altitude, but barometric altitude which is not corrected for local pressure. For Example, "FL-040" corresponds of 4000 feet, meaning sea level pressure to an altitude of 29.92 inches of mercury.
The Flight Level altitude is only displayed when the altitude repofting is enabled, i.e. in Altitude mode. from the altitude altimeter is detected dashes lf will an invalid appear code in the window. Altitude reporting is disabled if the altitude window is blank or has dashes.
Figure 1.
Bendix/King KT 76C Transponder with Blind Encoder
(Sheet 1 ol 2)
Feb 3197 s2-5
SECTION 9. SUPPLEMENTS
SUPPLEMENT 2
-
FAA APPROVED
CESSNA
MODEL 182S s2-6
3. MODE ANNUNCIATORS -
Displays the operating mode of the transponder.
4. REPLY INDICATOR (R) - the transponder is
'R' replying to is a illuminated momentarily when valid interrogation the 18 +2 seconds following the initiation of an ldent.
and during
5. MODE SELECTOR KNOB
-
Controls application of power and selects transponder operat¡ng mode as follows:
OFF
-
Turns set off.
SBY
-
Turns set on for standby power and code selection.
"SBY" is annunciated.
TST
-
Self-test function. The transmitter is disabled. All display segments will illuminate.
ON
-
Turns set on and enables transponder to transmit
Mode A (aircraft identification) reply pulses. ON is annunciated.
ALT
-
Turns set on and enables transponder to transmit either Mode
Mode C
A (aircraft identification) reply pulses and
(altitude automatically reporting) by the interrogating pulses selected signal. ALT is annunciated.
6. VFR CODE BUTTON (VFR) cause a whatever Mode
-
Pressing pre-programmed Mode A the VFR Button reply code to will supersede
A reply code was previously in use. Button illumination is controlled by the RADIO LT dimming rheostat
7. CLEAR BUTTON (CLR) -- Pressing the CLR button will delete the last Mode A code digit entered.
8. NUMERIC KEYS 0-7 -
Selects assigned Mode A reply code.
The new code will be transmitted after a S-second delay.
Figure 1. Bendix/King KT 76C Transponder with Blind Encoder
(Sheet 2 ol2)
Nov 15/00
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 2 - FAA APPROVED
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed.
SECTION 3
EMERGENCY PROCEDURES
TO TRANSMIT AN EMERGENCY SIGNAL:
1. Mode Selector Knob -- ALT.
2. Numeric Keys 0-7 -- SELECT 7700 operating code.
TO TRANSMIT A SIGNAL REPRESENTING LOSS OF ALL
CoMMUNTCAT|ONS (WHEN tN A CONTROLLED
ENVTRONMENT):
1. Mode Selector Knob -- ALT.
2. Numeric Keys 0-7 -- SELECT 7600 operating code.
SECTION 4
NORMAL PROCEDURES
BEFORE TAKEOFF:
1. Mode Selector Knob -- SBY.
TO TRANSMTT MODE A (ATRCRAFT tDENT|FICATION) CODES tN
FLIGHT:
1. Numeric Keys 0-7 -- SELECT assigned code..
Nov 15/00 s2-7
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 2 - FAA APPROVED
CESSNA
MODEL 182S
2. Mode Selector Knob -- ON.
NOTES
.
During normal operation with Mode Selector Knob in ON position, reply indicator flashes, indicating transponder replies to interrogations.
.
Mode A reply codes are transmitted in ALT also; however, Mode C codes are suppressed when the
Mode Selector Knob is positioned to ON.
3. IDT Button
-- DEPRESS ground controller to momentarily
"squawk IDENT" when
("R" instructed will by illuminate steadily indicating IDENT operation).
TO TRANSMTT MODE
FLIGHT:
C (ALTTTUDE REPORTTNG) CODES lN
1. Transponder Code Selector Knob -- SELECT assigned code.
2. Mode Selector Knob -- ALT.
NOTES
When directed by ground controller to
"stop altitude squawk", turn Mode Selector Knob to
ON for Mode A operation only.
Altitude transmitted by the transponder for altitude squawk and displayed on pressure altitude the KT 76C panel is
(referenced to 29.92') and conversion to indicated altitude is done in the
ATC computers.
TO SELF-TEST TRANSPONDER OPERATION
:
1. Mode Selector Knob -- TST Check all displays.
2. Mode Selector Knob -- SELECT desired function.
s2-8 Feb 3/97
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 2
- FAA APPROVED
TO PROGRAM VFR CODE:
1. Mode Selector Knob -- SBY.
2. Numeric Keys 0-7 -- SELECT desired VFR code.
3. IDT Button -- PRESS AND HOLD.
a. VFR Code Button
--
PRESS (while still holding IDT button) to place new VFR code in nonvolatile memory for subsequent call up.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally-mounted antenna, in a or related external antennas, minor reduction in cruise performance.
will result
Feb 3/97 S2-9(S2-10 Blank)
AT6)dron Comparìy
Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual
CESSNA MODEL
182S
AIRPLANES 18280001 AND ON
SUPPLEMENT 3
BENDIX/KING KMA 26
AUDIO SELECTOR PANEL
1þ u"
ø",ofGAMA copy.,cHr@jee7
3 February 1997
CESSNA wrcurn,x¡r.¡s¡s,usn
Revision 1
- 15 November 2000
182sPHUs-s3-01
S3-1
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 3 - FAA APPROVED
CESSNA
MODEL 182S
SUPPLEMENT
3
BENDI)UKING KMA 26 AUDIO SELECTOR PANEL
The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision
Revision Level Date of lssue
0
1
(Original)
Feb 3, 1997
Nov.15,2000
LOG OF EFFECTIVITY PAGES
PAGE DATE PAGE
DATE
Title
(S3-1)
Nov
15/00 S3-s
Feb 3197
S3-2
S3-3
S3-4
Nov
Feb
Feb
15/00
3/97
3/97
53-6
S3-7
Nov 15/00
S3-8
Feb 3197
Feb 3/97
SERVICE BULLETIN CONFIGURATION LIST
The following the operation is a list of Service Bulletins that are applicable to of the airplane, and have been incorporated into this supplement. This list contains only those Service Bulletins that are currently active.
Number
Airplane
Unit Revision
lncorporated
Title
Effectivitv lncorporation In Airplane s3-2 Nov 15/00
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 3.
FAA APPBOVED
SUPPLEMENT
BENDIVKING KMA 26 AUDIO SELECTOR PANEL
SECTION
1
GENERAL
The Bendix/King KMA 26 Audio Selector Panel is a combination audio amplifier, an audio distribution panel intercom, and beacon receiver. The audio amplifier audio signals for the speaker functions selector are controlled swilch on the is for a amplification marker of system. All receiver audio distríbution by two rows of pushbuttons. right side of the console
A rotary connects the the microphone to either EMG, Com 1, Com 2, Com 3 or PA (Unused position). All operating controls are shown and described in Figure
1.
A crystal-controlled superheterodyne marker beacon receiver with 3-light presentation circuitry for the appropriate is incorporated within the marker lamps automatically to the cockpit ambient light unit. adjusts
Dimming brightness level. Hi and Lo sensitivity and lamp test functions are also provided.
by
Light dimming for the audío control panel is manually controlled the RADIO light rheostat knob,
MARKER FACILITIES
MARKER IDENTIFYING TONE LIGHT* lnner,
Continuous 6 dots/sec (3000
Hz)
Airway &
Fan
White
Middle
Alternate dots and dashes (1300
Hz)
Amber
Outer
2 dashes/sec (4OO
Hz)
Blue
*When the identifying tone is keyed, the respective indicating light will blink accordingly.
Feb 3/97 s3-3
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 3 - FAA APPROVED
CESSNA
MODEL 182S
1. MARKER BEACON ANNUNCIATOR LIGHTS -- The three-light marker beacon receiver when the amber, built into ship's antenna identify the beacon gpe.
the KMA 26 gives passes over
ã and white lights on the faceplate,
75 a visual and aural
MHz beacon. signal
The bìue, as well as the audio tones,
INNER, AIRWAY and FAN -- Light illuminates white of ILS inner, airway or fan marker beacons.
to indicate passage
OUTER -- Light illuminates blue oeacon.
to indicate passage of outer marker
MIDDLE
--
Light illuminates amber to indicate passage of middle marker beacon.
2.
PHOTOCELL FOR AUTOMATIC DIMMING OF MARKER BEACON
LIGHTS AND SELECT BUTTON -- The photocell in the faceplate automaticallv dims in the marker liohts as well as the oreen annunciators the Speatier Audio Select Butto"ns for night operationi
3. MARKER BEACON SENSITIVITY LAMP AND TEST SWITCH --The select the
Select button lluminated at beacon for the
, the high must ma passage. sensit¡vity a tone. lt will start to sound again when you are closer to the marker, giving you a more precise indication of its location.
that eceive the green to provide is on "Hl SENS" marker tone about h permits you to is point you may the "LO SENS' (middle) position to temporarily silence the
Figure 1. Bendix/King KMA 26 Audio Selector Panel (Sheet 1 of 3) s3-4 Feb 3197
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 3 - FAA APPROVED
4.
AUDIO SELECT BUTTONS
--
Push button audio selection is available
6.
(PUSH SPKR) SWITCH both headphone audio
-- With the Speaker Setecr and cabin speaker audio will be is active full-time. Headphone audio cannol
Figure 1. Bendix/King KMA 26 Audio Selector Panel (Sheet 2 of 3)
Feb 3/97 s3-5
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 3 - FAA APPROVED
CESSNA
MODEL 182S s.
PASSENGER INTERCOM VOLUME (VOL PASS) KNOB --
Adjusts passenger intercom volume.
10. INTERCOM MODE SELECT SWITCH
"CREW", AND "PILOT" which
--
Has three modes "ALL", are selected with the toggle switch on the lower left side on the faceplate. ln the "ALL" position the pilot, intercom loop and do not hear the radios.
When either the "ALL" or "CREW" intercom modes are selected, the control intercom volume only, not the receiver's volume.
'l 1. MARKEB MUTE BUTTON audio.
--
Mutes culrentlv active marker beacon
Figure 1. Bendix/King KMA 26 Audio Selector Panel (Sheet 3 of 3) s3-6 Feb 3/97
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 3 - FAA APPROVED sEcTroN 2
LIMITATIONS
There is no change to the airplane limitations when this avionic equipment is installed.
SECTION 3
EMERGENCY PROCEDURES ln the event of a failure of the audio amplifier in the KMA 26, asl evidenced by the inability to transmit in COM 1,2 or 3.
1. MIC Selector Switch -- EMG.
NOTE
This action bypasses the KMA 26 audio amplifier connects the pilot's mic/head set directly to COM
1.
and
SECTION 4
NORMAL PROCEDURES
AUDIO CONTROL SYSTEM OPERATION:
1. MIC Selector Switch -- Turn to desired transmitter.
2. SPEAKER receiver(s).
and Audio Select Button(s)
--
SELECT desired
NOTES
Rotation of the MIC selector switch selects the Com audio automatically.
Nov 15/00 s3-7
SECTION 9. SUPPLEMENTS
SUPPLEMENT 3 - FAA APPROVED
CESSNA
MODEL 182S
MARKER BEACON RECEIVER OPERATION:
1. TEST Position --
HOLD toggle down momentarily lights are operational.
to verify all
2. SENS Selections -- Select Hl sensitivity for airuay flying or LO for ILS/LOC approaches.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or related external antennas, will result in a minor reduction in cruise performance.
s3-8 Feb 3/97
ATüIM
Company
Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual
CESSNA MODEL
182S
AIRPLANES 18280001 AND ON
SUPPLEMENT 4
POINTER MODEL 3OOG11 OR MODEL 4OOO-11
EMERGENCY LOCATOR TRANSMITTER coPYRtGHT @ 1997
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS. USA
182SPHUS-54-01
J) Membe.l- of GAMA
3 Febru ary 1997
Revision 1
-
15 November 2000 s4-1
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 4 - FAA APPROVED
CESSNA
MODEL 182S
SUPPLEMENT 4
POINTER MODEL 3OOO.11 OR MODEL 4OOO.11
EMERGENCY LOCATOR TRANSMIfiER (ELT)
The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision
Revision Level Date of lssue
0 (Original)
1
Feb 3, 1997
Nov. 15,2000
LOG OF EFFECTIVITY PAGES
PAGE DATE
Title
(S4-1)
Nov 15/00
S4-2
S4-3
Nov 15/00
Nov 15/00
S4-4
S4-5
Nov 15/00
Nov 15/00
PAGE s4-6 s4-7 s4-8 s4-9 s4-10
DATE
Nov 15/00
Nov 15/00
Nov 15/00
Nov 15/00
Nov 15/00
SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Service Bulletins that are currently active.
Number
Airplane
Unit
Revision
Title
Effectivitv lncorporation lncorporated ln Airplane s4-2 Nov 15/00
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 4 - FAA APPROVED
SUPPLEMENT
POINTER MODEL
3000-1
1 OR
4000-1
EMERGENCY LOCATOR TRANSMTTTER (ELT)
1l sEcTtoN
1
GENERAL
This supplement provides information which must be obserued when operating the Pointer Model 3000-11 or 4000-11 Emergency
Locator Transmitter.
activate when the unit senses longitudinal inertia forces as required in TSO-C914. Also, top right hand side of the copilot's instrument panel for control of the the a remote switch/annunciator ht cre er swi is installed on the
I is t inte
ELT frequ
General aviation and commercial aircraft, the FAA and CAP monitor
121.5 MHz, and 243.0 MHz is monitored by the military.
The ELT is contained in
Lexon case a high impact, fire retardant, glass filled with carrying handle and is mounted behind the aft cabin partition wall on the right side of the tailcone. To gain access to t
The cabin partition.
rd facing end of the han on the top right ure 1).
Power for the transmitter is provided by an alkaline battery pack inside the transmitter case.
Nov 15/00 s4-3
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 4 - FAA APPROVED
CESSNA
MODEL 182S ln accordance with FAA regulations, the ELT's battery pack must be replaced after 2 years shelf or seruice life or for any of the following reasons: a. After the transmitter has been used in an emergency situation
(including any inadvertent activation of unknown duration).
b. After the transmitter has been operated cumulative hour (e.9. time accumulated for more than one in several tests and inadveftent activation of known duration).
c. On or before battery replacement date is marked on the battery date. Battery pack and the replacement label on the transmitter.
Irc
EMPE. Æ
Figure 1.
Pointer Model 3000-11 Emergency Locator Transmitter
.
Õ
1. REMOTE CABLE JACK
Connects to ELT remote switch/annunciator located on the copilot's instrument panel.
2. ANTENNA RECEPTACLE -- Connects to antenna mounted on top of tailcone.
3. TRANSMITTER ANNUNCIATOR LIGHT
-- llluminates red to indicate the transmitter is transmitting a distress signal.
4. MASTER FUNCTION SELECTOR SWITCH (3-position toggle switch):
AUTO
--
Arms transmitter for automatic activation if
"G"
ON switch senses a oredetermined deceleration level.
--
Activates transmitter instantly. Used for test purposes and if "G" switch is inoperative. The ON position bypasses the automatic activation switch.
(The red annunciator in the center of the remote switch/annunciator should illuminate).
s4-4 Nov 15i00
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 4 - FAA APPROVED
OFF/RESET
--
Deactivates transmitter during handling, following rescue and activation function. to reset
(The red the automatic annunciator the center of the remote switch/annunciator in
RESET -should extinguish).
5. REMOTE SWITCH/ANNUNCIATOR (3-position rocker switch): oN -Remotely activates emergency center that situations. of rocker switch illuminates the transmitter the is transmitter
Red transmitting for test annunciator to a or in indicate distress signal.
AUTO -Arms transmitter switch senses for automatic activation
a
predetermined if
"G" deceleration level.
Deactivates annunciator and automatic activation rearms by in center transmitter the "G" after switch.
Red of rocker switch should extinguish.
î
'3
Figure
2.
Pointer Model 4000-11 Emergency Locator Transmitter
(ELr).
1. REMOTE CABLE JACK
Connects to ELT remote switch/annunciator located on the copilot's instrument panel.
2. ANTENNA RECEPTACLE -- Connects to antenna mounted on top of tailcone.
3. TRANSMITTER ANNUNCIATOR LIGHT -- llluminates indicate the transmitter is transmitting a distress signal.
red to
Nov 15/00 s4-5
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 4 - FAA APPROVED
CESSNA
MODEL 182S
4. MASTER FUNCTION SELECTOR SWITCH (3-position toggle switch): oN --
AUTO --
OFF/RESET
Activates transmitter purposes and instantly. Used for test if "G" switch is inoperative. The
ON position bypasses the automatic activation switch. (The red annunciator in the center of
the
remote switch/annunciator should illuminate).
Arms transmitter switch senses for automatic activation if
"G"
a
predetermined deceleration level.
- Deactivates transmitter following rescue activation and to during reset the handling, automatic function. (The red annunciator in the center of the remote switch/annunciator should extinguish).
5. REMOTE SWITCH/ANNUNCIATOR (3-position rocker switch): oN -Remotely activates the transmitter for test or emergency center that of the situations. rocker switch transmitter is
Red annunciator illuminates transmitting to a in indicate distress
AUTO --
RESET -signal.
Arms transmitter switch senses for automatic activation if
"G"
a
predetermined deceleration level.
Deactivates annunciator and automatic activation rearms transmitter after by the "G" switch.
Red in center of rocker switch should extinguish.
SECTION 2
LIMITATIONS
Refer to Section 2 of the Pilot's Operating Handbook (POH).
s4-6 Nov 15/00
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 4 - FAA APPROVED
SECTION 3
EMERGENCY PROCEDURES
Before performing a forced landing, especially in remote and mountainous areas, activate remote switch/annunciator the ELT transmitter by positioning the to the ON position. The annunciator in center of the rocker switch should be illuminated.
lmmediately after is required, the ELT a forced landing where emergency should be utilized as follows: assistance
NOTE
The ELT remote switch/annunciator system could be inoperative if inoperative, damaged during the inertia trGrr a forced switch landing. will lf activate automatically. However, to turn the ELT OFF and
ON again requires manual switching of the master function selector switch which is located on the ELT unit.
1. ENSURE ELT ACTí VATION: a. Position remote switch/annunciator to the ON position even b. if annunciator light is already on.
lf airplane radio is operable and can be safely used (no threat of fire or explosion), turn ON and select 121.5 MHz.
lf the ELT can be heard transmitting, it is working properly.
c. Ensure that antenna is clear of obstructions.
NOTE
When the ELT is activated, a decreasing tone will be heard before the typicalwarbling tone begins.
2. PRIOR TO SIGHTING RESCUE AIRCRAFT
--
Conserve airplane baüery. Do not activate radio transceiver.
3. AFTER SIGHTING RESCUE AIRCRAFT -- Position remote switch/annunciator
AUTO position to the RESET position and release to the to prevent radio interference. Attempt contact with rescue aircraft with frequency ol 121.5 the
MHz. lf radío transceiver no contact is set established, to a return the remote switch/annunciator to the ON position immediately.
Nov 15/00 s4-71
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 4 - FAA APPROVED
CESSNA
MODEL 182S
4. FOLLOWING RESCUE -- Position remote switch/annunciator to the AUTO position, terminating emergency transmissions.
SECTION 4
NORMAL PROCEDURES
As long as the remote switch/annunciator is in the AUTO position and the ELT master function selector switch remains in the AUTO position, the ELT automatically activates when the unit senses longitudinal inedia forces as required in TSO-C914.
Following
ELT a lightning strike, or an exceptionally hard landing, the may activate although no switch/annunciator illuminates, emergency exists. lf the remote the ELT has inadvertently activated itself. Another way to check is to select 121.5 MHz on the radio transceiver and listen for an emergency lone transmission. remote switch/annunciator lf the is illuminated or an emergency tone is heard, position the remote switch/annunciator in the RESET position and release to the AUTO posítion.
The ELT must be seruiced in accordance with FAR Parl91.2O7.
INSPECTION/TEST
1. The emergency locator transmitter should be tested every 100 hours.
NOTE
Test should only be conducted within the first
5 minutes of each hour.
2. Disconnect antenna cable from ELT.
3. Turn airplane battery switch and avionics power switches ON.
4. Turn airplane transceíver ON and set frequency to 121.5 MHz.
5. Place remote switch/annunciator in the ON position. The annunciator should tone transmissions, switch/annunciator illuminate. Permit onlv three emergency then immediately reposition the remote to the RESET position and release to the
AUTO position.
l.o-,
Nov 15/00
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 4 - FAA APPROVED
6. Place
7. Place the position.
Verify that the transmitter annunciator light on the
ELT and the remote switch/annunciator on the instrument panelare illuminated.
the
ELT master
ELT
OFF/RESET position.
function selector master function switch selector in switch the in
ON the
8. Reposition ELT master function selector switch to AUTO.
9. Reconnect antenna cable to ELT.
¡[, wennrnc
A
TEST WITH THE ANTENNA CONNECTED
SHOULD BE APPROVED AND CONFTRMED BY
THE NEAREST CONTROL TOWER.
NOTE
Without its antenna connected, the ELT will produce sufficient signal yet it will not to reach the airplane transceiver, disturb other communications or damage output circuitry.
After accumulated test or operation battery pack replacement is required.
time equals
t
hour,
IN.FLIGHT MONITORING AND REPORTING
Pilot's are encouraged while in flight transmissions. On to monitor 121.5 MHz and/or 243.0 MHz to assist in identifying possible emergency ELT receiving
a
signal, report information to the nearest air traffic control facility: the following
1. Your position at the time the signal was first heard.
2. Your position at the time the signal was last heard.
3. Your position at maximum signal strength.
4. Your flight altitude and frequency on which the emergency signal was heard positions should aircraft has homing equipment, provide the bearing emergency
-- be
121.5 MHz or given relative to
243.0 a navigation signalwith each reported position.
MHz. lf possible, aid. lf to the the
Nov 15/00 s4-el
SECT¡ON 9 - SUPPLEMENTS
SUPPLEMENT 4 - FAA APPROVED sEcfloN
5
PERFORMANCE
There is no change in airplane performance when the ELT is installed.
ATiltlon Comp€ry
Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual
CESSNA
MODEL
1825
AIRPLANES 182S8OOO1 AND ON
Q u" a.rofGAMA
copy.,GHr@1se7
3 Fgbruary
1997
CESSNA AIRCRAFT COMPANY wrcHrrA, KANsAs, usA
Revision 3 - 20 May 1999 lg2sPHus-ss-o3
SS-1
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED
CESSNA
MODEL 182S
SUPPLEMENT 5
BENDI)UKING KLN 898 GLOBAL POSITIONING
SYSTEM (rFR)
The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision
Revision Level Date of lssue
0 (Original)
1
2
3
Feb.3,
LOG OF EFFECTIVITY PAGES
1997
Dec.1,1997
July 15, 1998
May 20, 1999
PAGE
Title (S5-1) ss-2 s5-3 s5-4 s5-5 s5-6 ss-7 s5-8 s5-9 s5-10
DATE
May 20199
May 20199
July 15/98
July 15/98
July 15/98
May 20199
July 15/98
July 15/98
July 15/98
July 15/98
PAGE s5-11 s5-12 s5-13 s5-14 s5-15 s5-16 s5-17 s5-18 s5-19
55-20 blank
DATE
May 20/99
May 20/99
May 20199
May 20199
May 20199
May 20199
May 20199
May 20199
May 20199
May 20/99 s5-2 May 20199
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5
- FAA APPROVED
SUPPLEMENT
5
BENDIVKING KLN
SYSTEM (rFR)
898 GLOBAL POSITIONING
SERVICE BULLETIN CONFIGURATION LIST
The following the operation is a list of Service Bulletins that are applicable to of the airplane, and have been incorporated into this supplement. This list contains only those Seruice Bulletins that are currently active.
Number
Title
Airolane
Unit Revision lncorporated
Effiävifv iñilrporation fnffilane sB98-34- KLN
898 182580001
7/15198
01
NAVIGATION THRU
SYSTEM
IFR
182580257
NON-
PRECISION
APPROACH
LIMITATION
July 15/98 s5-3
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED
CESSNA
MODEL 182S
SUPPLEMENT
BENDI)(/KING KLN 898
GPS NAVTGATTON SYSTEM (tFR)
SECTION
1
GENERAL
¡[, wnnnrruc
THE KLN 898
OPERATIONAL
IS NOT AUTHORIZED
INSTRUMENT APPROACHES
REVISION
UNLESS
FOR
THE
STATUS
IS
UPGRADED TO ''ORS 02" OR LATER, AS READ
ON THE POWER.ON PAGE, AND THE HOST
SOFTWARE
OOO4''
IS UPGRADED
OR LATER,
TO "HOST
OO88O.
AS READ ON THE KLN 898
OTH 6 PAGE.
The KLN 898 GPS (Global Positioning System) is a threedimensional precision navigation system based on 24 earth orbiting satellites. Receiver Autonomous lntegrity Monitoring (RAIM) function peÍorm that every IFR-ceftified GPS receiver must is a continuously to assure position accuracy. RAIM is available when 5 or more of these satellites are in view, or 4 satellites are in view and a barometrically corrected altitude input from is the airplane's altimeter made. Annunciation is provided if there are not enough satellites in view to assure position integrity.
Operational guidance provided with the for the KLN 898 GPS Navigation System is
BendilKing KLN 898 Pilot's Guide (supplied with the airplane). This Pilot's Guide should be thoroughly studied and
VFR operations conducted so that
GPS system you are totally familiar with the of navigation before actually using this equipment in
IFR conditions.
s5-4 July 15/98
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5
.
FAA APPROVED
The database card information is an electronic memory containing on airpofts, navaids, intersections, SID's, STAR's, instrument approaches, special use airspace, and other items of interest to the pilot.
Every 28 days, Bendix/King receives new database information from Jeppesen Sanderson for the North American database region.
This information is processed and downloaded onto the database cards. Bendix/King makes these database card updates available to KLN 898 GPS users.
¡[, cnunoru
THE DATABASE MUST
\,ì'HILE
THE
THE AIRCRAFT
KLN 898
BE
IS ON THE GROUND.
DOES NOT
UPDATED ONLY
PERFORM ANY
NAVIGATION FUNCTION WHILE THE DATABASE
IS BEING UPDATED.
NOTE
A current database use the KLN is required by regulation in order to
898 GPS system for nonprecision approaches.
Provided the KLN 898 navigation system usable signals, is receiving adequate it has been demonstrated capable of and has been shown to meet the accuracy specifications oceanic and remote, of:
VFF/IFR en route en route domestic, terminal, and instrument approach (GPS, Loran-C, VOR, VOR-DME, TACAN, NDB, NDB-
DME, RNAV) operation within the U.S. National Airspace System,
North Atlantic Minimum Navigation Pedormance Specifications
(MNPS) Airspace and latitudes bounded by 74' Nofth and 60"
South using the WGS-84 (or NAD 83) coordinate reference datum in accordance with the criteria of AC 20-138, AC 91-49, and AC 120-
33.
Navigation data is based upon use of only the global positioning system (GPS) operated by the United States.
July 15/98 s5-5
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED
CESSNA
MODEL 182S
NOTE
Aircraft using GPS for oceanic IFR operations may use the
KLN 898 to replace one long range navigation. A of the other approved means single KLN 898 GPS of installation may also be used on short oceanic routes which require only one means of long-range navigation.
NOTE
FAA approval constitute of the KLN 898 does approvalfor use in foreign airspace.
not necessarily
NOTE
When the
01621-0001
OTH
898 contains receiver software RCVR as verified on the
6 page, the unit is qualified for BRNAV (Basic Area
Navigation) operation in the European region in accordance with the criteria of AC 90-96. (Reference ICAO Doc 7030
Regional Supplementary Procedures,
Guidance Leaflet AMJ20X2
Standard
KLN
(or higher dash number),
Doc 003-93
Operational Requirements and
Area
JAA
Navigation
Technical
Eurocontrol RNAV
Equipment and Functional Requirements
(RNAV).) s5-6 May 20/99
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5
- FAA APPROVED
0s85C1042
1. GPS MESSAGE (MSG) ANNUNCIATOR LIGHT begin flashing whenever the message prompt (a large "M" orì the left side of the screen) on the KLN flashing to alert the pilot that a message is waiting. Press the
Message (MSG)
898 key on the GPS to display the message. lf a message condition exists which requires
- MSG
GPS unit will begins a specific action by the pilot, the message annunciator will remain on but will not flash.
2. GPS WAYPOTNT (WPT) ANNUNCIATOR LIGHT
WAYPOINT annunciator will begin to flash approximately 36 seconds prior to reaching a Direct-To waypoint. Also, when turn anticipation annunciator beginning will is enabled in the KLN 898 GPS unit, the begin to flash 20 seconds prior
--
GPS to the of turn anticipation, then illuminate steady at the very beginning of turn anticipation.
July 15/98
Figure 1. GPS Annunciator/Switch (Sheet 1 of 3) s5-7 I
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED
CESSNA
MODEL 182S
¡[, wanurruc
TURN ANTICIPATION
DISABLED FOR
PUBLTSHED ovERFLtGHT
SELECTION
PAGE
EN ROUTE SEGMENTS (REOU¡R|NG
ON THE
AUTOMATICALLY
FAF WAYPOINTS AND THOSE
USED EXCLUSIVELY
OVERFLIGHT IS REQUIRED. FOR WAYPOINTS
SHARED BET\'ì'EEN SID/STARS
AND tN
IN
THE
IS
SID/STARS
S|D/STARS),
PRESENTED
WHERE pROpER
WAYPOINT
IS NECESSARY TO PROVIDE ADEQUATE
ROUTE PROTECTION ON THE SID/STARS.
3. GPS APPROACH (GPS, APR) SWITCH
APPROACH switch manually selects or disarms the approach
ARM mode and also cancels the approach ACTV mode after being automatically engaged by the KLN 898 GPS system.
The white background color of annunciator makes it visibte in daylight.
the
- Pressing the GPS
GPS APPROACH
4. ARM ANNUNCIATOR illuminate when the
LIGHT
KLN 898
ARM
GPS annunciator system will automatically selects the approach ARM mode or when the approach ARM mode is manually selected. The approach ARM mode will be automatically selected when airpofi, and an approach the airplane is within 30 NM of an is loaded in the flight plan for that airport. The approach ARM mode can manuafly be selected at a greater distance than 30 NM from the airport by pressing the GPS APPROACH switch; however, this will not change the
CDI scale until the airplane reaches the approach ARM mode can also
30 NM point.
The be disarmed by pressing the
GPS APPROACH switch.
5. ACTIVE (ACTV) ANNUNCIATOR LIGHT -- ACTV annunciator will illuminate when the KLN 898 GPS system automatically engages the approach ACTV mode (the ACTV mode can only be engaged by the KLN 898 GPS system which is automatic.)
To cancel the approach ACTV mode, press the
GPS
APPROACH switch; this will change the mode to the approach
ARM mode and ilfuminate the ARM annunciator.
Figure 1. GPS Annunciator/Switch (Sheet 2 of 3)
I.u-,
July 15/98
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED
6. NAV/GPS SWITCH -- Toggles from Nav 1 to GPS and vice versa to control the type of navigation data lo be displayed on the CDI (Course Deviation lndicator).
The No. 1 CDI Omni
Bearing Selector (OBS) provides analog course input to the
KLN 898 in OBS mode when the
NAV/GPS switch/annunciator is in GPS. When the NAV/GPS switch annunciation digital is in NAV, GPS course selection in OBS mode is through the use of the controls and display at the KLN
898.
NOTE
Manual CDI course centering control knob can be distances. Centering the in OBS difficult, mode using especially
Course Deviation at the long lndicator
(CDl) needle can best be accomplished by pressing the
Direct-To button and then manually setting
CDI course to the the course value prescribed in
No. the KLN
1
89B displayed message.
NOTE
The Directional Gyro heading (HDG) bug must also be set to provide proper course dalum coupled optional to the KLN 898 in LEG or to the
OBS. autopilot
(When if the
HSI is installed, the HSI course pointer provides course datum to the autopilot.)
7. NAVIGATION SOURCE (NAV) ANNUNCIATOR -- The
NAV annunciator will illuminate steady to inform the pilot that
1 information is being displayed on the NAV 1 CDl.
NAV
L
NAVIGATION SOURCE (GPS) ANNUNCIATOR -- The GPS annunciator will illuminate steady to inform the pilot that GPS information is being displayed on the NAV 1 CDl.
July 15/98
Figure 1. GPS Annunciator/Switch (Sheet 3 of 3) ss-e I
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED
CESSNA
MODEL 182S
SECTION 2
LIMITATIONS
1. The KLN 898 GPS Pilot's Guide, P/N 006-08786-0000, dated
May, 1995 (or later applicable revision) must be available to the flight crew whenever IFR GPS navigation
Operational Revision Status (ORS) of the is used.
Pilot's Guide match the ORS level annunciated on the Self Test page.
The must
2. IFR Navigation is restricted as follows: a. The system must utilize ORS level 01 revision.
or later FAA approved b. The data on the self test page must be verified prior to use.
c. IFR en route and terminal navigation is prohibited unless the pilot verifies selected waypoint approved data.
the currency for of the database or verifies each accuracy by reference to current d. The system must utilize ORS Level 02 or later FAA approved revision to conduct nonprecision instrument approaches. ln addition, the software level status found on page OTH be "HOST 00880-0004" or
6 must later. lnstrument approaches must be accomplished in accordance with approved instrument approach procedures that are retrieved from the KLN
B9B database. The KLN 898 database must incoroorate the current update cycle.
1) The KLN 898
Quick dated 5/95 available
(or later to the flight operations.
Reference, applicable
P/N 00ô-08787-0000, to revision) must be crew during instrument approach
2) lnstrument approaches must be conducted in the approach mode and RAIM must be available at the Final Approach
Fix.
s5-10 July 15/98
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED
3) APR ACTV mode must proach Fix.
be annunciated at the Final Ap-
4) Accomplishment of lLS, LOC, LOC-BC, LDA, SDF, and
MLS approaches are not authorized.
5) When an alternate airport operating rules, is required by the applicabfe it musl be served by an approach based on other than GPS or Loran-C navigation.
6) The KLN 898 can only be used for approach guidance if the reference coordinate datum system for the instrument approach
KLN is WGS-84
898 database or NAD-83. (All approaches in the use the WGS-84 or the NAD-83 geodetic datum).
e. For BRNAV operations in the European region:
1) With 23 (24 available) if the altitude input to the KLN 898 is not or more satellites projected to be operational for the flight, the aircraft can depart without fudher action.
2) With 22 (23 available) if the altitude input to the KLN 898 is not or fewer satellites projected to be operational for the flight, the availability of the GPS integrity (RAIM) should be confirmed for the intended flight (route and time). This should be obtained from of the aircraft. The prediction program must comply with the criteria predicted a prediction program run outside of Appendix 1 of AC90-96. ln the event continuous loss of a of RAIM of more than 5 minutes for any part of the intended flight, the flight should be delayed, cancelled, or rerouted on a track where RAIM requirements can be met.
NOTE
AlliedSignal's Preflight, Version 2.O or later computer based prediction program may be used for the RAIM prediction.
Alternate methods should be submitted for approval in accordance with Advisory Circular AC90-96.
May 20199 s5-11
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED
CESSNA
MODEL 182S
I
f. The aircraft must have other approved navigation appropriate to the route of equipment flight installed and operational.
PLACARDS
Use of the KLN 898 without the Operational Revision Status upgrade to "ORS only. The following information must be presented in the form of placards when
02" or later the airplane is limited to VFR is equipped with and IFR enroute a KLN 898 unit that has not been upgraded.
1. On the instrument panel near the KLN 898 unit:
GPS NOT APPROVED
FOR IFR APPROACH
This placard upgrade is not required with an Operational Revision Status to "ORS 02" or later as read on the Power-On page and host software upgrade to "HOST 00880-0004" or later as read on the OTH 6 page.
SECTION 3
EMERGENCY PROCEDURES
There are no procedures when changes to the basic the KLN 898 GPS is installed.
airplane emergency
1. lf the KLN 898 GPS information is not available or invalid, utilize remaining operational navigation equipment as required.
2. lt a
"RAIM NOT AVAILABLE" message is displayed while conducting an instrument approach, terminate the approach.
Execute a missed approach if required.
s5-12 May 20199
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED lf a "RAIM NOT AVAILABLE" message is displayed in the en route or terminal phase
KLN 898 appropriate or reveft of flight, continue to an alternate to navigate using means of the navigation to the route and phase of flight. When continuing to use the KLN 898 for navigation, position must be verified
15 minutes using another IFR approved navigation system.
every
4.
Refer to the KLN 898 Pilot's Guide, Appendices B and C, for appropriate pilot actions to be accomplished in response to annunciated messages.
SECTION 4
NORMAL PROCEDURES
OPERATION
Normal operating procedures are outlined
Pilot's Guide, P/N applicable revision).
006-08786-0000, dated in the KLN 898 GPS
May, 1995, (or later
A KLN 898 Quick Reference, P/N 006-08787-
0000, dated May, 1995 (or later applicable revision) containing an approach sequence, operating tips and approach related messages is intended as well for cockpit use by the pilot familiar with KLN 898 operations when conducting instrument approaches.
¡[, wlnxrnc
TO
PREVENT THE POSSIBILITY OF
TURN
ANTICIPATION CAUSING
MISLEADING NAVIGATION
POTENTIALLY
WHEN
THE
AIRCRAFT IS NOT ON COURSE, VERIFY THE CDI
COURSE AND CDI
PROPER PRIOR
SWITCH FROM
NEEDLE PRESENTATION
TO
OBS
TAKEOFF AND DO
IS
NOT
TO LEG WITH GREATER
THAN 1 NM CROSS TRACK ERROR (XTK).
IF
MISLEADING DATA ¡S
SUSPECTED, A
DIRECT.TO OPERATION
WAYPOINT WILL CLEAR
TO YOUR
DESIRED
ANY PREVIOUS OBS
COURSE. AND CANCEL TURN ANTICIPATION.
May 20/99 s5-131
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED
CESSNA
MODEL 182S
NOTE
After the above Direct-To operation, fufiher reorientation to the nearest leg of the active flight plan may be accomplished by pressing the DirecþTo button followed by pressing the Clear button and finally the Enter Button.
Refer to the Pilot's Guide section 4.2.2 for an explanation of turn anticipation, and Appendix A - Navigation Terms for the definition of cross track error (XTK).
AUTOPI LOT COUPLED OPERATION
The KLN 898 may be coupled selecting GPS on the NAV/GPS to the KAP 140 autopilot by first desired track on the pilot's DG heading bug is required course datum changes may switch. Manual selection be necessary, such as in the case of flying of to provide to the KAP 140 autopilot. (Frequent course datum a the
DME arc.) The autopilot approach mode (APR) should be used when conducting a coupled GPS approach.
NOTE
Select HDG mode coupled DME for DME arc intercepts. NAV or APR arc intercepts overshoots (aggravated by can high result in excessive ground speeds and/or
íntercepts from insíde the arc).
APPROACH MODE SEQUENCING AND RAIM PREDICTION
¡[ wnnnnc
FAMILIARIW WITH THE EN ROUTE OPERATION
OF THE KLN 898 DOES NOT CONSTITUTE
PROFICIENCY IN APPROACH OPERATIONS. DO
NOT ATTEMPT APPROACH OPERATIONS IN
lMc
(|NSTRUMENT
METEOROLOGTCAL coNDrTloNS)
PROFICIENCY IN
PRIOR
TO
ATTA|NTNG
THE USE OF THE KLN 898.
lru-ro
May 20199
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED
NOTE
The special use airspace aleft will automatically be disabled prior to flying an instrument approach to reduce the potentialfor message congestion.
1. Prior to arrival, select a STAR if appropriate from the APT 7 page. Select an approach and an initial approach fix (lAF) from the APT
I page.
NOTE
Using the outer knob, select the ACT (Active Flight Plan
Waypoints) pages.
Pull the inner knob out and scroll to the destination airport, then push the inner knob in and select the ACT 7 or ACT
I page.
To delete
FPL 0 or replace page. Place a SlD, STAR or approach, select the cursor over the name of the procedure, press ENT to change it, or CLR then ENT to delete it.
2. En route, check for RAIM availability at the destination airport
ETA on the OTH 3 page.
NOTE
RAIM must be available at instrument approach. the FAF in order to fly an
Be prepared to terminate the approach upon loss of RAIM.
3. At or within 30 nm from the airpoñ: a. Verify automatic annunciation of APRARM.
b. Note automatic CDI needle scaling change from to
+1.0 nm over the next 30 seconds.
=5.0 nm c. Update the KLN 898 altimeter baro setting as required.
d. lnternally the KLN 898 will transition from en route to terminal integrity monitoring.
s5-151
--l
May 20199
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED
CESSNA
MODEL 182S
4. Select NAV 4 page to fly the approach procedure.
a. lf receiving radar vectors, or need to fly a procedure turn or holding pattern, fly in OBS until inbound to the FAF.
NOTE
OBS navigation is TO-FROM (like a VOR) without waypoint sequencing.
¡1, wnnnrrc
TO PREVENT THE POSSIBILITY OF
TURN
ANTICIPATION CAUSING
MISLEADING NAVIGATION
AIRCRAFT IS NOT ON
POTENTIALLY
WHEN
COURSE, DO
THE
NOT
SWITCH FROM OBS TO LEG WITH GREATER
THAN 1 NM CROSS TRACK ERROR (XTK).
b. NoPT routes including DME arc's are flown in LEG.
is mandatorv from the FAF to the MAP.
LEG
NOTE
Select HDG mode coupled intercepts
DME for DME arc intercepts.
arc intercepts overshoots (aggravated by from inside the arc).
can high result grounc
NAV or APR in excessive speeds and/or
¡[, wnnnrnc
FLYING FINAL OUTBOUND FROM
AIRPORT VORTAC ON AN
AN
OFF.
OVERLAY
APPROACH; BEWARE OF THE DME DISTANCE
INCREASING ON F¡NAL APPROACH, AND THE
GPS DISTANCE-TO-WAYPOINT DECREASING,
AND NOT MATCHING THE NUMBERS ON THE
APPROACH PLATE.
l.u-, u May 20199
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED
5. At or before 2 nm from the FAF inbound: a. Select the FAF as the active wavpoint, if not accomplished ffiad-r b. Select LEG operation.
-
6. Approaching the FAF inbound (within 2 nm): a. Verify APR ACTV.
b. Note automatic CDI needle scaling change from -¡1.0 nm to +0.3 nm over the c. lnternally
2 nm inbound to the FAF.
the KLN 898 will transition from terminal to approach integrity monitoring.
7. Crossing the FAF and APR ACTV is ry!annunciated: a. Do not descend.
b. Execute the missed approach.
8. Missed Approach: a. Climb.
b. Navigate available).
to the MAP (in APRARM if APR ACTV is not
NOTE
There is no automatic LEG sequencing at the MAP.
c. After climbing in accordance with the published missed approach procedure, press the Direct To button, verify or change the desired holding fix and press ENT.
May 20/99 s5-171
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED
CESSNA
MODEL 182S
GENERAL NOTES
.
The database must be up to date for instrument approach operation.
.
Onfy æ approach can be in the flight plan at a time.
.
Checking the OTH
RAIM prediction for your approach while en route using
3 page is recommended.
A self check occurs automatically within 2 nm of the FAF. APR ACTV is inhibited without RAIM.
.
Data cannot be altered, added to or deleted from the approach procedures contained in the database. (DME arc intercepts may be relocated along the arc through the NAV 4 or the FPL
0 pages).
.
Waypoint suffixes in the flight plan: i-- tAF f
--
FAF m h
--
MAP
-- missed approach holding fix.
.The DME arc IAF (arc intercept waypoint) will be on your present position radial off the arc VOR when you load the IAF into the flight plan, arc or the beginning of the arc if currently on limit. To adjust the arc intercept to a be radial beyond compatible the with a current radar vector, bring up page scanning field the arc IAF waypoint in or under the cursor on the FPL
CLR, then ENT. autopilot coupled) track value
Fly the arc in LEG. Adjust the and CDI course with reference on the NAV 4 page (it will flash
0 page, press heading bug (if to the desired to the NAV 4 remind you).
LefVright distance
DME
CDI needle information is not along the arc but direct to the active waypoint. (The arc radial is also displayed is relative to the arc. Displayed in the lower right corner of the
NAV 4 page.) l.u-,,
May 20/99
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED
The DME arc IAF identifier may be unfamiliar. Example: D098G where 098 stands and for the 098' radial off the referenced
G is the seventh letter in the alphabet indicating a
VOR,
7 DME arc.
.
APRARM to APR ACTV is automatic provided that: a.
b.
c.
d.
e.
f.
g.
You are in APRARM (normally automatic).
in LEG mode.
active
Within 2 nm
Outside of the FAF.
lnbound to the FAF.
RAIM is available.
Direct-To operation between the FAF and MAP cancels APR
ACTV. Fly the missed approach in APRARM.
Flagged navigation inside guaranteed) the FAF may usually be restored (not by pressing the GPS APR button changing from
ACTV to ARM. Fly the missed approach.
The instrument approach using the KLN 898 may be essentially automatically started 30 nm out (with a manual baro setting update) or it may require judicious selection of the OBS and LEG modes.
APRARM may be canceled at any time by pressing the GPS APR button. (A subsequent press will reselect it.) sEcTroN 5
PERFORMANCE
There is no change to the airplane performance when this avionics equipment is installed. However, installation of an externallymounted antenna or related external antennas, will result in a minor reduction in cruise pedormance.
May 2Ol99 55-19(5-20 blank)
ATs)dron CompÐy
Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual
CESSNA
MODEL
182S
AIRPLANES 18280001 AND ON
SUPPLEMENT 6
BENDIVK¡NG KR87
AUTOMATIC DIRECTION FINDER copy.,GHr
@
1ee7
CESSNA AIBCHAFT COMPANY wcHrrA,
KANsAs, usA ls2sPHus-s6-02
(l
Memøer of GAMA
3 Fgbru ary
1997
Revision 2 - 15 November 2000
S6-1
SECTION
9.
SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVED
CESSNA
MODEL 182S
SUPPLEMENT 6
BENDI)íKING KR 87 AUTOMATIC DIRECTION
FTNDER (ADF)
The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision
Revision Level Date of lssue
0 (Original)
1
2
Feb.3, 1997
Dec.
1
,1997
Nov. 15.2000
LOG OF EFFECTIVITY PAGE
PAGE
Title
(56-1)
Nov 15/00
56-2
Nov 15/00
56-3
56-4
56-5
56-6
Nov 15/00
Feb 3/97
Feb 3197
Feb 3197
PAGE
DATE
56-7
Feb 3/97
56-8
Feb 3/97
56-9
Feb 3197
56-10
Feb 3197
56-11
Dec 1/97
56-12
Feb 3/97
SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Service Bulletins that are currently active.
Number
T¡tle
Airplane
Unit Revision lncoroorated
Effe-õävlf iñForporat¡on ln A-ìrplan-e s6-2 Nov 15/00
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVED
SUPPLEMENT
BENDT)UKTNG
FTNDER (ADF)
KR 87 AUTOMATTC DTRECTTON
I
SECTION
1
GENERAL
The Bendix/King Digital ADF is a panel-mounted, digitally tuned automatic direction kHz digital tuning and eliminates system finder. lt is designed in the frequency range the is comprised need of a for to ot
2OO-kHz to
1799-kHz mechanical receiver, a provide continuous band switching. built-in electronics
1-
The timer, a bearing indicator, and a KA-448 combined loop and sense antenna.
Operating shown controls and displays for the Bendix/King Digital ADF are and described conjunction in Figure 1. The audio system used in with this radio for speaker-phone selection is shown and described in Supplement 3 of this handbook.
The Bendix/King Digital ADF can be used for position plotting and homing procedures, and for aural reception of amplitudemodulated (AM) signals.
The "flip-flop" frequency display allows switching between preselected 'STANDBY" frequency and "ACTIVE" frequencies by pressing the transfer button. Both pre-selected frequencies are stored in a non-volatile memory circuit displayed in large,
(no battery power required) easy-to-read, self-dimming gas and discharge numerics. The active frequency is continuously displayed in the left window, while the right window will display either the standby frequency or the selected readout from the built-in electronic timer.
The built-in electronic timer has two separate and independent timing functions. unit is turned minutes. An elapsed timer which will count up or down for up to 59 minutes and
An automatic flight timer that starts whenever the on.
59
This timer seconds. functions
When a up preset to 59 time hours interual and has
59 been programmed and the countdown reaches :00, the display will flash for 15 seconds. Since both the flight timer and elapsed timer operate independently, disrupting indicators it is possible to monitor either one the other. The pushbutton controls and the without bearing are internally lighted. lntensity is controlled by the RADIO light dimrning rheostat.
Nov 15/00
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVED
â$
rEE
:::
LiPr
FL
CESSNA
MODEL 1825 rlt
Ill
0585C
1
043
058sc1 044
Figure 1.
KR 87 Automatic Direction Finder (ADF) (Sheet 1 of 4) s6-4 Feb 3/97
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 6
.
FAA APPROVED
1. ANT/ADF selected by the "out" position improves
MODE identification.
ANNUNCIATOR the audio reception of and
The bearing pointer the ADF is
Antenna button. usually used
(ANT)
This for is mode station is deactivated and will park in the 90" relative position. Automatic Direction Finder (ADF) mode is selected by the depressed position of the ADF button.
This mode activates the will point in the direction bearing pointer. The bearing pointer of the station relative to the aircraft heading.
2. IN-USE FREQUENCY DISPLAY - The frequency to which the
ADF is tuned is displayed here. The active ADF frequency can be changed directly when either of the timer functions is selected.
3. BFO (Beat Frequency Oscillator) ANNUNCIATOR mode, activated and annunciated when depressed, permits the
- The BFO
"BFO" button is the carrier wave and associated morse code identifier broadcast on the carrier wave to be heard.
NOTE
CW signals (Morse Code) will be heard without use are unmodulated and no audio of BFO. This type of sígnal is not used in the United States air navigation. lt is used in some foreign countries and marine beacons.
4. STANDBY FREQUENCY/FLIGHT TIME OR ELAPSED TIME
ANNUNCIATION -- When FRQ is displayed the STANDBY frequency is displayed in the right hand display. The
STANDBY frequency is selected using the frequency select knobs. The selected STANDBY frequency is put into the
ACTIVE frequency windows by pressing the frequency transfer button. Either the standby frequency, the flight timer, or the elapsed time is displayed in this position. The flight timer and elapsed timer are displayed replacing the standby frequency which goes into "blind" memory to be called back at any time by depressing the FRQ button. Flight time or elapsed time are displayed and annunciated alternatively by depressing the
FLT/ET button.
Figure
1
.
KR 87 Automatic Direction Finder (ADF) (SheeÌ.2 ot 4)
Feb 3197 s6-5
SECÏION 9 - SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVED
CESSNA
MODEL 182S
5.
FLIGHT TIMER AND ELAPSED TIMER MODE ANNUNCIATION --
Either the elapsed time (ET) or flight time (FLT) mode is annunciated here.
6.
FREQUENCY SELECT KNOBS - Selects the standby frequency when
FRQ is displayed and directly selects the active frequency whenever either of the time functions is selected. The frequency selector knobs may be rotated either clockwise or counterclockwise. The small knob is pulled out to tune the 1's. The small knob is pushed in to tune the 10's.
The outer knob tunes the 100's with rollover into the 1000's up
These knobs are also used to
1799.
to set the desired time when tlre elaosed timer is used in the countdown mode.
7.
ON/OFF /OLUME CONTROL SWITCH (ON/OFF^/OL) primary pos¡tion power and audio output level. Clockwise rotation applies primary power to the receiver; rotation increases audio level. Audio muting causes
-- further
Controls from OFF clockwise the audio output to be muted unless the receiver is locked on a valid station.
8. SET/BESEï ELAPSED TIMER BUTTON (SET/RST)
-- The seVreset button when pressed resets the elapsed limer whether it is being displayed or not.
9. FLIGHT TIMEF/ELAPSED TIMEB MODE SELECTOR BUTTON
(FLT/ET) - The Flight Timer/Elapsed Time pressed alternatively selects either Flight mode selector button when
Timer mode or Elapsed Timer mooe.
10.
FREQUENCY TRANSFER BUTTON (FRO) - The FRQ transfer button when pressed exchanges frequency becomes the active and standby frequencies. The new active and the former active frequency goes into standby.
11. BFO (Beat Frequency Oscillator) BUTTON -- The BFO button selects the BFO mode when in the depressed position. (See note under item
3).
12. ADF BUTTON - The ADF button selects either the ANT mode or the
ADF mode. The ANT mode is selected with the ADF button in the out position. The ADF mode is selected with the ADF button in the depressed position.
Figure 1, KR 87 Automatic Direction Finder (ADF) (Sheet 3 of 4
òo-o Feb 3/97
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVED
13.LUBBER LINE
-- lndicates relative or magnetic heading of the aircraft. The heading must be manually input by the pilot with the heading (HDG) knob.
14. COMPASS CARD relative
-- Manually rotatable or magnetic heading card that
índicates of aircraft, as selected by HDG knob.
15. BEARING POINTER
North (N)
-- lndicates relative or magnetic bearing to station as selected by HDG knob. lf the relative heading of is manually selected under the lubber line by the pilot, then the bearing pointer indicates the relative bearing to the station. under lf the aircraft's magnetic heading is selected the lubber line by the pilot, then the bearing pointer indicates the magnetic bearing to the station.
16. HEADING KNOB (HDG) -Rotates card magnetic heading of aircraft.
to set in relative or
Figure 1.
KR 87 Automatic Direction Finder (ADF) (Sheet 4 of 4)
Feb 3/97 s6-7
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVED
CESSNA
MODEL 182S
SECTION 2
LIMITATIONS
There is no change is installed.
to airplane limitations when the KR 87 ADF sEcTroN 3
EMERGENCY PROCEDURES
There are no changes to the basic procedures when the KR 87 ADF is installed.
airplane emergency
sEcÏoN
4
NORMAL PROCEDURES
TO OPERATE AS AN AUTOMATIC DIRECTION FINDER:
1. OFF /OL Control -- ON.
2. Frequency Selector Knobs -- SELECT desired frequency in the standby frequency display.
3. FRQ Button --
PRESS to move the desired frequency from the
4. standby to the active position.
ADF Selector Switch (on audio control panel) - SELECT as desired.
5. OFF /OL Control -- SET to desired volume levef and identify that desired station is being received.
6. ADF Button -- SELECT ADF mode and note relative bearing on indicator.
ADF TEST (PRE-FLIGHT or IN-FLIGHT):
1. ADF Button
--
SELECT ANT mode and note pointer moves to
90'position.
2. ADF Button -- SELECT ADF mode and note the pointer moves without hesitation to the sluggishness, wavering station bearing. Excessive or reversals indicate pointer a signal that is too weak or a system malfunction.
s6-8 Feb 3/97
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 6
- FAA APPROVED
TO OPERATE BFO:
1. OFF /OL Control -- ON.
2. BFO Button -- PRESS on.
3. ADF Selector Buttons (on audio control panel)
--
SET to desired mode.
4. VOL Control -- ADJUST to desired listening level.
NOTE
A 1000-Hz tone and Morse Code identifier is heard in the audio output when a CW signal is received.
TO OPERATE FLIGHT TIMER:
1. OFFA/OL Control -- ON.
2. FLTIET Mode Button annunciated. Timer
-- PRESS (once or twice) until FLT is will already be counting since it is activated by turning the unit on.
3. OFFA/OL Control -- OFF and then ON if it is desired to reset the flight timer.
TO OPERATE AS A COMMUNICATIONS RECEIVER ONLY:
1. OFF /OL Control-- ON.
2.
ADF Button -- SELECT ANT mode.
3. Frequency Selector Knobs --
SELECT desired frequency in the standby frequency display.
4. FRQ Button -- PRESS to move the desired frequency from the standby to the active position.
5. ADF Selector Buttons (on audio control panel) desired mode.
6. VOL Control -- ADJUST to desired listening level.
--
SET to
Feb 3/97 s6-9
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVED
CESSNA
MODEL 182S
TO OPERATE ELAPSED TIME TIMER-COUNT UP MODE:
1. OFF^/OL Control -- ON.
2. FLTIÊT Mode Butlon -- PRESS (once or twice) until ET is annunciated.
3. SET/RST Button -- PRESS momentarily to reset elapsed timer to zero.
NOTE
The Standby Frequency which
Time is in memory while Flight or Elapsed Time modes are being displayed may be called back by pressing the FRQ button, then transferred to active use by pressing the FRQ button again.
TO OPERATE ELAPSED TIME TIMER.COUNT DOWN MODE:
1. OFF /OL Control--
ON.
2. FLT/ET Mode Button -- PRESS (once or twice) until ET is annunciated.
3. SET/RST Button --
PRESS until the ET annunciation begins to flash.
4. FREQUENCY SELECTOR KNOBS -- SET desired time in the elapsed time display. The small knob is pulled out to tune the
1's. The small knob is pushed in to tune the 10's. The outer knob tunes minutes up to 59 minutes.
NOTE
Selector seconds knobs remain after the last in the time set mode for
15 entry or until the
SET/RST,
FLT/ET or FRQ button is oressed.
5. SET/RST Button timer reaches 0,
--
PRESS it will staft to to start countdown. count up as
When display flashes the for
15 seconds.
NOTE
While FLT or ET are displayed, the active frequency on the left side of the window may be changed, by using the frequency selector knobs, without any effect on the stored standby frequency or the other modes.
s6-10 Feb 3197
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVED
ADF OPERATION NOTES:
ERRONEOUS ADF BEARING DUE TO RADIO FREOUENCY
PHENOMENA: ln the U.S., the FCC, which assigns AM radio frequencies, occasionally station in an will assign the same frequency area. Certain conditions, such cause signals from such stations to as more than
Night Effect, one may to overlap. This should be taken into consideration when using AM broadcast station for navigation.
Sunspots and atmospheric phenomena may occasionally distort reception so that signals from two stations on the same frequency will overlap. identification
For this reason, it is always wise to make positive of the station being tuned, by switching the function selector to ANT and listening for station call letters.
ELECTRICAL STORMS: ln the vicinity of electrical storms, an ADF indicator pointer tends to swing from the station tuned toward the center of the storm.
NIGHT EFFECT:
This is a disturbance particularly strong just after sunset and just after dawn. An ADF indicator pointer may swing erratically at these times. lf possible, tune to the most poweÉul station at the lowest frequency. lf this is not possible, take the average of pointer oscillations to determine relatíve station bearing.
MOUNTAIN EFFECT:
Radio waves reflecting from the surface of mountains may cause the pointer to fluctuate or show an erroneous bearing. This should into account when taking bearings over mountainoust
,b"e,,rjfl1""
COASTAL REFRACTION:
Radio waves may be refracted when passing from land to sea or when moving parallel to the coastline. This also should be taken into account.
Dec 1/97 s6-11
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVED
CESSNA
MODEL 182S
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionic equipment is installed. However, the installation of an externally mounted antenna or related external antennas, will result in a minor reduction in cruise performance.
s6-12 Feb 3/97
ATsxlron Comparry
Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual
CESSNA
MODEL 1825
AIRPLANES 18280001 AND ON
SUPPLEMENT 8
WINTERIZATION KIT copyR,cHr
@
1ee7 3
Q uember of GAMA
Fgbru ary 1997
CESSNA AIRCRAFT COMPANY wcHrrA,KANsAs,usA
Revision 1
-
15 November 2000
182sPHUs-sB-01
Sg_1
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 8 - FAA APPROVED
CESSNA
MODEL 182S
SUPPLEMENT
8
WINTERIZATION KIT
The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision
Revision Level Date of lssue
0
1
(Original)
Feb 3, 1997
Nov.15,2000
LOG OF EFFECTIVITY PAGES
PAGE DATE PAGE
DATE
Title
(S8-1)
Nov 15/00
S8-2
Nov 15/00
S8-3
S8-4
Feb 3/97
Feb 3197
SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Seruice Bulletins that are currently active.
Number
Airplane
Unit Revision
lncorporated
Title
Effectivitv lncorporation ln Airplane s8-2 Nov 15/00
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT
8.
FAA APPROVED
SUPPLEMENT
WINTERIZATION KIT
SECTION
1
GENERAL
The winterization kit consists of two cover plates (with placards) which attach to the air intakes in the cowling nose cap, silk screened on the instrument panel, and insulation crankcase breather line. operations installed, in tempertues consistently below zO"F (-7"C). Once the
This equipment should crankcase breather insulation permanent use in both hot and cold weather.
be installed for is a placard for approved the for
SECTION 2
LIMITATIONS
The following information must be presented in the form of placards when the airplane is equipped with a winterization kit.
1.
On each nose cap cover plate:
THIS PLATE NOT TO BE USED WHEN TEMPERATURE
EXCEEDS +20"F.
2.
On the instrument panel near the EGT gauge:
WINTERIZATION KIT MUST BE REMOVED WHEN OUTSIDE
AIR TEMPERATURE IS ABOVE 20"F.
Feb 3/97 s8-3
SECTION9-SUPPLEMENTS
SUPPLEMENT 8 - FAA
APPROVED
CESSNA
MODEL 182S
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when the winterization kit is installed.
SECTION 4
NORMAL PROCEDURES
There is no change to the airplane normal procedures when the winterization kit is installed.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when the winterization kit is installed.
s8-4 Feb 3/97
ATillEn Compâny
Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual
CESSNA MODEL
182S
AIRPLANES 18280001 AND ON
SUPPLEMENT 9
DAVTRON MODEL 803 cLocK/ o.A.T.
Jl Member of GAMA copy.,cHr@1ee7
3 February 1997
Revision 1
-
15 November 2000
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 9 - FAA APPROVED
CESSNA
MODEL 182S
SUPPLEMENT 9
DAWRON MODEL 803 CLOCIíO.A.T.
The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are atfected by the current revision will carry the date of that revision
Revision Level Date of lssue
0
1
(Original)
Feb 3, 1997
Nov. 15,2000
LOG OF EFFECTIVITY PAGES
PAGE DATE PAGE
DATE
Title
(S9-1)
Nov
15/00 S9-4
Feb 3197
S9-2
S9-3
Nov
Feb
15/00 S9-5
Nov 15/00
3197 59-6
Feb 3i97
SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable to the operation of the this supplement. airplane,
This and have been incorporated list contains only those Service into
Bulletins that are currently active.
Number
Airplane
Unit Revision
lncorporated
Title
Effectivitv lncorporation In Airplane s9-2 Nov 15/00
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 9 - FAA APPROVED
SUPPLEMENT
DIGITAL CLOCIIO.A.T.
SECTION
1
GENERAL
The Davtron Model 803 digital clock combines the features of a clock, outside air temperature gauge (O.A.T.) and voltmeter in a single unit. The unit is desígned for ease of operation wíth a three button control system. The upper button sequencing between temperature and is voltage. used
The buttons control reading and timing functions related to control lower two to the digital clock. Temperature and portion voltage functions are displayed in the upper of the unit's LCD window, and clocl</timing functions are displayed in the lower portion of the unit's LCD window.
The digital display features ensure good visibility under an internal light (back light) to low cabin lighting conditions and at night. The intensity of the back light is controlled by rheostat. ln addition, the display incorporates a the
PANEL test function
LT which allows checking that all elements of the display are operating.
SECTION 2
LIMITATIONS
There is no change to the airplane limitations when the digital clocl</O.A.T. is installed.
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when the digital clocl</O.A.T. is installed.
Feb3197 s9-3
SECTION 9. SUPPLEMENTS
SUPPLEMENT 9 - FAA APPROVED
CESSNA
MODEL 182S
UPPER
BUTTON iã\ o
UPPER LCD
WINDOW
LOWER
5q:5q
SELECT
CON
BUTTON
Figure 1. Davtron Model 803 Digital Clock
CONTROL
BUTTON sEcTloN 4
NORMAL PROCEDURES
TEST MODE
The unit may be tested by holding the SELECT button down for three seconds. Proper operation is indicated by the display 88:88 and activation of all four annunciators.
O.A.T. / VOLTMETER OPERATION
The upper portion of the LCD window is dedicated to O.A.T. and voltmeter operations. startup and
The voltmeter reading is preselected upon is indicated by an "E" following the display reading.
Pushing the upper button will sequence the window from voltage to fahrenheit ("F") to centigrade ("C"), and back again to voltage.
s9-4 Feb 3/97
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 9 - FAA APPROVED
CLOCK OPERAT¡ONS
The lower portion of the LCD window is dedicated to clock and timing operations. Pushing the SELECT button will sequence the window from universal time (UT) to local time (LT) to flight time (FT) to elapsed time (ET), and back again
CONTROL button allows for to universal time. Pushing the timing functions within the four
SELECT menus. Setting procedures are as follows:
SETTING UNIVERSAL TIME
Use the SELECT button
Simultaneously to select universal time (UT).
press both the SELECT and the CONTROL buttons to enter the set mode. The tens of hours digit will start flashing. The
CONTROL button button push increments the digit. Once the tens
SELECT button selects has been selected and set with the CONTROL button, a final push_ of the SELECT button exits the set mode. The lighted annuniiatorl will resume its has normal universaltime mode.
full control of the next digit the to be set. After flashing, indicating flashing the of digit, and hours clock the is last each is sel the digit running in
SETTING LOCAL TIME
Use the SELECT button to select localtime (LT). Simultaneously press both the SELECT and lhe CONTROL buttons to enter the set mode. The tens of hours digit will start flashing. The set operation is lhe same as for UT, except that minutes are already synchronized with the UT clock and cannot be set in local time.
FLIGHT TIME RESET
Use the SELECT button to select flight time (FT). Hold the
CONTROL button down for 3 seconds, or until 99:59 appears on the display. Flight time will be zeroed upon release of the
CONTROL button.
SETTING FLIGHTTIME FLASHING ALARM
Use the SELECT button to select flight time (FI).
Simultaneously press both the SELECT and the CONTROL buttons to enter the set mode. The tens of hours digit will staft flashing. The set operation is the same as for UT. When actual flight time equals the alarm time, the display will flash. Pressing either the SELECT or
CONTROL button will turn the flashing off and zero the alarm time.
Flight time is unchanged and continues counting.
Nov 15/00 s9-5
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 9
-
FAA APPROVED
CESSNA
MODEL 182S
SETTING ELAPSED TIME COUNT UP
Use the SELECT button to select elapsed time (ET). Press the
CONTROL button and elapsed time will start counting. Elapsed time counts up to 59 and minutes. lt minutes, continues
59 seconds, counting up and then switches to 99 hours and 59 to hours minutes.
Pressíng the CONTROL button again resets elapsed time to zero.
SETTING ELAPSED TIME COUNT DOWN
Use the SELECT button
Simultaneously
to
select Elapsed Time (ET).
press both the SELECT and the CONTROL buttons to enter the set mode. The tens of hours digit wíll start flashing. The set operation is the same as for UT, and a count down time can be set from a maximum of 59 minutes and 59 seconds. Once the last digit is set, pressing the SELECT button exits the set mode and the clock is ready to stad the countdown. Pressing the CONTROL button now will start the countdown. When countdown reaches zero, the display will flash. Pressing either the SELECT button or CONTROL will reset the alarm. After reaching zero, the elapsed time counter will count up.
BUTTON SELECT DISABLE
When there is no airplane power applied to the unit, the
CONTROL and SELECT buttons are disabled.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this equipment is installed. However, installation of this OAT probe will result in a minor reduction in cruise performance.
s9-6 Feb 3/97
ATodon Company
Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual
CESSNA MODEL 1825
AIRPLANES 18280001 AND ON
SUPPLEMENT 1O
BENDTX/K|NG KLN 8e (VFR) GLOBAL
POSITIONING SYSTEM
Member ofGAMA Q copy',[email protected]
3
February 1997
CESSNA AIBCRAFT COMPANY wrcHrrA,KANsAS,usA
Revision 1
-
15 November 2000
182sPHus-slo-oi
510_1
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1O - FAA APPROVED
CESSNA
MODEL 182S
SUPPLEMENT
1 O
BENDT)(/KTNG KLN 89 (VFR)
GLOBAL POSITIONING SYSTEM
The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision
Revision Level Date of lssue
0
(Original)
Feb 3, 1997
1
Nov. 15,2000
LOG OF EFFECTIVITY PAGES
PAGE
DATE
PAGE DATE
Title
(S10-1)
Nov 15/00
S10-2
Nov 15/00
510-3
S10-4
Nov 15/00
Feb 3/97
SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Service Bulletins that are currently active.
Number
Airplane
Unit Revision
Incorporated
Title
Effectivitv lncorporation ln Airplane s10-2 Nov 15/00
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1O
-
FAA APPROVED
SUPPLEMENT
BENDT)UKTNG KLN 8e
GLOBAL POSTTTONTNG
(VFR)
SYSTEM
I
|
SECTION
1
GENERAL
The Bendix/King KLN 89
Global Positioning Satellite network. lt contains a database cartridge which may be updated is by a navigation system based on the subscríption. Complete descriptive material on the KLN 89 may be found in the Bendix/King KLN 89
Pilot's Guíde supplied with the unit. This pilot guide must be available during operation of the KLN 89 unit.
SECTION 2
LIMITATIONS
Use of the KLN 89 following information is must limited to VFR be presented operations in the form only. The of placards when the airplane is equipped with a KLN 89 unit:
1.
On the instrument panel near the KLN 89 unit:
GPS NOT APPROVED
FOR IFR NAVIGATION
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when the KLN 89 GPS is installed.
Nov 15/00 s10-3
SECTIONg-SUPPLEMENTS
SUPPLEMENT 1O
- FAA
APPROVED
CESSNA
MODEL 1825
SECTION 4
NORMAL PROCEDURES
There is no change to basic airplane normal operating procedures with the KLN 89 GPS installed.
SECTION 5
PERFORMANCE
There is no change to the airplane peñormance when the KLN
89 GPS is installed. However, installation of an externally-mounted antenna or related external antennas will result in a minor reduction in cruise performance.
s10-4 Feb 3/97
ATstron
Compâny
Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual
CESSNA MODEL
182S
AIRPLANE SERIALS
18280001 THRU 18280164
SUPPLEMENT
1 1
BENDI)(/KING
2 AXIS
KAP 140
AUTOPILOT
J) MemberofGAMA copy.,cHr@'ee7
3
February
1997
CESSNA AIRCRAFT COMPANY wrcHrrA,KANsAs,usA
Revision 3 -
15 November 2000 ls2sPHugsir-os
51 1_l
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11
.
FAAAPPROVED
CESSNA
MODEL 182S
SUPPLEMENT 11
BENDIVKING KAP 140 2 AXIS AUTOPILOT
The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision
Revision Level Date of lssue
0
1
(Original)
Feb.3, 1997
July 18, 1997
2
3
Dec.1.1997
Nov. 15,2000
LOG OF EFFECTIVITY PAGES
PAGE
Title (S11-1) s11-2 s11-3
511-4 (blank) s11-5 s11-6 s11-7 s11-8 s11-9 s11-10 s11-11 s11-12 s11-13 sl1-14
DATE
Nov 15/00
Nov 15/00
Feb 3/97
Feb 3/97
Dec 1197
Dec 1197
Dec 1197
Dec 1/97
Feb 3/97
Feb 3197
Feb 3/97
Feb 3/97
Dec
1197
July 18/97
PAGE s11-15 s11-16 s11-17 s1 1-18 s11-19 sl1-20 s11-21 s11-22 s11-23 s11-24 s11-25 s11-26 sl1-27 s11-28
DATE
July 18197
July'18/97
July 18/97
July 18/97
Feb 3/97
Nov 15/00
Nov 15/00
Feb 3197
Feb 3/97
Feb 3197
Feb 3/97
Feb 3197
Feb 3/97
Feb 3/97 s11-2 Nov 15/00
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAA APPROVED
SUPPLEMENT
1 1
BENDIVKING KAP14O 2- AXIS AUTOPILOT
SERVICE BULLETIN CONFIGURAT¡ON LIST
The following is a list of Seruice Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Seruice Bulletins that are currently active.
Number
rire
*=T5#*
#oo,"r¡on
ffi
Feb 3/97 51 1-3l(S1 1-4 Blank)
CESSNA
MODEL 182S
SECTION 9. SUPPLEMENTS
SUPPLEMENT 11 - FAA APPROVED
SUPPLEMENT
BENDDUKING
2 AXIS
KAP 140
AUTOPILOT
SECTION
1
GENERAL
The KAP 140 2 Axis Autopilot provides the pilot with the following features: Vertical Speed mode (VS); Altitude hold (ALT);Wing Level
(ROL); Heading select (HDG); Approach (APR);
Localizer (LOC) and Glideslope
ILS coupling to
(GS); and backcourse (REV) modes of operation.
The KAP 140 2 Axis Autopilot has an electric trim system which provides autotrim during autopilot operation and manual electric trim
(MET) for the pilot when the autopilot trim system is designed to fail is not engaged. The electric safe for any single inflight malfunction. Trim faults are visually and aurally annunciated.
trim
A lockout device prevents autopilot or MET engagement until the system has successfully passed preflight preflight self-test begins with initial self power test.
Automatic application to the autopilot.
The following conditions will cause the Autopilot to automaticattyl disengage:
A. Power failure.
B. lnternal Flight Control System failure.
Ðec 1197 s11-5
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVED
CESSNA
MODEL 182S
C. Pitch accelerations in excess of +1.49 or less than 0.69 will cause the autopilot to disengage.
D. Flagged turn and bank gyro.
E. Computer autopilot monitor that detects either or P (PITCH) axis annunciator.
the R (ROLL)
Activation disconnect of AP DISC/TRIM INT control wheel switch will also the autopilot.
The AVIONICS MASTER switch supplies power bus bar of the radio circuit breakers and the to the avionics autopilot circuit breaker. The AVIONICS MASTER switch also serves as an emergency AP/MET shutoff
.
The airplane MASTER switch function used is unchanged and can in an emergency to shut off electrical power be to all flight control systems while the problem is isolated.
The following circuit breakers are used to protect the KAP 140
2-Axis Autopilot:
LABEL
FUNCTIONS
I AUTO Supplies power to the KC 140 Computer and
I PILOT the autopilot pitch, roll and pitch trim seruos.
WARN
Supplies separate power for autopilot alefting on the ship's annunciator
Panel' s1 1-6
Dec 1197
CESSNA
MODEL 182S
NAV/COMM
1
SECTION
9.
SUPPLEMENTS
SUPPLEMENT
1
1 - FAA APPROVED r-----J
ELEVATOR AND
ELEVATOR TRIM fi|$flerwnron
ANNUNCIATOR
PANEL
DIRECTIONAL
GYRO
HÞE nLT 'ef "zm
AUTOPILOT c/B
Y1
2-3'4
*oto*/
t b i b ..jQj|@
oB,|.ìo,,
Figure 1. Bendir/King 2-Axis KAP 140 Autopilot Schematic
(Sheet 1 of 5)
Dec 1197 s11-7
SECTION 9 - SUPPLEMENTS
SUPPLEMENT
1
1 - FAA APPROVED
CESSNA
MODEL 182S
HÞE
ELT þi \Nü
@WEE@E
1. PITCH AXIS indicates failure
(P) ANNUNCIATOR When illuminated, of pitch axis and will either disengage the autopilot or not allow engagement of the pitch axis.
2. AUTOPILOT ENGAGE/DISENGAGE (AP) BUTTON - When of AP button autopilot.
press. The button may be used to disengage the
3. ROLL AXIS (R) ANNUNCIATOR -- When illuminated, indicates failure of the roll axis and disengage the autopilot.
4. HEADING pushed, airplane will to
(HDG) select turn to
MODE the
SELECTOR
BUTTON
When
Heading mode, which commands and maintain the heading selected by the the heading selected the new
HDG an the autopilot be to en ge
Figure 1. Bendix/King 2-Axis KAP 140 Autopilot, Operating
Controls and lndicators (Sheet 2 of 5) s11-8 Dec 1197
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVED
5. NAVIGATION (NAV) MODE SELECTOR BUTTON pushed, automat signals mode is
--
When
The mode provides
VOR, LOC, or
GPS the ion
#1 CDl. tracking.
NAV
6. APPROACH (APR) MODE SELECTOR BUTTON
--
When
7. BAOK COURSE APPROACH (REV) MODE BUTTON --
This button tuned is to active only when a LOC/ILS the frequency. couled navigation receiver
When pushed will select
ís the
Back Course approach mode. This mode functions identically to the approach mode except that the autopilot response to
LOC signals is reversed. Glideslope is locked out with REV mode.
8. ALTITUDE HOLD (ALT) MODE SELECT BUTTON pushed, button established
10% is will select pressed. the provides capture and tracking
--
When of the selected altitude. The selected altitude is the airplane altitude at the moment the ALT lf altitude the ALT hold button
VS rate present, there will mode. is be
This pressed mode with approximately an
(of VS rate) overshoot, with the airplane returned positively to the selected altitude. This button may be used to a engage the autopilot.
9. VERTICAL SPEED (UP/DN) MODE BUTTONS -- The action of these buttons are dependent upon the veftical mode present when pressed. lf VS mode is active (AP plus any lateral mode) and the UP button is pressed, the autopilot will modify the displayed VS command (FPM) in the up direction. Single momentary increment cycles on either the VS command the UP or DN by 100 FPM per button cycle. will
When either button is continuously held in, it will modify the vertical speed command by 300 fpm per second.
Figure 1. Bendix/King 2-Axis KAP 140 Autopilot, Operating
Controls and lndicators (Sheet 3 of 5)
Feb 3/97 s11-9
SECTION 9. SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVED
CESSNA
MODEL 182S lf ALT mode ¡s active, pressing the UP/DN buttons will modify the captured altitude by 20 feet per cycle, or if held continuously will command the airplane up or down at the rate of 500 FPM, synchronizing the ALT reference to the actual airplane altitude upon button release.
10. AUTOPILOT CIRCUIT BREAKER
-- A supplying 28 VDC to the KAP 140 system.
S-amp circuit breaker
11. WARN CIB --
Power to the autopilot disconnect horn and the annunciator panel.
12. AUTOPTLOT DTSCONNECT
When depressed
(A/P DISC TRIM INT) SWITCH -will disengage the autopilot and interrupt electric trim annunciated power. An autopilot disconnect will be by a continuous 2 second tone accompanied by a flashing "AP" displayed on the autopilot computer.
13. MANUAL ELECTRIC TRIM SWITCHES (MET) - When both switches are pressed in the same direction, will activate pitch trim in the selected direction. lf only one switch is moved, the trim system will not operate. lf only the right half of the MET switch assembly system is held for will detect a
3 seconds, the trim monitoring switch failure resulting in a !
annunciation on the autopilot display and the disabling of the electric trim system. Autopilot power will have to be cycled to clear the fault. Use of manual electric trim during autopilot operation will disengage the autopilot.
14. OMNI BEARING SELECT KNOB (OBS) -- Selects the desired course to be tracked by the autopilot. (Note: The HDG bug must also be positioned to the proper course track the selected radial or desired track).
to capture and
Figure 1. Bendix/King 2-Axis KAP 140 Autopilot, Operating
Controls and lndicators (Sheet 4 of 5) s1 1-10 Feb 3/97
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVED
15. HEADING SELECT on the compass
KNOB (HDG) -- Positions the heading bug card. Note that the position of the heading bug also provides course datum to the autopilot when tracking in NAV, APR, or REV (BC) modes. This is in addition to its more intuitive use in the HDG mode.
16. PITCH TRIM (PT) Annunciator required pitch
-- lndicates the direction of trim. W¡th electric trim installed, the annunciation simply provides status as to the autopilot's request for autotrim. A solid indication represents the lowest demand level for trim; whereas a greater demand. A indication solid of a pitch trim
í a flashing annunciator implies fault. without
Refer an arrowhead to the is an
EMERGENCY
PROCEDURES for proper response to a pitch trim fault.
17. PITCH TRIM Annuncíation automated preflight continuous monitoring
-- llluminates whenever self test detects a system detects pitch a trim fault pitch the or trim fault a in flight. Refer to the EMERGENCY PROCEDURES for proper response to a pitch trim fault.
Figure
1.
Bendix/King 2-Axis KAP 140 Autopilot, Operating
Controls and lndicators (Sheet 5 of 5)
Feb 3/97 s11-11
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVED
CESSNA
MODEL 182S sEcÏoN
2
LIMITATIONS
The following autopilot limitations must be adhered to:
1. The entire preflight paragraph test procedure outlined under Section 4,
A of this supplement, including steps 1 through 7, must be successfully completed prior the autopilot to each flight. Use of or manual electric trim system is prohibited prior to completion of these tests.
2. During autopilot operation, a pilot with seat belt fastened must be seated at the left pilot position.
3. The autopilot must be OFF during takeoff and landing.
4. The system is approved for Category
I operation only
(Approach mode selected).
5. Autopilot maximum airspeed limitation -- 160 KIAS.
Autopilot minimum airspeed limitation -- 80 KIAS,
6. Flaps must be up with the autopilot engaged.
7. The autopilot must be disengaged below 200 feet AGL during approach operations and below 800 feet AGL for all other phases of flight.
8. Overriding the autopilot to change pitch or roll prohibited. (Disengage with AP/DISCÆRIM INT or attitude is
AP select button.)
9. The AUTOPILOT circuit breaker must be pulled following any inflight illumination of the red "PITCH TRIM" warning light, but only after first completing the Emergency Procedures (Section
3, paragraph
1.). autotrim systems
The will manual electric trim and autopilot be disabled with the AP/TRIM circuit breaker pulled.
s1 1-12 Feb 3197
CESSNA
MODEL 182S
SECTION 9. SUPPLEMENTS
SUPPLEMENT 11 - FAA APPROVED
PLACARDS
The following information must composite or individual placards.
be displayed in the form
1.
Near the throttle:
CAUTION:
POWER CHANGES IN EXCESS
OF 3 ln HG MAN PRESS/SEC
IN TURBULENCE WITH
AUTOPILOT ENGAGED CAN
CAUSE AUTOPILOT UPSET.
NOTE
Autopilot upset can result in of the airplane. change in lf this turbulence, a rapid pitch condition occurs while making firmly grasp the up or pitch down power control wheel and maintain airplane throughout control. Press and hold A/P DISC switch recovery. Once the airplane autopilot may be re-engaged as described
Normal Procedures.
is stabilized, the in Section 4,
2.
Above the flap control handle/indicator:
FLAPS MUST BE UP WITH THE AUTOPILOT ENGAGED
SECTION 3
EMERGENCY PROCEDURES
The among four step procedure listed under paragraph A should be the basic airplane emergency procedures that are committed to memory. accomplishing
lt
is important that the pilot be proficient allfour steps without reference to this manual.
in
Dec 1197 s11-13
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVED
CESSNA
MODEL 182S
I l. ln case of Autopilot, Autopilot Trim, or Manual Electric Trim
I malfunction (accomplish ltems A and B simultaneously):
A. Airplane Control Wheel
--
GRASP FIRMLY and regain aircraft control.
B.
A/P DISC/TRIM INT Switch PRESS and
HOLD throughout recovery.
C. AIRCRAFT -- RETRIM Manually as Needed.
D. AUTOPILOT Circuit Breaker -- PULL.
NOTE
The Avionics Master Switch may be used as an alternate means trim systems. locating of removing all power from the autopilot and electric lf above, then turn necessary perform sÌeps 1A through 1C
Avionics Master Switch on as soon as possible to restore power and pulling the to all the other
Avionics
Autopilot Circuit Breaker. Turn the avionics
Master Switch OFF equipment. Primary before attitude, airspeed, direclional compass, and altitude instruments will remain operational at alltimes.
¡[, mnrurruc
DO NOT ATTEMPT
TO
AUTOPILOT FOLLOWING
AUTOTRIM,
OR
MALFUNCTION
MANUAL
UNTIL THE
RE.ENGAGE
AN
AUTOPILOT,
ELECTRIC
CAUSE FOR
THE
TRIM
THE
MALFUNCTION HAS BEEN CORRECTED.
Maximum Altitude losses due to autopilot malfunction:
CONFIGURATION
Cruise, Climb,
Descent
Maneuvering
APPR
ALT. LOSS
250 ft.
100 ft.
50ft.
co
AMPLIFIED EMERGENCY PROCEDURES are presented to supply additional of providing the pilot with a more e recommended course of action for an emergency situation.
s1 1-14 July 18/97
CESSNA
MODEL 182S
SECTION 9. SUPPLEMENTS
SUPPLEMENT
1 1
- FAA APPROVED
1. An autopilot or autotrim malfunction occurs when there is an uncommanded deviation in the airplane flight path or when there is abnormal control wheel or trim wheel motion. ln some cases, and especially for autopilot trim, there may no airplane motion, yet the red PITCH TRIM be little annunciator to may illuminate and an alert tone may sound.
The primary concern trim malfunction, or in reacting to an autopilot or autopilot to an automatic disconnect of the autopilot, grasp is in maintaining control of the airplane. lmmediately the control wheel the controls as required and
DISCÆR|M INT switch throughout airplane within all of its to press operating should be used manually as needed
Locate and and hold down limitations. the A/P the recovery.
Manipulate safely maintain operation of
Elevator the trim to relieve control forces.
pullthe
AUTOPILOT circuit breaker on the right hand circuit breaker panel to completely disable the autopilot system.
2. A manual electric trim malfunction may be recognized by the illumination of a red PITCH TRIM annunciator accompanied by an alert tone, autopilot electric first or by unusual mode OFF without trim wheel motions with pilot actuation of the the manual trim switches. As with an autopilot malfunction, the concern following regaining control firmly and press of and a manual electric trim malfunction is the airplane. hold down
Grasp the the
A/P control wheel
DISC/TRIM INT switch. Locate and pull the AUTOPILOT circuit breaker on the right hand breaker panel.
3. Note that essentially the emergency procedure for any malfunction is
DISCÆR|M the same: immediately grasp the control wheel and regain airplane control while pressing and holding the A/P
INT switch down, and retrim the airplane as needed. After these steps have been accomplished secure the autopilot electric trim system by pulling the autopilot circuit breaker. As with any other airplane emergency procedure, it is important that the 4 steps of the Autopilot/Electric Trim
Emergency Procedures located are committed to memory.
on Page 13 of this supplement
July 18/97 s11-15
I
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVED
CESSNA
MODEL 182S
4. The AVIONICS MASTER switch may be used as required to remove while all power from the Autopilot and Electric Trim systems the circuit breaker
AVIONICS MASTER switch possible. With the AVIONICS MASTER switch off, all flight instruments is located to the and
ON pulled. position
Return as soon the as will remain operational; however, communications, navigation, and identification equipment will be inoperable,
5. lt is important that all portions of the autopilot and electríc trim system are preflight tested prior with the to each procedures published herein in flight in order accordance to assure their integrity and continued safe operation during flight.
¡L wannrno
DO NOT RESET AUTOPILOT CIRCUIT BREAKER
FOLLOWING AN
AUTOPILOT/AUTOTRIM OR
MANUAL ELECTRIC TRIM MALFUNCTION UNTIL
THE CAUSE FOR THE MALFUNCTION HAS BEEN
CORRECTED.
A flashing face of
P i annunciator with an up or down arrow head on the the autopilot computer.
A flashing
P i auto trim annunciation on the face of the autopilot indicates a faífure of the auto trim function to relieve pitch servo loading in a timely manner. This condition should be temporary.
1. FLASHING behavior.
P i
ANNUNCIATION
--
OBSERVE aircraft pitch lf pitch behavior is satisfactory, wait 5-10 seconds for the annunciation to stop.
2. lf annunciation continues, Airplane Control Wheel --
GRASP
FIRMLY, disengage the autopilot and check for an out of pitch trim condition manually retrim as required.
3. AUTOPILOT OPERATION out
-- CONTINUE if satisfied that the of trim indication was temporary. DISCONTINUE if evidence indicates a failure of the auto trim function.
A red P or R on the face of the autopilot computer.
1. A red P is an indication that the pitch axis of the autopilot has been disabled and cannot be engaged. DO NOT ENGAGE
¡NTO A ROLL AXIS ONLY SYSTEM.
I
.,,-ru
July 18/97
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVED
NOTE lf the red P lamp was the result of some abnormal accelerations on the airplane, the annunciation should be extinguished within approximately one minute and normal use of the autopilot will be reestablished.
2. A red R is an indication that the roll axis of the autopilot has been disabled and cannot be engaged. The autopilot cannot be reengaged.
Flashing mode annunciation in the display of the autopilot computer.
1. Flashing HDG
-- lndicates a failed heading. button to terminate flashing. ROL will be displayed.
PRESS HDG
2. Flashing NAV, APR flagged navigation button to terminate or REV source.
--
Usually
PRESS the an indication
NAV, APR or of a
REV flashing. ROL will be displayed. (Select a valid navigation source.)
NOTE
A flashing NAV, APR or REV annunciation can also be caused by a failed heading valid input.
3. Flashing GS -- lndication of a flagged glideslope. (GS will rearm automatically if a valid GS signal is received.)
NOTE
To continue tracking the localizer, observe the appropriate minimums for a nonprecision approach. (Press ALT twice in rapid succession to terminate the flashing. Control the pitch axis in the default VS mode.)
NOTE
At the onset of mode annunciator flashing, the autopilot has already reverled and or VS to a default mode of operation, i.e., ROL mode. An immediate attempt to reengage to lost mode may be made if the offending navigation, glideslope or compass flag has cleared.
EXCEPTION
The HDG annunciation will flash selection for 5 seconds upon of NAV, APR, or REV modes to remind the pilot to set the HDG bug for use as course datum.
July 18/97 s11-17
|
SECTION 9 - SUPPLEMENTS
SUPPLEMENT
1
1 - FAA APPROVED
CESSNA
MODEL 182S
Effects of instrument losses upon autopilot operation:
1. Loss of the artificial horizon -- no effect on the autopilot.
2.
Loss of the turn coordinator -- autopilot inoperative.
3. Loss of the DG (Directional Gyro)-- The directional gyro does not provide any system valid properly function flag. lf the DG fails to function the autopilot heading and navigation mode will not correctly. Under these conditions, the only useable lateralmode is ROL.
sEcTroN 4
NORMAL PROCEDURES
A.
PREFLTGHT (PERFORM pRtOR TO EACH FLTGHT):
1. AVIONICS MASTER -- ON.
2. POWER APPLICATION AND SELF TEST -- A self test is performed is a upon power application to the computer. This test sequence operation prior sequence is indicated by the sequence identified by of internal checks to allowing normal system steps. all that validate proper operation.
"p¡1" with an increasing number for
Successful completion of seff display segments being illuminated system
The test is
(Display
Test), external "Pitch Trim" (4,/C System Annunciator Panel) being illuminated, and the disconnect tone sounding.
NOTE
Upon applying power to the autopilot, the red P warning on the face of the autopilot pitch axis cannot may ílluminate indicatíng be engaged. temporary, lasting approximately
This condition that should
30 seconds. The P the be will extinguish and normal operation will be available.
s11-18 Feb 3/97
CESSNA
MODEL 182S
SECTION
9.
SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVED
¡[,wnnrrruc
IF PITCH TRIM LIGHT STAYS ON, THEN THE
AUTOTRIM DID NOT PASS PREFLIGHT TEST.
THE AUTOPILOT CIRCUIT BREAKER MUST BE
PULLED. MANUAL ELECTRIC TRIM AND AUTO.
PILOT ARE INOPERATIVE,
3. MANUAL ELECTRIC TRIM -- TEST as follows: Press both halves of the split Manual Electric Trim (MET) switches to the nose down position, verify that the trim wheel and the trim tab position indicator are moving in the down direction. Repeat test for the nose up direction.
Press MET
DISC/TRIM indicator switch while for are not still nose up lrim, moving, release holding MET press the trim up, and hold
INT switch, verify that both the
AP trim
DISC the trim
/ the wheel
TRIM wheel
AP and
INT and indicator should continue to move in the nose up direction.
4. AUTOPILOT -- ENGAGE by pressing AP button.
5. FLIGHT CONTROLS -- MOVE fore, aft, left and right to verify the autopilot can be overpowered.
6. A/P DISC/TRIM INT autopilot disconnects.
Switch PRESS. Verify that the
7, TRIM -- SET to take off position manually
Feb 3/97 s1 1-19
SECTION 9. SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVED
CESSNA
MODEL 182S
¡L wanrurno
THE PILOT IN COMMAND MUST CONTINUOUSLY
MONITOR THE
ENGAGED,
DISCONNECT
AUTOP¡LOT
AND BE
WHEN IT
PREPARED
IS
TO
THE AUTOPILOT AND TAKE
IMMEDIATE CORRECTIVE ACTION - INCLUDING
MANUAL CONTROL OF THE AIRPLANE AND/OR
PERFORMANCE OF EMERGENCY PROCEDURES
IF
AUTOPILOT OPERATION
IS NOT AS
EXPECTED OR IF AIRPLANE CONTROL IS NOT
MAINTAINED.
¡[, wnnnnc
DURING
ATIONS,
ALL AUTOPILOT COUPLED
THE PILOT
OPER.
IN COMMAND MUST USE
PROPER AUTOPILOT COMMANDS
PROPER ENGINE POWER
THE AIRPLANE IS
AND USE THE
TO ENSURE THAT
MAINTAINED BETWEEN 80
AND 160 KIAS, AND DOES NOT EXCEED OTHER
BASIC AIRPLANE OPERATING LIMITATIONS.
NOTE
Autopilot tracking performance lence.
will be degraded in turbu-
NOTE
Avoid abrupt power changes at low indicated airspeeds with the autopilot engaged.
1. BEFORETAKEOFF: a. A/P DISC/TR¡M INT Switch -- PRESS.
s11-20 Nov 15/00
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT
1 1 - FAA APPROVED
2. AFTERTAKEOFF: a. Elevator Trim -- VERIFY or SET to place the airplane in trimmed condition prior to Autopilot engagement.
NOTE
Engaging the autopilot into unwanted attitude changes annunciation.
a mistrim condition may cause and
a
"TRIM
FAIL" b. AP Button -- PRESS. Note ROL and VS annunciator on.
no other modes are selected the autopilot will operate the ROL and vertical speed modes.
¡1, wnnrurruc
WHEN OPERATING
RATE OF CLIMB AIRSPEED,
SETTINGS,
MODE,
AND
AT OR
USING
NEAR THE
AT CLIMB POWER
VERTICAL
BEST
SPEED
IT IS EASY TO DECELERATE TO AN
AIRSPEED WHERE CONTINUED DECREASES IN
AIRSPEED WILL RESULT IN A REDUCED RATE
OF CLIMB.
CONTINUED OPERATION
VERT¡CAL SPEED MODE COULD RESULT
IN
IN A
STALL.
WHEN OPERATING AT OR NEAR THE MAXIMUM
AUTOPILOT SPEED, IT WILL BE NECESSARY TO
REDUCE POWER IN ORDER TO MA¡NTA¡N THE
DESIRED RATE OF DESCENT AND NOT EXCEED
THE MAXIMUM AUTOPILOT SPEED.
Nov 15/00 s11-21
SECTION 9. SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVED
CESSNA
MODEL 182S
¡[, wnnrtne
DO NOT HELP THE AUTOPILOT OR HAND.FLY
THE AIRPLANE WITH THE
AUTOPILOT
ENGAGED
PITCH
AS THE AUTOPILOT WILL RUN THE
TRIM
MOVEMENT.
TO
A
OPPOSE CONTROL WHEEL
MISTRIM OF THE AIRPLANE,
WITH ACCOMPANYING LARGE ELEVATOR
CONTROL FORCES, MAY RESULT IF THE PILOT
MANIPULATES
MANUALLY
THE
WHILE
CONTROL
THE
WHEEL
AUTOPILOT
IS
ENGAGED.
3. CLIMB OR DESCENT: a. Using VerticalTrim:
1) VERTICAL SPEED Control button
-- PRESS either the UP or DN to select aircraft vertical speed within the limits of
+2000 ft./min.
2) VERTICAL SPEED Control vertical speed
--
RELEASE when desired is displayed. The autopilot will maintain the displayed vertical speed.
4. ALTTTUDE (ALT) HOLD: a. ALT Hold Selector Button annunciator
-- PRESS. Note ALT hold
ON.
Autopilot will maintain the selected altitude.
NOTE
It is recommended by the FAA (4C00-248)
"PITCH lo use basic
ATTITUDE HOLD" mode during operation in severe turbulence. However, since this autopilot does attitude gyro as a pitch reference, it is not use the recommended that the autopilot be disconnected and that the airplane be flown by hand in severe turbulence.
s11-22 Feb 3197
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAA APPROVED b. Change altitudes:
1) Using Vertical Speed (Recommended changes less than 100 ft.) for altitude a) VERTICAL SPEED either the UP
Control
-- a rate of change of about 500 fpm.
PRESS and HOLD or DN button. Vertical Speed will seek b) VERTICAL desired
SPEED altitude
Control RELEASE when is reached. The autopilot will maintain the desired altitude.
NOTE
As an alternative, press either succession the UP or DN button with a of quick momentary presses programming either an increase or decrease in the altitude preference at the rate of 20 feet each time the button is depressed.
5. HEADING HOLD: a. Heading Selector Knob -- SET BUG to desired heading.
b. HDG Mode Selector Button annunciator aircraft to the selected heading.
--
PRESS. Note HDG mode
ON.
Autop¡lot will automatically turn the
NOTE
Aircraft heading turbulence.
may change in ROL mode due to c. Heading Selector Knob
--
MOVE BUG to the desired heading. Autopilot will automatically turn the aircraft to the new selected heading.
Feb 3/97 sl1-23
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVED
CESSNA
MODEL 182S
6. NAV COUPLING: a. OBS Knob -- SELECT desired course.
b. NAV Mode Selector Button
-- PRESS. Note NAVnnu annunciated.
c. Heading Selector Knob -- ROTATE BUG to agree with OBS course.
NOTE
When NAV seconds
OBS to is selected, the autopilot will flash HDG for
5 remind course. lF HDG mode was in use at the time of NAV button selection, the a pilot
45" to reset intercept the HDG bug angle will automatically established based on the position of to then the bug.
the be
NOTE
All angle intercepts compatible with radar vectors may be accomplished the NAV by selecting ROL mode PRIOR to pressing button. The HDG bug must still be positioned to agree with the OBS course to provide course datum to the autopilot when using a DG (Directional Gyro).
1) lf the D-Bar is greater than 2 to 3 dots: the autopilot will annunciate NAVlRul; when the computed capture point is reached the ARM annunciator will go out and the selected course will be automatically captured and tracked.
2) lf the D-Bar is less will disengage annunciator upo will i sequence will automatically begin.
mode
NAV
/track s11-24 Feb 3197
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVED
7. APPROACH coupling
(APR) COUPLING:
(To enable glideslope on an ILS and more precise tracking on instrument approaches).
a. OBS Knob -- SELECT desired approach localizer, set it to serue as a memory aid.) course. (For a b. APR Mode Selector Button
-- PRESS. Note APR ARM annunciated.
c. Heading Selector Knob - ROTATE BUG to agree with desired approach.
NOTE
When APR is selected, the autopilot will flash HDG for
5 seconds approach to remind course. the lf HDG mode was
APR button selection, pilot a to
45" reset the in intercept
HDG bug use at angle to the time will then the of be automatically established based on the position of the bug.
NOTE
All angle intercepts compatible with radar vectors may be accomplished the APR agree with by selecting ROL mode PRIOR button. The HDG bug must still be positioned to the desired approach course to to pressing provide course datum to the autopilot when using a DG.
1) lf the D-Bar is greaterthan 2 to 3 dots: the autopilot will annr'unciate APRARM; when the computed capture point is reached the ARM annunciator will go out and the selected course will be automatically captured and tracked.
2) lf the D-Bar is less than 2 to 3 dots: the HDG mode will disengage annunciator upon will selecting illuminate
APR and mode; the the
APR capture/track sequence will automatically begin.
Feb 3197 s11-25
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVED
CESSNA
MODEL 182S
8. BACK COURSE (REV) APPROACH COUPLING (i.e., reverse localizer): a. OBS Knob -- SELECT the localizer course to the front course inbound (as a memory aid).
b. REV Mode Selector Button -- PRESS.
c. Heading Selector Knob -- ROTATE BUG to the heading corresponding to the localizer front course inbound.
NOTE
When REV seconds localizer is selected, the autopilot will flash HDG for
5 to remind the to reset
,IBOUND the HDG bug heading. to the lf heading of REV button selection, a 45" intercept angle will then be automatically established based on the position of the bug.
NOTE
All angle intercepts compatible with radar vectors may be accomplished the localizer by selecting ROL mode PRIOR to pressing the REV button. The HDG bug must still be positioned to heading to provide course um to a DG.
1) lf the D-Bar is greater than 2 to 3 dots: the autopilot will annunciate REVnnu; when the computed capture point is reached the ARM annunciator will go out and the selected back course will be automatically captured and tracked.
2) lf the D-Bar is less than 2 to 3 dots: the HDG mode will disengage upon annunciator will selecting illuminate
REV and mode; the the
REV capture/track sequence will automatically begin.
s11-26 Feb 3/97
CESSNA
MODEL 182S
SECTION 9. SUPPLEMENTS
SUPPLEMENT
1
1 - FAA APPROVED
9. GLIDESLOPE COUPLING a. APR Mode - ENGAGED. Note GS ARM annunciated.
NOTE
Glideslope coupling is inhibited when operating in NAV or
REV modes. With NAV 1 selected to a valid lLS, glideslope
ARM and coupling occurs automatically in the APR mode when tracking a localizer.
b. At Glideslope centering -- note ARM annunciator goes out.
NOTE
Autopilot can capture glideslope from above or below the beam.
10. MISSED APPROACH a. NP DISC/TRIM INTER Switch - PRESS to disengage AP.
b. MISSED APPROACH. EXECUTE.
c. AP Button -- Atter aircraft is in trim, PRESS for autopilot operation if desired.
NOTE lf tracking the ILS course outbound as paft of the missed approach procedure is desired, prevent inadvertent
GS coupling.
use the NAV mode to
Feb 3/97 s11-27
SECTION9-SUPPLEMENTS
SUPPLEMENT 11
-
FAAAPPROVED
CESSNA
MODEL 1825
11. BEFORE LANDING a. NP DISC/TRIM INT Switch -- PRESS to disengage AP.
-
SECTION 5
PERFORMANCE
There is no change to the airplane pedormance when the
KAP140 2-Axis Autopilot is installed.
s11-28 Feb 3197
ATodron Company
Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual
CESSNA MODEL 1825
AIRPLANES 18280001 AND ON
SUPPLEMENT 12
CANADIAN
SUPPLEMENT
copy',GHr
@1se7
CESSNA AIRCHAFT COMPANY wrcurrn, x¡r,rs¡s,
ùé¡ la2sPHus.st2-oj
1) u.-ø"rofGAMA
1
1
July
1997
Revision 1
-
15 November 2000
512_1
SECTION9-SUPPLEMENTS
SUPPLEMENT 12 - FAA
APPROVED
CESSNA
MODEL 1825
SUPPLEMENT 12
CANADIAN SUPPLEMENT
The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision
Revision Level
Date of lssue
0
1
(Original)
July
1 1, 1997
Nov. 15,2000
LOG OF EFFECTIVITY PAGES
PAGE DATE PAGE
DATE
Title
(512-1)
Nov
15/00 S12-3
Nov 15/00
512-2
Nov
15/00 512-4
July 11/97
SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Service Bulletins that are currently active.
Number
Airplane
Unit Revision
lncorporated
Title
Effectivitv lncorporation ln Airplane s12-2 Nov 15/00
CESSNA
MODEL
182S
SECTION9-SUPPLEMENTS
SUPPLEMENT 12 - FAAAPPROVED
SUPPLEMENT
I
CANADIAN SUPPLEMENT
SECTION
1
GENERAL
This supplement is required for Canadian operation of Cessna
Model 182S.
sEciloN
2
LIMITATIONS
The following placard must be installed.
1.
Near the fuel tank filler cap:
=UEL lOOLIJ 1OO MIN. GRADE AVIATION GASOLINE cAP.44.0 U.S. GAL. (166 LITRES) USABLE cAP 32.5 U.S. GAL. (123 LITRES) USABLE
TO BOTTOM OF FILLER INDICATOR TAB
Nov 15/00 s12-3
SECTION
9-SUPPLEMENTS
SUPPLEMENT 12 -
FAAAPPROVED
CESSNA
MODEL 182S
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when used for Canadian operation.
SECTION 4
NORMAL PROCEDURES
There
is
no change to basic airplane normal operating procedures when used for Canadian operation.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when used for
Canadian operation.
s12-4 Jul11/97
ATdtEn Compâny
Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual
CESSNA MODEL
182S
AIRPLANES 18280454 AND ON
SUPPLEMENT 13
BENDIVKING KCS-ssA SLAVED COMPASS SYSTEM wtTH Kt-5254
HORTZONTAL STTUATTON |ND|CATOR (HSt) coPYRtGHT @ 1999
CESSNA AIRCRAFT COMPANY
WCHITA, KANSAS, USA
1
E2SPHUS-S13-01
15
Memøer ofGAMA Q
January
1999
Revision 1
-
15 November 2000 s13-1
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 13 - FAA APPROVED
CESSNA
MODEL 182S
SUPPLEMENT 13
BENDDUKING KCS.ssA SLAVED COMPASS
SYSTEM WITH
TNDToATOR
KI.525A
(HSr)
HORIZONTAL SITUATION
The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision
Revision Level
Date of lssue
0
1
(Original)
Jan. 15, 1999
Nov. 15,2000
LOG OF EFFECTIVITY PAGE
PAGE DATE PAGE
DATE
Title
(513-1)
Nov
15/00 513-5
Jan. 15/99
513-2
Nov
15/00 513-6
Jan. 15/99
513-3
Sl3-4
Nov
15/00 513-7
Jan. 15/99
Jan.15/99 S13-8
Jan.15/99
SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Seruice Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Service Bulletins that are currently active.
Number
Airplane
Unit Revision
Incorporated
Title
Effectivitv lncorporatlon ln Airplane s13-2 Nov 15/00
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 13 - FAA APPROVED
SUPPLEMENT
1
3
BENDI)(/KING
SYSTEM
KCS-554 SLAVED
COMPASS
WITH KI.525A HORIZONTAL SITUATION
TNDTCATOR (HSl)
SECTION
1
GENERAL
The Bendix/King KCS-554 Slaved Compass System with Kl-
525A HSI lndicator is an additional navigation indicator option. The
KCS-554 compass system includes compensator a slaving control unit, magnetic slaving transmitter and a and remote directional gyro. The information obtained from the KCS-554 compass system is displayed on the Kl-5254 lndicator.
The panel-mounted Kl-5254 indicator combines the display functions and of both the standard Directional Gyro (Heading lndicator) the information
Course Deviation lndicator's to provide the pilot with
VOF/LOC/Glideslope a single visual presentation of the complete horizontal navigation situation.
This system also incorporates compensator dispÍayed indicates indicates a the aircraft a slaving accessory and unit. This unit indicates any difference between theheading and the magnetic tíeading. clockwise error of the compass card. a counterclockwise error of the compass
Up deflectionl
Down deflectionl card. is in a turn and the compass card rotates, it
Whenever is normal for this meter to show a full deflection to one side or the other.
Nov 15/00 s13-3
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 13 - FAA APPROVED
CESSNA
MODEL 182S
15 13 10
Figure 1. Horizontal Situation lndicator System (Sheet 1 ol2)
1. HORIZONTAL SITUATION INDICATOR (HSl) pictorial presentation of aircraft deviation relative radials and deviations magnetic localizer beams. and gives heading lt also reference
--
Provides a to VOF/GPS displays with glide slope respect to north. The gyro is remote-mounted and electricdriven
2. NAV FLAG
-- Flag is in view when the NAV receiver signal is inadequate.
3. HEADING REFERENCE (LUBBER LINE)
-- Magnetic heading appears under this line when the compass card is slaved or slewed to the aircraft's magnetic heading.
4. HEADING WARNING FLAG (HDG) -- When flag is in view, the heading display is invalid.
5. COURSE SELECT POINTER
GPS course on the compass the compass card rotates.
-- lndicates VOFi/Localizer or card. The selected VOR radial or localizer heading remains set on the compass card when s13-4 Jan 15/99
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 13 - FAA APPROVED
6. TO/FROM INDICATOR relative
-- lndicates direction of VOR station to the selected course. Displays TO when a LOC frequency is selected.
7. DUAL GLIDE SLOPE POINTERS
--
Displays deviation of airplane from glideslope an ILS glideslope. Full scale deflection of the pointers represents *0.7 degrees. Pointers will be out of view if an invalid glideslope signal is received.
8. GLIDE SLOPE SCALES
-- lndicates displacement from glide slope beam center. A glide slope deviation bar displacement of 2 dots represents full-scale (0.7') deviation above or below glide slope beam centerline.
9. HEADING SELECTOR KNOB bug on compass card
(9
)-- Positions the heading by rotating the heading selector knob.
The bug rotates with the compass card.
10. COMPASS CARD --
Rotates to with reference to lubber line on HSl.
display heading of airplane
1
1. COURSE SELECTOR KNOB tt ¡- Positions the course bearing pointer on the compass card by rotating the course selector knob.
12. COURSE DEVIATION BAR (D-BAR) the omni bearing pointer moves laterally the relationship of airplane to the selected degrees of angular localizer beams, displacement
- The center poftion to pictorially indicate course. lt indicates from VOR radials of and or displacement in nautical miles from GPS desired course.
13. COURSE DEVIATION displacement
LOC =
SCALE
-- A course deviation of 5 dots represents full scale (VOR
¡2-1/2o, GPS = Snm enroute, deviation from beam centerline.
GPS APB
-
= bar
Ê10o,
.3nm)
14. HEADING heading.
BUG -- Moved ¡V
(F
) knob to select desired
15. SYMBOLIC AIRCRAFT -- Provides pictorial presentation of the airplane position and intercept angle relatíve to selected VOR
Radial or localizer course.
Figure 1. Horizontal Situation lndicator System (Sheet 2 ol2)
Jan 15/99 s13-5
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 13 - FAA APPROVED
CESSNA
MODEL 182S
Figure 2. KA-s18 Slaving Accessory and Compensator Unit
1.
KA-51B SLAVING ACCESSORY AND COMPENSATOR UNIT
-- Controls the KCS-554 Compass System.
2.
MANUAUAUTOMATTC (FREE/SLAVE)
SWITCH
COMPASS SLAVE
-- Selects either the manual or automatic slaving mode for the Compass System.
3.
CW/CCW COMPASS MANUAL SLAVE SWITCH
-- With the manual/automatic compass slave switch in the FREE position, allows manual compass card slaving in either the clockwise or counterclockwise direction. The switch is spring loaded to the center position.
4.
SLAVING METER displayed heading and indicates a
-- clockwise deflection indicates lndicates the magnetic error of the the difference between heading. Up deflection compass card. the
Down a counterclockwise error of the compass card.
s13-6 Jan 15/99
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 13 - FAA APPROVED
SECTION 2
LIMITATIONS
There is no change instrument is installed.
to the airplane limitations when this
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this instrument is installed.
sEciloN
4
NORMAL PROCEDURES
¡[, clunon
ELECTRICAL POWER MUST BE SUPPLIED TO
THIS INSTRUMENT FOR PROPER FUNCTIONING.
ABSENCE OF WHICH WILL RESULT
UNRELIABLE HEADING INFORMATION.
IN
Normal procedures for operation of this system differ little from those required for the more conventional Course Deviation lndicators. However, several small differences are worth noting.
The rectilinear movement of the course deviation bar in combination with the rotation of the compass card in response to heading changes, provídes an intuitive picture of the navigatíon situation at a glance when tuned to an omni station. When tuned to a localizer frequency, the course select pointer must be set to the inbound front course for both front and back-course approaches to retain th is pictorial presentã'ÌÏõ-n.
Jan 15/99 s13-7
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 13 - FAA APPROVED
CESSNA
MODEL 182S
For normal procedures with autopilots, refer
Supplements description in the Supplement section of to the Autopilot this handbook. A of course datum and autopilot procedures for course datum are incorporated in the appropriate autopilot supplements.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this instrument is installed.
s13-8 Jan 15/99
ATodren CompÐy
Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual
CESSNA MODEL 1825
AIRPLANES 8OOO1 AND ON
SUPPLEMENT 14
ARGENTINE SUPPLEMENT
coPYRrcHT @ r999
CESSNA AIRCRAFT COMPANY
WICHITA. KANSAS. USA
182SPHUS-S1¡l-00
J) Member of GAMA
9
March
1999 s14-1
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 14 - FAA APPROVED
CESSNA
MODEL 182S
SUPPLEMENT 14
ARGENTINE SUPPLEMENT
The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which arc affected by the current revision will carry the date of that revision
Revision Level Date of lssue
0 (Original)
LOG OF EFFECTIVITY
March 9, 1999
PAGE DATE
Title
(514-1)
March g/99
514-2
March g/99
S14-3
514-4
514-5
514-6
March 9/99
March g/99
March 9/99
March g/99
PAGE DATE
514-7
March 9/99
514-8
March 9/99
514-9
March 9/99
514-10
March 9/99
514-11
March 9/99
514-12 blank March 9/99
SERV¡CE BULLETIN CONF¡GURATION LIST
The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains onfy those Service Bulletins that are currently active.
Number
Airplane
Unit
Revision
Title
Effectivitv lncorporation lncorporated ln Airplane
Original lssue - 9 Mar 1999
ARGEMNÉ AAPWE
FUGHT MANUAL
/ 9 WCH 1S9 s14-2
Mar 9/99
MODEL
1825
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 14 - FAAAPPROVED
Pilot's Operating
Handbook
and
Argentine Airplane Flight Manual
The Cessna Aircraft
Company
Model 182S
COPYBIGHTO 1999
The Cessna Aircraft Company
Wichita. Kansas USA
Q u" o.rofGAMA
Original lssue - 9 March 1999
ARGEMINE AIRPNE FLIGfr MNUAL / 9 MARCH 1S9
Mar 9/99 s14-3
SECTION9-SUPPLEMENTS
SUPPLEMENT 14 -
FAAAPPROVED
CESSNA
MODEL 182S
THIS MANUAL WAS PROVIDED FOR THE
AIRPLANE IDENTIFIED ON THE TITLE
PAGE
ON
SUBSEQUENT REVISIONS SUPPLIED BY
THE
CESSNA AIRCRAFT
COMPANY
MUST BE PROPERLY INSERTED.
The Gessna Aircraft Company, Aircraft Division
Original lssue - 9 Mar 1999
ARGEMINE AIBPNE FUGHÎ MNUAL / 9 MffiCH 1S9 s14-4
Mar 9/99
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 14
- FAA APPROVED
LOG OF REVISIONS
Revision
Number and
Date
Revision
1
(6t13te7)
Revised F
Description of Revision
Allpages in Revision 1 were incorporated and thsi Argentine
Airplane Flight Manual was provided in a current status at the time of issuance, Subsequent revisions and their affected pages will be recorded at the time of publication.
Mar 9/99
Original lssue - 9 Mar 1999
ÆGEMINE AæUNE FUGHT
MUI / 9 MBCH 19æ s14-5
SECTION9-SUPPLEMENTS
SUPPLEMENT 14 -
FAAAPPROVED
CESSNA
MODEL 182S
SUPPLEMENT
ARGENTINE SUPPLEMENT
sEciloN
1
GENERAL
This supplement
Model 182S.
is required for Argentine operation of Cessna
Original lssue - 9 Mar 1999 ffiGENNNE ARPME ruGHT WUAL / 9 MARCH 19S
S14-6
Mar 9/99
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 14. FAA APPROVED
SECTION 2
LIMITATIONS
The following information must composite or individual placards.
be displayed in the form of
1. ln full view of the pilot: (The 'DAY-NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped).
The markings and placards installed in this airplane contain operating limitations which must be complied with when operating this airplane which must in the Normal Category. Other operating limitations 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 ceilificate:
DAY-NIGHÏ-VFR-IFR
2.
On control lock:
CAUTION
CONTROL LOCK
REMOVE BEFORE STARTING ENGINE
Mar 9/99
Original lssue - 9 Mar 1999
MCEMNE ARPWE FLIGHT
WAL / 9 MRCH 1999 s14-7
SECTION9-SUPPLEMENTS
SUPPLEMENT 14 - FAA
APPROVED
3.
On the fuel selector valve:
BOTH
88.0 GAL.
TAKEOFF
LANDING
ALL FLIGHT ATTITUDES
CESSNA
MODEL 182S
FUEL
PUSH DOWN
ROTATE
LEFT
44.0 GAL.
LEVEL FLIGHÏ ONLY
4.
Near the fuel tank filler cap:
OFF
RIGHT
44.0 GAL
LEVEL FLIGHT ONL lOOLUIOO
COMBUSTIBLE
GRADO MINIMO COMBUSTIBLE DE AVIACION
CAPACIDAD 166 LTS. USABLE
CAPACIDAD 123 LTS. USABLE
HASTA LA PARTE INFERIOR DEL INDICADOR
DE TAPON DE LLENADO
5.
On flap control indicator:
0'to 10'
140
KIAS
(Partial flap range with dark blue color code; also, mechanical detent at 10".)
10o to
20"
120
KIAS
(Light blue color code; also mechanical detent at 20')
20'to FULL
100
KIAS
(White color code)
Original lssue - 9 Mar 1999
ARGEMINE AIRPUNE FLIGffi ffiNUAL / 9 MÆCH 1999 s14-8 Mar 9/99
CESSNA
MODEL
1825
SECTIONg-SUPPLEMENTS
SUPPLEMENT 14 - FAAAPPROVED
6.
On baggage door:
54 KG MAXIMO.
EQUIPAJE DELANTE DE LA
PUERTA DE EQUIPAJE.
36 KG MAXIMO.
EQUIPAJE POSTERIOR A TRABA DE LA
PUERTA DE EQUIPAJE.
MAXIMO: 90 KG. COMBINADOS.
PARA INSÏRUCCIONES DE CARGA
ADICIONALES, VER DATOS DE PESO Y BALANCEO.
7.
A calibration card must be provided to indicate the accuracy of the magnetic compass in 30" increments.
L
On the oil filler cap: otL
9
QTS
9.
Near airspeed indicator:
VITESSE INDIQUEE DE
MANOEUVRE - 110 KIAS
10.
On the upper right instrument panel:
SMOKING PROHIBITED
Mar 9/99
Original lssue - 9 Mar 1999
MGEMNE AFPWE RIGtr
MANUAL
/ 9 MHCH 1S9 s14-9
SECTION9-SUPPLEMENTS
SUPPLEMENT 14 -
FAAAPPROVED
CESSNA
MODEL 182S
11.
On auxiliary power plug door and second placard on battery box:
PRECAUCION 24 VOLTIOS D.C.
ESTA AERONAVE ESTA EQUIPADA CON
ALTERNADOR Y SISTEMA A TIERRA NEGATIVO.
OBSERVAR POLARIDAD CORRECTA
POLARIDAD OPUESTA CAUSÁ DAÑO
AL LOS COMPONENTES ELÉCTRICOS
CAUTION 24 VOLTS D.C.
THIS AIRCRAFT IS EQUIPPED WITH ALTERNATOR
AND A NEGATIVE GROUND SYSTEM.
OBSERVE PROPER POLARITY
REVEBSE POLARITY WILL DAMAGE ELECTR¡CAL
COMPONENTS.
12.
On Upper Right Side of the Aft Cabin Partition:
TRANSMISOR LOCALIZADOR DE
EMERGENCIA INSTALADO
DETRÁS ESTA DIVISIÓN
DEBE CUMPLIR CON EL
DNAR PARTE 91.2O7
13.
Near the fuel flow gauge:
MAXIMUM POWER FUEL FLOW
ALT¡TUDE
S.L.
2000'
4000'
6000'
8000'
10000'
1
2000'
FUEL FLOW
20.5 GPH
19.0 GPH
17.5 GPH
16.5 GPH
15.5 GPH
14.5 GPH
13.5 GPH original lssue - 9
""t t
1:"n
""". aRuNE F'cn
MNUAL / e MF.H reee s14-10 Mar 9/99
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 14 - FAA APPROVED
SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when used for Argentine operation.
sEcTroN 4
NORMAL PROCEDURES
There is no change to the airplane normal operating when used for Argentine operation.
procedures
SECTION 5
PERFORMANCE
There is no change to the airplane pedormance when used for
Argentine operation.
Mar 9/99
Original lssue - 9 Mar 1999
ÀÂGEffiINE
AIRPSE FUqT
MANUAL
/ 9 ÆCH 19S
514-11(S14-12 blank)
ATa)dron Company
Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual
CESSNA MODEL
182S
AIRPLANES 18280165 AND ON OR
AS MODIFIED BY MK182-22.01
SUPPLEMENT 15
BENDIX/KING KAP 140
2 AX¡S AUTOPILOT
Jþ uemøerofGAMA copy*cHr
@,ee7 wrorrrn,x¡rusns,ùó¡
1 Decgmbgr
Revision 1
1997
- 31 December 1999
IB2sPHUS-slsoi
S1S_l
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
CESSNA
MODEL 182S
SUPPLEMENT 15
BENDI)UKING KAP 140 2 AXIS AUTOPILOT
The following Log of Etfective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision
Date of lssue Revision Level
0 (Original)
1
Dec.
1
,1997
Dec. 31,1999
LOG OF EFFECTIVIW PAGES
PAGE
Title (S15-1) s15-2 s15-3
S15-4 (blank) s15-5 s15-6 s15-7 s15-8 s15-9 s15-10 s15-11 s15-12 s15-13 s15-14 s15-15 s15-16
DATE
Dec 31/99
Dec 31/99
Dec 1/97
Dec 1/97
Dec 31/99
Dec 31/99
Dec 1197
Dec 1/97
Dec 1197
Dec'1197
Dec 1197
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
PAGE s15-17 s15-18 s15-19 s15-20 s15-21 s15-22 s15-23 s15-24 s15-25 s15-26 s15-27 s15-28 s1s-29 s15-30 s15-31 s15-32
ÐATE
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99 s15-2 Dec 31/99
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
SUPPLEMENT 15
BENDDUKING KAP 140 2 AXIS AUTOPILOT
EXCLUDING FLAP LIMITATIONS
SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable to the operation of the airplane, and have been incorporated into this supplement. This list contains only those Seruice Bulletins that are currently active.
Number
rire ffi
Ho*o,",,on
ffi
Dec 1/97 S15-3/(S15-4 Blank)
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15
- FAA APPROVED
SUPPLEMENT
BENDI)UKING KAP 14O2 AXIS AUTOPILOT
SECTION
1
GENERAL
The KAP 140, 2 Axis Autopilot provides the pilot with the following features: Vertical Speed mode (VS); Altitude hold (ALT);
Wing Level (ROL); Heading select (HDG); Approach (APR); ILS and Glideslope (GS); and backcourse
The optional í<Rp l¿'0, 2 Axis Autopilotl talled) adds Altitude Alerter and Altitudel
The KAP 14O, 2 Axis Aulopilot has an electric trim system which provides autotrim during autopilot operation and manual electric trim
(MET) for the pilot when the autopilot is not engaged. The electric trim system is designed to be fail safe for any single inflight malfunction. Trim faults are visually and aurally annunciated.
trim
A lockout device prevents autopilot or MET engagement until the system has successfully passed preflight preflight self-test begins with initial self power test.
Automatic application to the autopilot.
The following conditions willcause the Autopilot to disengage:
A. Electric Power failure.
B. lnternal Autopilot System failure.
Dec 31/99 s15-5
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
CESSNA
MODEL 182S
C. Pitch accelerations in excess of +1.49 or less than +0.69
I only when produced by a failure causing servo runaway. The
I pilot cannot maneuver the aircraft and trip the monitor.
D. Turn coordinator failure (flagged gyro).
E. Computer autopilot monitor that or P (PITCH) axis annunciator.
detects either the R (ROLL)
Activation of A/P DISC/TRIM INT control wheel switch disconnect the autopilot.
will also
The AVIONICS MASTER switch supplies power bus bar of the radio circuit breakers and the to the avionics autopilot breaker. The AVIONICS MASTER switch also serves circuit as an emergency AP/MET shutoff
.
The following circuit breakers are used to protect the KAP 140
2-Axis Autopilot:
LABEL
FUNCTIONS
AUTO
Pull-off circuit breaker supplies power to the KG
PILOT
140 Computer and the autopilot pitch, roll and pitch trim servos.
WARN Supplies separate power for autopilot alerting
(PITCH TRIM) on the ship's annunciator panel.
s15-6 Dec 31/99
CESSNA
MODEL 182S
NAV/COMM
1
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
ELEVATOR
NAVIGATION
SoURcE
12
SELECTOR
SWITCH rNDtc¡119¡
1çO''
ANNUNCIATOR
PANEL
ELEVATOR AND
ELEVATOR TRIM
EbiY,âl$BçLEVAToR
DIRECTIONAL
GYRO
HÞE frLr íf in?
45678fi+\¿*[
C I
B o7as1o26
Figure 1. Bendix/King 2-Axis KAP 140 Autopilot Schematic
(Sheet 1 of 5)
Dec 1/97 s15-7
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
HÞ
E
frLT
P
T
]5ün
FPM
CESSNA
MODEL 182S
1. PITCH AXIS indicates failure autopilot or
(P) not
ANNUNCIATOR When allow engagement of the illuminated, of pitch axis and will either disengage the pitch axis. ln turbulent ve rtical/acce air, will
I e rations.
illuminate during abnormal
2. AUTOPILOT ENGAGE/DISENGAGE (AP) BUTTON pushed, engages autopilot are met. The autopilot mode which functions as if will a all preflight self-test engage wing in the basic leveler and the
-- conditions roll
When
(ROL) pitch axis vertical speed (VS) mode. The commanded vertical speed will be displayed in the upper right corner of autopilot display area. The captured VS will be the vertical speed present at the moment the AP button is pressed. The button may also be used to disengage the autopilot.
3. ROLL AXIS (R) ANNUNCIATOR -- When illuminated, indicates failure of the roll axis and disengages the autopilot.
Figure 1. Bendix/King 2-Axis KAP 140 Autopilot, Operating
Controls and lndicators (Sheet 2 of 5) s15-8 Dec 1/97
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
4. HEADING (HDG) MODE SELECTOR pushed, airplane will select the Heading mode, which commands the to turn to and maintain the heading selected by the heading bug selected at the new between o an head
HDG to engage the autopilot in HDG mode.
BUTTON
When e o e d
5. NAVIGATION (NAV) MODE SELECTOR BUTTON pushed, will select the Navigation
--
When mode. This mode provides automatic beam capture and tracking signals as selected for presentation of VOR, LOC, on the #1 or
CDl.
GPS
NAV mode is recommended for enroute navigation tracking.
6. APPROACH (APR) MODE SELECTOR BUTTON pushed, will select the Approach mode. This mode
--
When provides automatic beam
Glideslope (GS) capture and tracking of VOR, GPS, LOC and on an lLS, as selected for presentation on #1
CDl. APR mode tracking sensitivity is recommended for instrument approaches.
7. BACK COURSE APPROACH (REV) MODE BUTTON
--
This button tuned is active only when the coupled navigation receiver is to a LOC/ILS frequency. When pushed will select the
Back Course approach mode. This mode functions identically to the approach mode except that the autopilot response to
LOC signals is reversed. Glideslope is locked out with REV mode.
8. ALTITUDE HOLD (ALT) MODE SELECT BUTTON pushed, will select the altitude provides capture and tracking hold mode.
--
This
When mode of the selected altitude. The selected altitude is button is established selected the airplane altitude at the moment the ALT pressed. lf the ALT rate) overshoot. The airplane button is pressed with an
VS rate present, there will be about a 10"/" (of VS will return positively altitude. This button may be used to to engage the the autopilot in the ALT mode.
Figure
1.
Bendix/King 2-Axis KAP 140 Autopilot, Operating
Controls and lndicators (Sheet 3 of 5)
Dec 1/97 s15-9
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
CESSNA
MODEL 182S
9. VERTICAL SPEED (UP/DN) MODE BUTTONS -- The action of these buttons depends on the vertical mode present when pressed. lf VS mode is active (AP plus any lateral mode) and the UP button displayed VS command (FPM) momentary increment is cycles pressed, on either the VS command the autopilot in the the by 100 FPM per either button is continuously held in, will modify up direction.
UP or DN
Single button cycle. the will
When it will modify the vertical speed command by 300 fpm per second.
lf ALT mode is active, pressing the UP/DN buttons will modify the captured altitude by 20 feet per cycle, or if held continuously will command the airplane up or down at the rate of 500 FPM, synchronizing the ALT reference to the actual airplane altitude upon button release.
10. AUTO PILOT CIRCUIT BREAKER -- A 5-amp pull-off circuit breaker supplying 28 VDC to the KAP 140 system.
11. WARN CIB --
Power to the autopilot disconnect horn and the ship's annunciator panel (PITCH TRIM).
12. AUTOPTLOT DTSCONNECT (A/p D|SC/TR|M ¡NT)
SWTTCH --
When depressed will disengage the autopilot and interrupt manual electric trim (MET) power. An autopilot disconnect will be annunciated by a continuous 2 second tone accompanied by a flashing "AP" displayed on the autopilot computer.
13. MANUAL ELECTRIC TRIM (MET) SWITCHES -- When both switches are pressed in the same direction, will activate pitch trim in the selected direction. lf only one switch is moved, the trim system will not switch assembly operate. lf only the right half of the MET is held, simulating a stuck switch, for
3 seconds, the trjm monitoríng system will detect a switch failure resulting in a i annunciation on the autopilot dísplay and the disabling corrected, of the electric trim system. the fault will lf the stuck switch is clear, Use of manual electric trim during autopilot operation will disengage the autopilot.
Figure 1. Bendix/King 2-Axis KAP 140 Autopilot, Operating
Controls and lndicators (Sheet 4 of 5) s15-10 Dec 1/97
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15
- FAA APPROVED
14. OMNI BEARING SELECT (OBS) KNOB -- Selects the desired course to be tracked by the autopilot. (Note: The HDG bug must also be positioned to the proper course to capture and track the selected radial or desired track).
15. HEADING on
SELECT KNOB (HDG) -- Positions the heading bug the compass card. Note that the position of the heading bug also provides course datum to the autopilot when tracking in NAV, APR, or REV (BC) modes. This is in addition to its more intuitive use in the HDG mode.
16. PITCH TRIM (PT) Annunciator
-- lndicates the direction of required pitch trim. The annunciation will flash if auto trim has not satisfied the request for trim for a period of 10 seconds. A solid I without an arrowhead is an indication of a pitch trim fault. Refer to the EMERGENCY PROCEDURES for proper response to a pitch trim fault.
17. PITCH TRIM Annunciation automated preflight self
-- llluminates whenever test detects the a pitch trim fault or the continuous monitoring system detects a pitch trim fault in flight. Refer to the EMERGENCY PROCEDURES for proper response to a pitch trim fault.
Figure 1. Bendix/King 2-Axis KAP 140 Autopilot, Operating
Controls and lndicators (Sheet 5 of 5)
Dec 1/97 s15-11
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
CESSNA
MODEL 182S
HÞ
E frLT f,
'--nn
@W@@E
@
@
1. ROTARY KNOBS - Used to set the altitude alerter reference altitude; or may be used immediately after pressing the BARO button, to adjust the autopilot baro setting airplane's altimeter when manual adjustment to that of the altimeter.) to match is that of the required. (ln some systems, the baro setting may be automatically synched
2. BARO SET (BARO) BUTTON -- When pushed and released, will change the display from the altitude alefter selected altitude to the baro setting display (either lN HG or HPA) for 3 held for lN HG
2 seconds, to HPA or will change the is visible the vice versa. Once rotary knobs may be tting.
3. ALTITUDE ARM (ARM) BUTTON -- When pushed, will toggle altitude arming on or autopilot
(provided displayed will the aircraft altitude). off. capture is climbing
ALT
When ALT ARM is the altitude or alerter hold arming when annunciated, the displayed descending in the altitude
VS to the autopilot is upon altitude alefter altitude selection
Note that the ming process alerter functions are thus providing full time autopilot is disengaged.
Figure 2. Bendix/King 2-Axis KAP 140 Autopilot with Altitude
Preselect, Operating Controls and lndicators (Sheet 1 of 2) s15-12 Dec 31/99
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
4.ALTITUDE ALERTER/VERTICAL SPEED/BARO SETTING
NOTE
This display may be dashed for up to 3 minutes on start up if a blind encoder is installed which requires a warm-up period.
Figure 2. Bendix/King 2-Axis KAP 140 Autopilot with Altitude
î
Preselect, Operating Controls and lndicators (Sheet 2 ol2\
Dec 31/99 s15-13
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
CESSNA
MODEL 182S sEcTroN 2
LIMITATIONS
The following autopilot limitations must be adhered to:
1. The entire preflight paragraph test procedure outlined under Section 4,
A of this supplement, including steps 1 through 7, must be successfully completed prior the autopilot to each flight. Use of or manual electric trim system is prohibited prior to completion of these tests.
2. During autopilot operation, a pilot with seat belt fastened must be seated at the left pilot position.
3. The autopilot must be OFF during takeoff and landing.
4. The system is approved for Category
I operation only
(Approach mode selected).
5. Autopilot maximum airspeed limitation -- 160 KIAS.
Autopilot minimum airspeed limitation -- 80 KIAS.
6. Maximum flap extension --
10o.
7. Maximum fuel imbalance with autopilot engaged -- 90 lbs.
8. The autopilot must be disengaged below 200 feet AGL during approach operations phases of flight.
and below 800 feet AGL for all other
9. Overriding the autopilot to change pitch or roll attitude is prohibited. (Disengage with A/P DISCÆR|M INT or AP select button.)
10. The AUTO PILOT circuit breaker must be pulled following any inflight illumination of the red "PITCH TRIM" warning light, but only after first completing the Emergency Procedures (Section
3, paragraph autotrim
1.).
The manual electric trim and autopilot systems will be disabled with the AUTO PILOT circuit breaker pulled.
l.,
u-,0
Dec 31/99
CESSNA
MODEL 182S
SECTION 9. SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
SECTION 3
EMERGENCY PROCEDURES
The four step procedure listed under paragraph A should be among the basic airplane emergency procedures that are committed to memory. lt is important that the pilot be proficient in accomplishing all four steps without reference to this manual.
1. ln case of Autopilot, Autopilot Trim, or Manual Electric Trim malfunction (accomplish ltems A and B simultaneously):
A. Airplane Control aircraft control.
Wheel
--
GRASP FIRMLY and regain
B.
A/P
DISC/TRIM INT throughout recovery.
Switch
PRESS and
HOLD
C. AIRCRAFT -- RE-TRIM Manually as Needed.
D. AUTO PILOT Circuit Breaker -- PULL.
NOTE
The AVIONICS MASTER Switch may alternate means autopilot steps
MASTER
PILOT and
1A th
Sw
Circu
of removing all electric power ms. then lf be used from necessary turn ating and pulling the as an the perform tre Áviot'llCS
AUTO I the AVIONICS MASTER
Switch on as soon as possible avionics to restore power to all other equipment. Primary attitude, airspeed, directional
I
I
I compass, and altitude instruments will remain operational at alltimes.
¡[, wnnuno
DO NOT ATTEMPT
AUTOTRIM, OR
MALFUNCTION UNTIL
TO
AUTOPILOT FOLLOWING
MANUAL
RE.ENGAGE
AN
THE
AUTOPILOT,
ELECTRIC TRIM
THE CAUSE FOR THE
MALFUNCTION HAS BEEN CORRECTED.
Maximum Altitude losses due to autooilot malfunction:
CONFIGURATION
Cruise, Climb,
Descent
Maneuvering
Approach
ALT. LOSS
250 ft.
100 ft.
50 ft.
Dec 31/99 s15-15
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
CESSNA
MODEL 182S
AMPLIFIED EMERGENCY PROCEDURES are presented to supply additional of providing the pilot with a more e recommended course of action for an emergency situation.
1. An autopilot or autotrim malfunction occurS when there is an uncommanded deviation in the airplane flight path or when there is abnormal control wheel or trim wheel motion. ln some cases, and especially for autopilot trim, there may be little to no airplane motion, yet the red PITGH TRIM annunciator
(ship's annunciator panel) may illuminate and an alert tone may sound.
The primary concern in reacting trim malfunction, or to an to an autopilot or autopilot automatic disconnect of the autopilot, grasp is in maintaining control of the aírplane. lmmediately the control wheel and press
DISC/TRIM INT switch throughout and hold down the
A/P the recovery. Manipulate the controls as required to safely maintain operation of the airplane within all of its operating limitations. should be used manually as needed
Locate and pull the AUTO PILOT right hand circuit breaker panel to
Elevator trim to relieve control forces.
circuit breaker on the completely disable the autopilot system.
2. A manual electric trim malfunction may be recognized by illumination of the red PITCH TRIM annunciator, accompanied by an alert tone, or by autopilot OFF, without unusual trim wheel motions with the pilot actuation of the manual electric trim switches. As with an autopilot malfunction, the first concern following a manual electric trim malfunction is maintaining control firmly and press of the and airplane. Grasp the control wheel hold down the A/P DISC/TRIM INT switch. Locate and pull the AUTO PILOT circuit breaker on the right hand breaker panel.
l.
,u- ,u
Dec 31/99
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
3. Note that essentially the emergency procedure the for any malfunction is same: immediately grasp the control wheel and regain airplane control while pressing and holding the A/P
DISCÆR|M INT switch down, and retrim the airplane as needed. After these steps have been accomplished secure the autopilot electric trim system
(AUTO PILOT) circuit emergency procedure, emergency procedure by pulling the autopilot breaker. As with any other airplane it is important that the 4 steps of the located'on Page 15 be committed tol memory.
4. The AVIONICS MASTER switch may electric power from while the circuit breaker be used to remove all the Autopilot and Electric Trim systems is located and oulled. Return the
AVIONICS MASTER switch to the ON position as soon as possible. With the AVIONICS
MASTER switch off, all avionics and autopilot equipment will be inoperable.
5. lt is important that all portions of the autopilot and electric trim system are preflight tested prior with the to each flight procedures published herein in order in to accordance assure their integrity and continued safe operation during flight.
¡[, wnnurc
DO NOT RESET AUTOPILOT CIRCUIT BREAKER
FOLLOWING
AN
AUTOPILOT/AUTOTRIM OR
MANUAL ELECTRIC TRIM MALFUNCTION UNTIL
THE CAUSE FOR THE MALFUNCTION HAS BEEN
CORRECTED.
A flashing indicates
ç auto trim annunciation on the face of the autopilot a failure of the auto trim function to relieve pitch seruo loading in a timely manner. This condition should be temporary.
1. FLASHING behavior.
D
i
ANNUNCIATION
--
OBSERVE aircraft pitch lf pitch behavior is satisfactory, wait 5-10 seconds for the annunciation to stop.
Dec 31/99 s15-17
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
CESSNA
MODEL 182S
2. lf annunciation continues, Airplane Control Wheel --
GRASP
FIRMLY, disengage the autopilot and check for an out of pitch trim condition. Manually retrim as required.
3. AUTOPILOT OPERATION out of trim indication
-- CONTINUE was if satisfied that the temporary. DISCONTINUE evidence indicates a failure of the auto trim function.
if
A red P or R on the face of the autopilot computer.
1. A red P is an indication that the pitch axis of the autopilot has been disabled and cannot
INTO be engaged.
A ROLL AXIS ONLY SYSTEM.
DO NOT ENGAGE
NOTE lf the red P lamp was the result of some abnormal accelerations on the airplane, the annunciation should be extinguished within approximately one minute and normal use of the autopilot will be reestablished.
2. A red R is an indication that the roll axis of the autopilot has been disabled and cannot be engaged. The autopilot cannot be reengaged.
Flashing mode annunciation in the display of the autopilot computer.
1. Flashing HDG -- lndicates a failed heading. PRESS HDG button to terminate flashing. ROL will be displayed.
2. Flashing NAV, APR flagged navigation button to terminate or REV source.
--
Usually
PRESS the an indication
NAV, APR or of a
REV flashing. ROL will be displayed. (Select a valid navigation source.)
NOTE
A flashing NAV, APR or REV annunciation can also be caused by a failed heading valid input.
l.,
u-',,
Dec 31/99
CESSNA
MODEL 182S
SECTION
9. SUPPLEMENTS
SUPPLEMENT 15
.
FAA APPROVED
3. Flashing GS -- lndicatíon of a flagged glideslope. (GS will rearm automatically if a valid GS signal is received.)
NOTE
To continue tracking the localizer, observe the appropriate minimums for a nonprecision approach. (Press ALT twice in rapid succession to terminate the flashing. Control the pitch axis in the default VS mode.)
NOTE
At the onset of mode annunciator flashing, the autopilot has already reverted to a default mode of operation, i.e., ROL and or VS mode. An immediate attempt to reengage to lost mode may be made if the offending navigation, glideslope or compass flag has cleared.
EXCEPTION
The HDG annunciation will flash selection for 5 seconds upon of NAV, APR, or REV modes to remind the pilot to set the HDG bug for use as course datum.
Effects of instrument losses upon autopilot operation:
1. Loss of the afiificial horizon -- no effect on the autopilot.
2. Loss of the turn coordinator - autopilot inoperative.
3. Loss of the Directional Gyro (DG)-- The directional gyro doesl not provide any system valid flag. lf the DG fails to function properly the autopilot heading and navigation mode will not function correctly. Under these conditions, the only useable lateralmode is ROL.
4. Loss of Horizontal Situation lndicator (HSl) (if installed) -- lf the
HSI fails to function properly the autopilot heading and navigation mode will not function correctly. Under these conditions, the only usable lateralmode is ROL.
5. Loss of Blind Altitude Encoder -- Altitude Alerter and Altitude
Preselect f unction inoperative.
Dec 31/99 s15-1
I
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
CESSNA
MODEL 182S
SECTION 4
NORMAL PROCEDURES
A.
PREFLTGHT (PERFORM pRtOR TO EACH FLTGHT):
1. AVIONICS MASTER -. ON.
2. POWER APPLICATION AND SELF TEST performed upon power application to the is a sequence operation identified prior the sequence by all internal checks
-- computer. This test that validate proper system sequence ís indicated by "p5¡" with an increasing number for of to allowing normal system steps. operation.
Successful completion
A of self test display segments being illuminated
The self test is is
(Display
Test), external "Pitch Trim" (4,/C System Annunciator Panel) being illuminated, and the disconnect tone sounding.
NOTE
Upon applying power to the autopilot, the red P warning on the face pitch of the axis autopilot cannot may illuminate indicating be engaged. temporary, lasting approximately
This condition that should
30 seconds. The P extinguish and normal operation will be available.
the be will
¡l, wnnnnc
IF PITCH TRIM LIGHT STAYS ON, THEN THE
AUTOTRIM DID NOT PASS PREFLIGHT TEST.
THE AUTOPILOT CIRCUIT BREAKEB MUST BE
PULLED. MANUAL ELECTRIC TRIM AND AUTO.
PILOT ARE INOPERATIVE.
3. MANUAL ELECTRIC TRIM
-
TEST as follows: Press both halves nose down position, verify that the trim wheel and the trim tab position indicator test for of the split Manual Electric Trim (MET) switches are moving the nose up direction.
in the down direction. to the
Repeat
l'u-ro
Dec 31/99
CESSNA
MODEL 182S
SECÏION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
Press MET
DISC/TRIM INT switch, verify indicator up trim, press that both and hold the the trim are not moving, release the A/P DISC switch while for nose still holding MET indicator should continue trim up, the trim
/ wheel
TRIM wheel to move in the nose up direction.
AP and
INT and
¡[
wnnunc
THE PILOT IN COMMAND MUST CONTINUOUSLY
MONITOR THE
ENGAGED,
AUTOPILOT
AND BE
WHEN IT
PREPARED
IS
TO
DISCONNECT THE AUTOPILOT AND TAKE
IMMEDIATE CORRECTIVE ACTION
..
INCLUDING
MANUAL CONTROL OF THE AIRPLANE AND/OR
PERFORMANCE OF EMERGENCY PROCEDURES
IF
AUTOPILOT OPERATION IS NOT
AS
EXPECTED OR IF AIRPLANE CONTROL IS NOT
MAINTAINED.
¡[, wnnunc
DURING
ATIONS,
ALL AUTOPILOT COUPLED OPER.
THE PILOT IN COMMAND MUST
USE
PROPER AUTOPILOT COMMANDS
PROPER ENGINE POWER
THE AIRPLANE IS
AND USE THE
TO ENSURE THAT
MAINTAINED BETWEEN 80
AND 160 KIAS, AND DOES NOT EXCEED OTHER
BASIC AIRPLANE OPERATING LIMITATIONS.
Dec 31/99 s15-21
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
CESSNA
MODEL 182S
NOTE
Autopilot tracking performance lence.
will be degraded in turbu-
1. BEFORETAKEOFF: a. A/P DISCÆR|M INT Switch -- PRESS.
b. BARO setting (if installed) -- CHECK.
¡1, cnunoru
CONTINUE TO SET MANUALLY THROUGHOUT
THE FLIGHT EACH TIME THE ALT¡METER BARO
SETTING REOUIRES ADJUSTMENT.
FURTHER REMTNDERS (FLASH|NG) WILL
NO
BE
GIVEN.
c. ALTITUDE SELECT KNOB (if installed) the desired altitude is displayed.
-
ROTATE until
NOTE
An altitude alert is annunciated 1000 ft. prior to arrival at the selected altitude. Aircraft deviations greater than 200 feet above or below the selected altitude will produce an altitude alert. The alert annunciation is accompanied by a series of short tones.
2. AFTERTAKEOFF: a. Elevator Trim
-
VERIFY or SET to place the airplane in a trimmed condition prior to Autopilot engagement.
NOTE
Engaging the autopilot into unwanted attitude changes annunciation.
a mistrim condition may cause and
a
"TRIM
FAIL" b. Airspeed and Rate of Climb -- STABILIZED.
s15-22 Dec 31/99
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
NOTE
Avoid autopilot engagement into a climb condition that either cannot be maintained, or is on the performance limits of the airplane for its power and weight configuration.
c. AP Button -- PRESS. Note ROL and VS annunciator on.
no other modes are selected the autopilot will operate the ROL and VS modes.
tf n
¡[, wnnnrruc
WHEN OPERATING
SETTINGS,
AT OR
RATE OF CLIMB AIRSPEED,
NEAR
AT CLIMB POWER
AND US|NG VERTTCAL SPEED (VS)
MODE, CONTINUED OPEBATION
SPEED MODE CAN RESULT
IN
THE BEST
VERTICAL
IN AN AIRPLANE
STALL. IF
NECESSARY, DISCONNECT THE
AUTO PILOT AND RETURN THE AIRPLANE TO A
STABILIZED CLIMB PRIOR TO RE.ENGAGMENT.
¡[, wnnnrnc
WHEN OPERATING AT OR NEAR THE MAXIMUM
AUTOPILOT SPEED, IT WILL BE NECESSARY TO
REDUCE POWER IN ORDER TO MAINTAIN THE
DESIRED RATE OF DESCENT AND NOT EXCEED
THE MAXIMUM AUTOPILOT SPEED.
¡[, wnnrunc
DO NOT HELP THE AUTOPILOT OR HAND.FLY
THE AIRPLANE WITH THE
AUTOPILOT
ENGAGED
PITCH
AS THE AUTOPILOT WILL RUN THE
TRIM
MOVEMENT.
TO
A
OPPOSE CONTROL
MISTRIM OF THE
WHEEL
AIRPLANE,
WITH ACCOMPANYING LARGE ELEVATOR
CONTROL FORCES, MAY RESULT IF THE PILOT
MANIPULATES
MANUALLY
THE
WHILE
CONTROL
THE
WHEEL
AUTOPILOT
IS
ENGAGED.
Dec 31/99 s15-231
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
CESSNA
MODEL 182S
3. CLIMB OR DESCENT: a. BARO setting (if installed) -- CHECK.
b. Using VerticalTrim:
1) VERTICAL SPEED Control
DN button to select
--
PRESS either the UP or aircraft vertical speed within the command limits of t2000 ft./min.
2) VERTICAL SPEED Control vertical speed is
-- RELEASE displayed. The when autopilot will desired maintain the displayed vertical speed.
NOTE
Avoid selecting maintained
a
climb rate that either cannot be or is on the performance limit of the airplane for its power and weight configuration.
4. ALTITUDE HOLD: a. Capture preselected altitudes (if installed):
1) ALTITUDE SELECT knob altitude
-- ROTATE until the desired is displayed. Note ARM annunciation occurs automatically with altitude selection when the autopilot is engaged.
2) ALTITUDE SELECT MODE (ARM) button --
PUSH to alternately disarm or arm altitude capture.
3) Airplane
--
ESTABLISH vertical speed intercept the selected altitude.
necessary to
NOTE
It may be possible to observe minor difference between the autopilots' selected altitude and the aircraft altimeter after an altitude capture. Not inputing the proper barometric setting into the autopilot computer will produce inaccuracies.
s15-24 Dec 31/99
CESSNA
MODEL 182S
SECTION
SUPPLEMENT
9. SUPPLEMENTS
15. FAA APPROVED
NOTE
Altitude preselect captures nonprecision approaches coupling will preclude a are not recommended to capture the MDA. Glideslope preselect altitude capture on on an
ILS.
b. Altitude (ALT) Hold Button:
1) ALT Hold Selector Button annunciator
-- PRESS. Note ALT hold
ON.
Autooilot will maintain the altitude.
NOTE
It is recommended by the FAA (4C00-248) to use basic
"PITCH ATTITUDE HOLD" turbulence. However, since attitude gyro as a mode during operation in severe this autopilot pitch reference, if is does not use the recommiñded that the autopilot be disconnected and that the airplane be flown by hand in severe turbulence.
c. Changing altitudes:
1) Using Vertical Speed (Recommended changes less than 100 ft.) for altitude a) VERTICAL SPEED Gontrol either the UP or DN
--
PRESS and HOLD button. Vertical Speed will seek a rate of change of about 500 fpm.
b) VERTICAL SPEED desired altitude is
Control RELEASE when reached. maintain the desired altitude.
The autopilot will
NOTE
As an alternative, a series of quick momentary presses on the UP or DN button will program either an increase or decrease of the altitude reference, 20 feet each time the button is pressed.
Dec 31/99 s15-25
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15. FAA APPROVED
CESSNA
MODEL 182S
5. HEADING HOLD: a. Heading Selector Knob -- SET BUG to desired heading.
b. HDG Mode Selector Button annunciator
-- PRESS. Note HDG mode
ON.
Autopilot will automatically turn the aircraft to the selected heading.
NOTE
Aircraft heading may change turbulence.
in ROL mode due to c. Heading Selector Knob
--
MOVE BUG to the desired heading. Autopilot will automatically turn the aircraft to the new selected heading.
I
6. NAV COUPLING:
I a. When equipped with DG:
I t)
OBS Knob -- SELECT desired course.
I z\ NAV Mode Setector Button -- PRESS. Note NAV¡nn annunciated.
g)
Heading Selector Knob --
ROTATE BUG to agree with
OBS course.
NOTE
When NAV seconds is selected, the autopilot will flash HDG for
S to remind the pilot to reset the HDG bug to the
OBS course. lF HDG mode was in use at the time of
NAV button selection, a 45' intercept angle will then automatically established based on the position of the bug.
be s15-26
Dec 31/99
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
NOTE
All angle intercepts compatible with radar vectors may be accomplished the NAV by selecting ROL mode PRIOR to pressing button. The HDG bug must still be positioned to agree with the OBS course to provide course datum to the autopilot when using a DG (Directional Gyro).
a) lf the D-Bar is greater than 2 to 3 dots, the autopilotl will annunciate NAVARM. When the computed capture point is reached the ARM annunciator will go out and the selected course will be automatically captured and tracked.
b) lf the D-Bar is less than 2 to annunciator
3 dots, the HDG model will disengage upon selecting NAV mode. The NAV will then illuminate and the capture/track sequence will automatically begin.
b. When equipped with HSI:
1) Course Bearing Pointer - SET to desired course.
2) Heading Selector Knob
-- SET BUG intercept angle and engage HDG mode.
to provide desired
3) NAV Mode Selector Button -- PRESS.
a) lf the D-Bar is greater than 2 to 3 dots, the au will annunciate NAVARM. When the computed capture point is reached the ARM annunciator will go out and the selected course will be automatically captured and tracked.
b) lf the D-Bar is less than 2 to 3 dots, the HDG mode will disengage upon selecting NAV mode. The NAV annunciator will then illuminate and the capture/track sequence will automatically begin.
Dec 31/99 s15-27
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
CESSNA
MODEL 182S
7. APPROACH (APR) COUPLING:
(To enable glideslope coupling on an ILS arid more precise tracking on instrument approaches).
a. When equipped with DG:
1) BARO setting -- CHECK (if installed).
localizer, set it to serve as a memory aid.) course. (For a
3) APR Mode Selector Button annunciated.
-- PRESS' Note APR¡pp
4) Heading Selector Knob desired approach.
-- ROTATE BUG to agree with
NOTE
When
APR
seconds approach
ÄPn
to co
¡utton
automatically established based on will flash HDG the HDG bug for
5 to the in use at the time of
Pt angle will then the position of the bug.
be
NOTE
All angle intercepts compatible with radar vectors may be accom-plished tne APR by button. selecting ROL mode !B!QB
The HDG bug must still agree with the desired approach cgu_rse be to to. pressing positioned provide to course dátum to the autopilot when using a DG.
lf the D-Bar is greater than 2 to will annunciate APRIRM; when the computed capture point
3 dots: the aulopilot is reached the ARM annunciator will..go out and ihe selected course will be automatically captured and tracked.
' lf the D-Bar is less than 2 to will disengage upon selecting
APR mode; the APR annunciatór
- will illuminate
3 dots: the HDG mode and sequence will automatically begin.
the capture/track s15-28
Dec 31/99
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15
- FAA APPROVED b. When equipped with HSI:
1) BARO Setting (if installed) -- CHECK.
2) Course Bearing Pointer -- SET to desired course.
3) Heading Selector Knob intercept angle.
-- SET BUG to provide
4) APR Mode Selector Button -- PRESS.
a) lf the D-Bar is greater than 2 to 3 dots: the will annunciate APRARM; when the computed point is reached the ARM annunciator will go out the selected course will be automatically and tracked.
b) lf the D-Bar is less than 2 to 3 dots: the HDG will disengage upon selecting APR mode; the annunciator will illuminate and the sequence will automatically begin.
5)
Airspeed MAINTAIN
'100 KIAS minimum coupled autopilot approaches (recommended).
8. BACK COURSE (REV) APPROACH COUPLING (i.e., reverse localizer): a. When equipped with
DG:
1) v I
2) OBS Knob course
-- SELECT the localizer course inbound (as a memory aid).
to the frontl
3) REV Mode Selector Button --
PRESS.
I
4) Heading Selector Knob -- ROTATE BUG to the headingl corresponding to the localizer front course inbound.
Dec 31/99 s15-29
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
CESSNA
MODEL 182S
NOTE
When REV is selected, the autopilot will flash HDG for 5 the HDG bug to the heading. lf heading utton selection, a 45' intercept angle will then be automatically established based on the position of the bug.
NOTE
All angle intercepts compatible with radar vectors may be accomþlished by selecting ROL mode PRIOR to pressing the REV button. The HDG bug must still be positioned to the localizer FRONT COURSE INBOUND heading to provide course da-tLlrn to the autopilot when using a DG.
lf the D-Bar is greater than 2 to 3 dots: the autopilot will annunciate REVnnu; when the computed capture point is reached the ARM annunciator will go out and ine selected back course will be automatically captured and tracked.
' lf the D-Bar is less than 2 to will disengage upon selecting REV mode; the REV annunciator
- will illuminate
3 dots: the HDG mode and the capture/track sequence will automatically begin.
b. When equipped with HSI:
1) BARO Setting (if installed) -- CHECK.
2) Course Bearing pointer
-- SET to the ILS front course inbound heading.
3) Heading Selector Knob - SET BUG to provide desired intercept angle and engage HDG mode'
4) REV Mode Selector Button -- PRESS.
s15-30 Dec 31/99
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED a) lf the D-Bar is greater than 2 to 3 dots: the autopilot will annunciate REVnnu; when the computed capture point is reached the ARM annunciator will go out and the selected back course will be automatically captured and tracked.
b) lf the D-Bar is less than 2 to 3 dots: the HDG will disengage upon selecting REV mode; mode the REV annunciator will illuminate and the capture/track sequence will automatically begin.
5)
Airspeed MA¡NTAIN 100 KIAS minimum during autopilot coupled approaches (recommended).
9. GLIDESLOPE COUPLING a. APR Mode -- ENGAGED, Note GS¡py annunciated.
NOTE
Glideslope coupling is inhibited when operating in NAV or
REV modes. With NAV 1 selected to a valid lLS, glideslope armed and coupling occurs automatically in the APR mode when tracking a localizer.
b. At Glideslope centering -- note ARM annunciator goes out.
NOTE
Autopilot can capture glideslope from above beam.
or below the c. Airspeed
MAINTAIN 100 KIAS minimum during autopilot coupled approaches (recommended).
Dec 31/99 s15-311
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
CESSNA
MODEL 182S
10. MISSED APPBOACH a. NP DISCÆR|M INTER Switch
- PRESS to disengage AP.
b. MISSED APPROACH - EXECUTE.
c. lf autopilot is desired:
1) Elevator Trim - VERIFY or SET.
2) Airspeed and Rate of Climb - STABILIZED.
NOTE
Avoid autopilot engagement into a climb condition that either cannòt be maintãined, or is on the performance limits of the airplane for its power and weight configuration'
3) AP Button -- PRESS. Note ROL and VS annunciators on. lf no other modes are selected the autopilot will operate in the ROL and VS mod-es. Verify that the aircraft Vertical Speed lndicator (VSl) and the Autopilot
VS agree'
NorE lf tracking the ILS course outbound as part.9l. lhe missed approach procedure is desired, prevent inadvertent GS couPling.
use the NAV mode to
11. BEFORE LANDING a. NP DISC/TRIM INT Switch -- PRESS to disengage AP.
SECTION 5
PERFORMANCE
There is no change
14O,2 Axis to the airplane
Autopilot is installed.
performance when the KAP lr',u-., Dec 31/99
ATgIM
Compeny
Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual
CESSNA
MODEL
182S
AIRPLANES 18280687
AND ON
SUPPLEMENT 19
BENDI)UKING KLN 94
GLOBAL POSTTTONTNG SYSTEM (tFR) coPYRtcHT
@ 2ooo
CESSNA AIRCRAFTCOMPANY
WICHITA, KANSAS, USA
1 s2SPHUS-S19-02
Q n
^o"rofGAMA
6
November 2000
Revision 2 -
15 January 2001 s19-1
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED
CESSNA
MODEL 182S
SUPPLEMENT 19
BENDI)UKING KLN 94
GLOBAL POSITIONING SYSTEM (lFR)
The following Log of Effective Pages provides the date of issue for original and revised pages, as well as a listing of all pages in the Supplement. Pages which are affected by the current revision will carry the date of that revision
Revision Level Date of lssue
0 (Original)
1
2
November 6, 2000
December 18,2000
January 15,2001
LOG OF EFFECTIVITY PAGES
PAGE
Title (S1e-1) s19-2 s19-3 s19-4 s19-5 s19-6 s19-7 s19-8 s19-9
DATE
Jan 15/01
Jan 15/01
Nov 6/00
Jan 15/01
Jan 15/01
Nov 6/00
Nov 6/00
Nov 6/00
Nov 6/00
PAGE s19-10 s19-11 s19-12 s19-13 s19-14 s19-15 s19-16 s19-17 s19-18
DATE
Jan15/01
Jan 15/01
Jan 15/01
Nov 6/00
Nov 6/00
Nov 6/00
Nov 6/00
Nov 6/00
Nov 6/00 s19-2
Jan 15/01
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED
SUPPLEMENT 19
BENDIVKING KLN 94
GLOBAL POSTTTONTNG SYSTEM (rFR)
SERVICE BULLETIN CONFIGURATION LIST
The following the operation is a list of Seruice Bulletins that are applicable to of the airplane, and have been incorporated into this supplement. This list contains only those Service Bulletins that are currently active.
Number
J¡ue ffi
P"oroo,"t¡on
ffi
Nov 6/00 s19-3
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED
CESSNA
MODEL 182S
SUPPLEMENT
BENDI)UKING KLN 94
GLOBAL POSITIONING SYSTEM (lFR)
SECTION
1
GENERAL
The KLN 94 GPS (Global Positioning System) is a threedimensional precision navigation system based on 24 earth orbiting satellites. Receiver Autonomous lntegrity Monitoring (RAIM) function pedorm that every |FR-certified GPS receiver must continuously to assure position accuracy. RAIM is available when is
5 a or more of these satellites are in view, or 4 satellites are in view and a barometrically corrected altitude input from the airplane's altimeter is made. Annunciation is provided if there are not enough satellites in view to assure position integrity.
s19-4 Jan 15/01
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED
The database card information on is an instrument approaches, special electronic memory airports, navaids, intersections, containing
DP's, STAR's, use airspace, and other items of interest to the pilot.
Every 28 days, Bendix/King receives new aeronautical database informaiion froñr .,leppesen Sãnderson
This information for each database region. is processed and downloaded onto the database cards. Bendix/King makes these database card updates available
-
I to KLN 94 GPS users.
¡[ cnunot
THE DATABASE MUST
WHILE THE AIRCRAFT
BE
IS
UPDATED
ON THE
ONLY
GROUND.
THE KLN 94 DOES NOT PERFORM ANY
NAVIGATION FUNCTION WHILE THE DATABASE
IS BEING UPDATED.
NOTE
A current database is required by regulation in order to use the KLN 94 GPS system for non-precision approaches.
Provided the KLN 94 navigation system is receiving adequate usable signals, shown it has been demonstrated capable of and has been to meet the accuracy specifications oceanic and remote, of:
VFF/IFR en route en route domestic, terminal, and instrument approach (GPS, Loran-C, VOR, VOR-DME, TACAN, NDB, NDB-
DME, RNAV) operation within the U.S. National Airspace System,
North Atlantic Minimum Navigation Peñormance Specifications
(MNPS) Airspace and latitudes bounded by T4
North and 60'
South using the WGS-84 (or NAD 83) coordinate reference datum in accordance with the criteria of AC 20-138, AC 91-49, and AC 120-
33.
Navigation data is based upon use of only the global positioning system (GPS) operated by the United States.
Jan 15/01 s19-5
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19. FAA APPROVED
CESSNA
MODEL 182S
NOTE
Aircraft using GPS for oceanic IFR operations may use. the
KLN 94 to replace one of the other approved means of long range navigátion. alsõ be
R single KLN 94 GPS installation may usei on short océanic routes which require only one means of long-range navigation.
NOTE
FAA approval of the KLN 94 does not necessarily constitute approvalfor use in foreign airspace.
NOTE
The KLN 94 is qualified for BRNAV (Basic Area Navigation) operation in ciiteria of AC the European region
Supplementary Procedures, JAA accordance with the
90-96.
-in
Regional
Technical Guidance Leaflet nUizoXz anil Eurocontrol RNAV Standard
Doc 003-93
Area Navigation Equipment Operational Requirements and
Functional Requirements (RNAV)') s19-6
Nov 6/00
CESSNA
MODEL 182S
SECTION
9.
SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED
0585C r042
1. GPS MESSAGE begin
(MSc) ANNUNCIATOR LIGHT --
MSG will flashing whenever the message prompt (a large "M" on the left side of the screen) on the KLN 94 GPS unit begins flashing to alert the pilot that a message is
Message waiting. Press the
(MSG) key on the GPS to display the message. lf a message condition exists which requires the pilot, the message annunciator a specific action will remain on but will by not flash.
2. GPS WAYPOTNT (WpT) ANNUNCTATOR
WAYPOINT annunciator seconds prior turn anticipation annunciator to will will begin to flash approximately 36 reaching is enabled begin a to
Direct-To in the flash
LtcHT waypoint.
KLN
20
94
Also,
GPS seconds
--
GpS unit, prior when to the the beginning of turn anticipation, then illuminate steady at the very beginning of turn anticipation.
Figure 1. GPS Annunciator/Switch (Sheet 1 of 3)
Nov 6/00 s19-7
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED
CESSNA
MODEL 182S
¡[,wnnnrnc
TURN ANTICIPATION
DISABLED FOR
USED EXCLUSIVELY tS
FAF WAYPOINTS AND THOSE
IN
AUTOMATICALLY
DP/STARS WHERE
OVERFLIGHT IS REOUIRED. FOR WAYPOINTS
SHARED BETWEEN DP/STARS AND PUBLISHED
EN ROUTE SEGMENTS (REOUIRING oVERFLIGHT
SELECTION lN
ON
THE DP/STARS), PROPER
THE PRESENTED WAYPOINT
PAGE IS NECESSARY
TO PROVIDE ADEOUATE
ROUTE PROTECTION ON THE DP/STARS.
3. GPS APPROACH (GPS, APR) SWITCH
APPROACH switch manually selects or disarms the approach
ARM mode and also canceis the approach ACTV mode after being
The back¡irounð by the of
--
KLN the
Pressing
94 GPS
GPS the GPS
!y-s!e1n'
APPROACH annunciator makes it visible in daylight.
4. ARM ANNUNCIATOR
LIGHT ARM annunciator will
CDI scale until the airplane reaches the approach ARM mode
30 NM point. The can also be disarmed by pressing the
GPS APPROACH switch.
5. ACTIVE (ACTV) ANNUNCIATOR LIGHT -- ACTV annunciator will illuminate when the KLN 94 GPS system automatically engages the be-eñgaged only aticJ
To cãnðel
APPROAOH
ARM mode and illuminate the ARM annunciator.
GPS oach
Figure 1. GPS Annunciator/Switch (Sheet 2 of 3) s19-8 Nov 6/00
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED
6. NAV/GPS SWITCH -- Toggles from Nav 1 versa to control the type of navigation data the CDI (Course Deviation lndicator). vice to be displayed on
The to GPS
No. 1 and
CDI
Bearing Selector (OBS) provides analog course input
Omni to the
KLN 94 in OBS mode when the NAV/GPS switch/annunciator is in GPS. When the NAV/GPS switch annunciation is in
NAV, GPS course selection in OBS mode is digital through the use of the controls and display at the KLN 94.
NOTE
Manual CDI course centering control knob can be distances. Centering in OBS mode using the difficult, the especially
Course Deviation at long lndicator
(CDl) needle can best be accomplished by pressing the
Direct-To button and
CDI course to then manually setting the the course value prescribed in
No. the KLN
1
94 displayed message.
NOTE
The Directional lndicator heading (HDG) bug must also be set to provide proper course datum to the autopilot if coupled to the KLN 94 optional HSI in LEG or OBS. (When the is installed, the HSI course pointer provides course datum to the autopilot.)
7. NAVIGATION SOURCE (NAV) ANNUNCIATOR -- The NAV annunciator will illuminate steady to inform the pilot that NAV
1 information is being displayed on the NAV 1 CDl.
L
NAVIGATION SOURCE (GPS) ANNUNCIATOR -- The GPS annunciator will illuminate steady to inform the pilot that GPS information is being displayed on the NAV 1 CDl.
Nov 6/00
Figure
1.
GPS Annunciator/Switch (Sheet 3 of 3) s19-9
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED
SECTION 2
LIMITATIONS
CESSNA
MODEL 182S
2. Navigation is prohibited within 60 nautical miles of the North and
South Poles (i.e., at greater than 89" north and south latitude)'
3. IFR Navigation is restricted as follows: a. The system must utilize ORS level 01 or later FAA approved revision.
I O. fne data on the Self-Test page must be verified prior to use.
c. IFR en route and terminal navigation is prohibited unless the pilot verifies the currency of the database or verifies each selected waypoint for accuracy by reference to current approved data.
d. lnstrument approaches must be accomplished in accordance with approved instrument approach procedures that are retrieved from the KLN aeronautical database
94 database. must incorporate
The KLN 94 the current update cycle.
I t) ffre KLN 94 Quick Reference, P/N 006-18228-0000,
Revision revision)
1, dated must
August be available
2000 (or later applicable to the flight crew during instrument aPProach oPerations.
2) lnstrument approaches must be conducted in the approach mode and RAIM must be available at the Final Approach
Fix.
s19-10
Jan 15/0:l
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED
3) APR ACTV mode proach Fix.
must be annunciated at the Final Ap-
4) Accomplishment
MLS approaches of lLS, LOC, LOC-BC, LDA, SDF, and are not authorized.
5) When an alternate airport operating rules, is required by the applicable it must be served by an approach based on other than GPS or Loran-C navigation.
6) The KLN 94 can only be used for approach guidance if the reference coordinate approach datum system for the instrument is WGS-84 or NAD-83. (All approaches in the
KLN 94 database use the WGS-84 or the NAD-83 geodetic datum).
e. For BRNAV operations in the European region:
1) With 23 (24 available) if the altitude input to the KLN 94 is not or more satellites projected to be operational for the flight, the aircraft can depart without further action.
2) With 22 (23 if the altitude input to the KLN 94 is not available) or fewer satellites projected to be operational for the flight, the availability of the GPS integrity (RAIM) should be confirmed for should of the the íntended flight (route and be obtained from aircraft. The a time). prediction program run
This outside prediction program must comply the criteria of Appendix 1 predicted continuous loss of AC90-96. ln the of RAIM of more than event with of
5 minutes a for any part of the intended flight, the flight should be delayed, cancelled, or rerouted on a track where RAIM requirements can be met.
f. lf a 'RAIM NOT AVAILABLE' message is displayed in the en route or
KLN or revert to an alternate means of navigation appropriate to the route and phase of flight. When continuing to use the KLN 94 lor navigation, position must be verified every terminal phase of flight, continue to navigate using the
94
15 operating minutes (or as required by applicable country's rules) using another IFR approved navigation system.
Jan 15/01 s19-1
1
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED
CESSNA
MODEL 182S
NOTE
Honeywell's Preflight, Version 2.O prediótion program may
Alternate methods be should used be or later computer based for the submitted
RAIM for prediction.
approval in accordance with Advisory Gircular AC90-96.
I
q. The aircraft must have other approved navigation equipment appropriate to the route of flight installed and operational.
sEcfloN
3
EMERGENCY PROCEDURES
There are no changes procedures when to the basic airplane emergency the KLN 94 GPS is installed.
1. lf the KLN 94 GPS information is not available or invalid, utilize remaining operational navigation equipment as required.
2. ll a
"RAIM NOT AVAILABLE" message is displayed while conducting an instrument approach, terminate the approach.
Execute a missed approach if required.
3. lf a "RAIM NOT AVAII-ABLE" message route or terminal phase
KLN 94 or revert to an alternate means of to the route and phase of is of flight, continue dispfayed to in the en navigate using the navigation appropriate flight. When continuing to use the KLN
I g+ for navigation, position must be verified every 15 minutes
(or
I as required by applicable country's operating rules) using another IFR approved navigation system.
4. Refer to the KLN 94 Pilot's Guide, Appendices B and C, for appropriate pilot actions to be accomplished in response to annunciated messages.
sl9-12 Jan 15/01
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED
SECTION 4
NORMAL PROCEDURES
OPERATION
Normal operating procedures are outlined in the KLN 94 GPS
Pilot's Guide, P/N 006-18207-0000, dated September 2000 (or later applicable revision). A KLN 94 Quick Reference, P/N 006-18228-
0000, dated August 2000 (or later applicable revision) containing an approach sequence, operating tips and approach related messages is intended as well for cockpit use by the pilot familiar with KLN 94 operations when conducting instrument approaches.
AUTOPILOT COUPLED OPERATION
The KLN 94 may be coupled selecting GPS on the NAV/GPS to the KAP 140 autopilot by first switch. Manual selection of the desired track on the pilot's DG heading bug course datum to the KAP 140 autopilot. is required to provide
(Frequent course datum changes may be necessary, such as in the case of flying a DME arc.) The autopilot approach mode (APR) should be used when conducting a coupled GPS approach.
NOTE
NAV or APR coupled DME arc intercepts can result in excessive overshoots (aggravated by high ground speeds and/or intercepts from inside the arc).
APPROACH MODE SEQUENCING AND RAIM PREDICTION
¡[,
mnnnc
FAMILIARITY WITH THE EN ROUTE OPERATION
OF THE KLN 94 DOES NOT CONSTITUTE
PROFICIENCY IN APPROACH OPERATIONS. DO
NOT ATTEMPT APPROACH OPERATIONS IN
lMc
(TNSTRUMENT
METEOROLOGTCAL coNDrTtoNS)
PROFICIENCY IN
PR|OR
TO
ATTA|N|NG
THE USE OF THE KLN 94.
Nov 6/00 s19-13
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPHOVED
CESSNA
MODEL 182S
NOTE
The special use airspace alert will automatically be disabled prior to flying an instrument approach to reduce the potentialfor message congestion.
1. Prior to arrival, select a STAR if appropriate from the APT 7 page. Select an approach and an initial approach fix. (lAF) irom tfre APT
I
page. The most efficient means of getting to these pages ¡s ¡nit¡ãteO by pressing the PROC (PROCEDURE) button on the KLN 94.
a. Press PROC button.
b. Select Approach, Arrival or Departure.
c. Select ttie airport from the list or enter the desired airpoft identifier.
d. The APT 7 or APT
I page will be displayed as appropriate.
NOTE
To delete or replace
FPL O page. Place a DP, STAR the cursor or over approach, select the name of the proceduie,-press ENT to change it, or GLR then ENT to delete it.
2. En route, check for RAIM availability at the destination airport
ETA on the OTH 3 page.
NOTE
RAIM must be available at the FAF instrument approach. Be prepared in order to fly an to terminate the approach upon loss of RAIM.
s19-14
Nov 6/00
CESSNA
MODEL 182S
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED
3. At or within 30 nm from the airport: a. Verify automatic annunciation of APRARM.
b. Note automatic GDI needle scaling change from +5.0 nm
1o +1.0 nm over the next 30 seconds.
c. Update the KLN 94 altimeter baro settíng as required.
d. lnternally the KLN 94 will terminal integrity monitoring.
transition from en route to
4. Select NAV 4 page to fly the approach procedure.
a. lf receiving radar vectors, or need to fly a procedure turn or holding pattern, fly in OBS until inbound to the FAF.
NOTE
OBS navigation is TO-FROM (like a VOR) without waypoint sequencing.
b. lf receiving radar vectors, choose VECTORS as the lAF, activate vectors when the first vector for the approach is received and leave the unit in LEG mode.
c. NoPT routes including DME arc's are flown in LEG. LEG is mandatorv from the FAF to the MAP.
NOTE
NAV or APR coupled DME arc intercepts can result in excessive overshoots (aggravated by high ground speeds and/or intercepts from inside the arc).
FLYING
¡[, wnnnrnc
FINAL OUTBOUND FROM
AIRPORT VORTAC ON AN
APPROACH; BEWARE OF
AN
OFF-
OVERLAY
THE DME DISTANCE
INCREASING ON FINAL APPROACH, AND THE
GPS DISTANCE.TO.WAYPOINT DECREASING,
AND NOT MATCHING THE NUMBERS ON THE
APPROACH PLATE.
Nov 6/00 s19-15
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED
CESSNA
MODEL 182S
5. At or before 2 nm from the FAF inbound: a. Select the FAF as the active wavpoint, if not accomplished already.
b. Select LEG operation.
6. Approaching the FAF inbound (within 2 nm): a. Verify APR ACTV.
b. Note automatic CDI needle scaling change from to +0.3 nm over the 2 nm inbound to the FAF.
c. lnternally the KLN 94 will transition from
+1'0 nm terminal to approach integrity monitoring.
7. Crossing the FAF and APR ACTV is q!annunciated: a. Do not descend.
b. Execute the missed approach.
8. Missed Approach: a.
b.
Navigate to the available).
MAP (in APR ARM if APR ACTV is nol
NOTE
There is no automatic LEG sequencing at the MAP' c. After climbing in accordance with the published missed approach procedure, press the Direct To button, verify or change the desired holding fix and press ENT.
s19-16 Nov 6/00
CESSNA
MODEL 182S
SECTION 9. SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED
GENERAL NOTES
.
The aeronautical database must approach operation.
be up to date for instrument
.
Only gE approach can be in the flight plan at a time.
.
Checking RAIM prediction for your approach while en route using the AUX
3 page is recommended.
A self check occurs automatically within 2 nm of the FAF. APR ACTV is inhibited without RAIM.
.
Data cannot be altered, added procedures contained in to or deleted from the database. (DME arc the approach intercepts may be relocated along the arc through the NAV pages).
4 or the FPL
0
.
Waypoint suffixes in the flight plan: i-- tAF f m
--
FAF
--
MAP h
-- missed approach holding fix.
.The
DME arc IAF (arc intercept waypoint) will position radial otf the arc VOR when you load the IAF into the flight plan, or the beginning of the arc if currently on be a on your radial present beyond the arc limit. current radar vector, bring up page scanning field
CLR, then
To
ENT. autopilot coupled) track value adjust on
Fly and CDI course the the arc intercept or under the cursor on the FPL the arc
NAV
4 the arc IAF waypoint in the NAV 4 in LEG. Adjust page
LefUright CDI needle information is to with reference
(it will relative be to compatible the flash heading to to the
0 the arc. with page, bug desired remind a press
(if you).
Displayed distance is not along the arc but direct to the active waypoint. (The
DME arc radial is also displayed in the lower right corner of the
NAV 4 page.)
Nov 6/00 s19-17
SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED
CESSNA
MODEL 182S
The DME arc IAF identifier may be unfamiliar. where 098 stands and for the 098' radial off the
Example: D098G referenced
G is the seventh letter in the alphabet indicating a 7
VOR,
DME arc.
APRARM to APR ACTV is automatic provided that: a. You are in APRRRM (normally automatic).
b.
Y c.
d.
e. Outside of the FAF, f. lnbound to the FAË.
9. RAIM is available.
Direct-To operation between the FAF and
ACTV. Fly the missed approach in APRAR¡¡.
MAP cancels APR
Flagged navigation inside the FAF may automatically bring up the message page stating:
PRESS PROC BUTTON NOW FOR NAVIGATION
Pressing the PROC button will usually restore navigation (not guaranteed) by changing from APR ACTV to APR ARM. Fly the missed approach.
The instrument approach using the KLN 94 may be essentially automatic starting 30 nm out (with or it may require a manual baro setting update) judicious selection of the OBS and LEG modes.
SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionics equipment mounted is installed. However, installation of an externallyantenna or related external antennas, will result in a minor reduction in cruise pedormance.
s19-18 Nov 6/00

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