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CESSNA 182 1965 OWNER'S MANUAL

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Performance
Cruise
Weight and Balance
Table of Contents
Performance
Specifications
Table of contents
Principal Dimensions
Operating Check List
Before Entering the Airplane
Before Starting the Engine
Exterior Inspection Diagram
Starting engine
Before take-off
Take-off
Cumb
Description and Operating Details
Fuel System
Let-Down
Before Landing
Electrical system
Cabin heating, ventilating and defrosting system
Circuit breakers
Fuel System Schematic
Taxiing Diagram
Taxiing
Cruise
Stalls
Spins
Landing
Cold weather operation
Operation
Hot weather operation
Operations authorized
Maneuvers—normal category
Airspeed Limitations
Engine Operation Limitations
Engine Instrument Markings
Weight and Balance
Care of the Airplane
Ground Handling
Mooring Your Airplane
Windshield-Windows
Aluminum Surfaces
Painted surfaces
Propeller Care
Inspection Service and Inspection Periods
Airplane file
Lubrication and Servicing Procedures
Servicing Intervals Check List
Daily
Each 50 Hours
Operational Data
Owner Follow-Up System
Stall Speed, Power Off
Cruise Performance
Optional Systems
Long Range Fuel Tanks
Cold Weather Equipment
Winterization Kit and Non-Congealing Oil Cooler
Oil Dilution System
Static-Pressure Alternate-Source Valve
Radio Selector Switches
Radio Selector Switch Operation
Transmitter Selector Switch
Speaker-Phone Switches
Oxygen System
Oxygen System Operation
Oxygen Duration (hours)
Oxygen Duration Calculation
Oxygen System Servicing
Alphabetical Index
Cessna Economy Mixture Indicator
Operating Instructions
Servicing Requirements
 THERE ARE MORE CESSNAS FLYING THAN ANY OTHER W.AKE

2L8_
I_
oW
MAN UAL
WORLDS LARGEST PRODUCER OF GENERAL AVIATION AIRCRAFT SINCE 1956

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 PERFORMANCE - SPECIFICATIONS
MODEL 182 SKYIJANE CONGRATULATIONS
GROSS WEIGHT 2600 lbs 2800 lbs Welcome to the ranks of Cessna Owners! Your Cessna has been designed
SPEEft and constructed to give you the most in performance, economy, and com
Top Speed at Sea Level 167 mph 170 mph fort. It is our desire that you will find flying it, either for business or

I
Cruise 159 mph 162 mph pleasure, a pleasant and profitable experience.
75% Power at 6500 ft.
RANGE: This Owner’s Manual has been prepared as a guide to help you get the
Cruise 685mi 695 ml most pleasure and utility from your Model 182/Skylane. It contains in
75% Power at 6500 ft. 4. 3 hrs 4.3 hrs formation about your Cessna’s equipment, operating procedures, and
60 Gallons, No Reserve 159 mph 162 mph performance; and suggestions for its servicing and care. We urge you
Cruise BOSmi 925 ml to read it from cover to cover, and to refer to It frequently.
75% Power at 6500 ft. 5.7 hrs 5.7 hrs
79 Gallons, No Reserve 159 mph 162 mph I Our interest in your flying pleasure has not ceased with your purchase of
Optimum Range at 10, 000 ft. 905m1 925 ml
60 Gallons, No Reserve 7. 6 hrs a Cessna. World-wide, the Cessna Dealer Organization backed by the
7. 6 hrs
119 mph 121 mph Cessna Service Department stands ready to serve you. The following
Optimum Range at 10, 000 ft. 1190 ml 1215 ml services are offered by most Cessna Dealers:
79 Gallons, No Reserve 10. 0 hrs 10.0 hrs
119 mph 121 mph FACTORY TRMNED PERSONNEL to provide you with courteous
RATE OF CLIMB AT SEA LEVEL 980 fpm 980 1pm expert service.
SERVICE CEILING 18, 900 ft 18, 900 ft
TAKE-OFF: FACTORY APPROVED SERVICE EQWPMENT to provide you
Ground Run 625ft 625 ft with the most efficient and accurate workmanship possible.
Total Distance Over
50-Foot Obstacle 12051t 1205 ft A STOCK OF GEMJTNE CESSNA SERVICE PARTh on hand
LANDING: when you need them.
Ground Roll 590ft 590 ft
Total Distance Over THE LATEST AUTHORITATIVE INFORMATION FOR SERV
50- Foot Obstacle 1350 ft 1350 ft ICING CESSNA AIRPLANES, since Cessna Dealers have all
EMPTY WEIGHT (Approximate) 1550 lbs 1610 lbs of the Service Manuals and Parts Catalogs, kept current by
BAGGAGE 120 lbs 120 lbs Service Letters and Service News Letters, published by Cessna
WING LOADTNG Pounds/Sq Foot 16.1 16. 1 Aircraft Company.
POWER WADING: Pounds/HP. 12.2 12. 2
FUEL CAPACITY: Total We urge all Cessna owners to use the Cessna Dealer Organization to the
Standard Tanks 65ga1. 65 gal. fullest.
Optional Long Range Tanks 84gaL 84 gal.
OIL CAPACITY: Total . l2qts l2qts A current Cessna Dealer Directory accompanies your new airplane. The
PROPELLER: Constant Speed (Diameter). 82 inches 82 inches Directory is revised frequently, and a current copy can be obtained from
ENGINE: Continental Engine O-470-R O-470-R your Cessna Dealer. Make your Directory one of your cross-country
230 rated HP at 2600 RPM flight planning aids; a warm welcome awaits you at every Cessna Dealer.

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 TABLE OF CONTENTS
Page =

SECTION I - OPERATING CHECK LIST 1-1

SECTION II - DESCRIPTION AND
OPERATING DETAILS 2-1
SECTION III - OPERATING LIMITATIONS 3-1
SECTION IV- CARE OF THE AIRPLANE 4-1

OWNER FOLLOW-UP SYSTEM 4-8

SECTION V - OPERATIONAL DATA 5-1

SECTION VI- OPTIONAL SYSTEMS 6-1

ALPHABETICAL INDEX Index-i

This manual describes the operation and performance of both

the Cessna Model 182 and the Cessna Skylane. Equipment
described as “Optional” denotes that the subject equipment
is optional on the Model 182. Much of this equipment is
standard on the Skylane model.

lii

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 ‘ti-r

Section

‘I
OPERATING CHECK LIST

One of the first steps in obtaining the utmost performance, service,

and flying enjoyment from your Cessna is to familiarize yourself with your
airplane’s equipment, systems1 and controls. This can best be done by
is, reviewing this equipment while sitting in the airplane. Those items whose
EXTERIOR NOTE
function and operation are not obvious are covered in Section U.
INSPECTION Se I
Chock general aircraft
condition during walk. Section I lists, in Pilot’s Check List form, the steps necessary to
arneand inspection. If
DIAGRAM night flight is planned,
operate your airplane efficiently and safely. It is not a check list in its
true form as it is considerably longer, but it does cover briefly all of the
SI chock operation of all
lights, and omits ear,
a Qashlight is available. points that you should know for a typical flight.

The flight and operational characteristics of your airplane are normal

in all respects. There are no ‘unconventional” characteristics or oper
ations that need to be mastered. All controls respond in the normal way
within the entire range of operation. All airspeeds mentioned in Sections
I and II are indicated airspeeds. Corresponding calibrated airspeeds
(3) a. Tarn on master switch and check fuel
quantity indicatorsl then tarn master
a. Check propeller and spinner for ricks ‘al
security, and propeller for oil leaks.
may be obtained from the Airspeed Correction Table in Section V.
switch “OFF. b. Make vimal chock in thsnsre that fuel stnir,er
b, Check iwiUtti switch “OFF. tht valve Is closed after dnmtr.g operation.
e. Check fuel task selector nive handle on
“BoTh.”
c. Chock nose wheel strut and tin for proper
irliation.
BEFORE ENTERING THE AIRPLANE.
d. Oi first flight of day and after each refu tl d. Otaconnoct nose tic-down.
ing, pull mat atridner drain knob for about C. Check carbarctetr air filter for restrictions (1) Make an exterior Inspection in accordance with figure 1-1.
four seconds, to clear Suet strainer of pos by dust or other foreign mailer.
sible waler and sediment, I. Check oil level. Do not operate with lean
e, Remove control whoel lack. than nine quarts. Fill for extended flight.
C. Chock baggage door for security.

a. Remove pitot tube covor, It installed, and

BEFORE STARTING THE ENGINE.
() a. Remove rudder gust lock, If I tatailed. check pitot tube opening for stoppage.
b. nisconnect tail tie-don. b. Check fuel taste vent opening for stoppage,
Aieo, check ftc! tank vent opening provided
(1) Seats and Seat Belts Adjust and lock.
-—

in right wing when optional long range fuel (2) Flight Controls Check.
--
a- Chock maio wheel tire for proper inflation.
ii. Inspect airspeed static source hole on side
taste, are installed. (3) Brakes Test and set.
--

(4) Master Switch

c.
of fusetago for stoppage.
Disconnect wing tie-dosn. ® samoan®
(5) Cowl Flaps
“ON.’
——

‘OPEN.” (Move lever out of locking hole to

--

reposition.)
(6) Elevator and Rudder Trim “TAKE-OFF’ setting.
--

Figure l—L (7) Fuel Selector Valve “BOTH,”

--

(8) Turn all radio switches “OFF,’

lv
1—1

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.;ik4

STARTING ENGINE. 1C:J. 133.

Cold.
TAKE-OFF. , :‘

(1) Carburetor Heat —-

*
(2) Mixture - -Nch.
NORMAL TAKE-OFF. .:.

(3) Propeller High RPM.

--
(1) Wing Flaps-- Up.
(4) Throttle-- Cracked (one-hall inch). (2) carburetor Heat Cold. --
(5) Primer -- As required. (3) Power Full throttle and 2600 RPM.
“START.” Hold until engine fires, but not
--

(6) IgnitIon Switch —-

(4) Elevator Control Raise nosewheel at 60 MPH.
-—
longer than 30 seconds. (5) Climb Speed 90 MPH until all obstacles are cleared, then set
Release to “BOTH” (immediately after engine
-—
(7) Ignition Switch --
up climb speed as shown in “NORMAL CLIMB” paragraph.
fires).
MAXIMUM PERFORMANCE TAKEOFF.

\
;.
NOTE (1) Wing Flaps 20°.——

If engine has been overprimed, start with throttle open (2) carburetor Heat Cold, -—
•.

1/4 to 1/2 full open. Reduce throttle to idle when en (3) Brakes Apply.
--

gine fires. (4) Power Full throttle and 2600 RPM.

--

(5) Brakes Release.

-—

NOTE • (6) Elevator Control Maintain slightly tail-low attitude.

--

(7) Climb Speed 60 MPH until all obstacles are cleared, then set
--

After starting, check for oil pressure indication within climb speed as shown In “MA4I PERFORMANCE CIB.”
30 seconds in normal temperatures and 60 seconds in (8) Wing Flaps Up after obstacles are cleared.
—-

cold temperatures. U no indicatIon appears, shut off

engine and Investigate.
CUMB.
up .•. .

BEFORE TAKE-OFF. NORMAL CLIMB.

(1) Air Speed 100 to 120 MPH.
--

(1) Throttle SettIng 1700 RPM.

- (2) Power —-23 Inches and 2450 RPM.
(2) Engine Instruments Check. -- (3) Mixture Full rich (unless engine is rough due to excessively
--

(3) Carburetor Heat Check operation, then set to cold unless

—-
rich mixture).
icing conditions prevail. (4) Cowl Flaps Open as required.
--

(4) Ammeter Check.

—-

(5) Suction Gage Check (4. 5 inches of mercury desired, 3.75 to

-— MAXIMUM PERFORMANCE CLIMB.
5.0 acceptable). (1) Mr Speed 88 MPH (sea level) to 84 MPH (10,000 feet).
-—

(6) Magnetos Check (50 RPM maximum differential between

-- (2) Power Full throttle and 2600 RPM.
- -

magnetos). (3) Mixture Full rich (unless engine is rough).

—-

(7) Propeller Cycle from high to low RPM; return to high RPM
--
(4) Cowl Flaps Full “OPEN.”
--

(full in).
(8) Flight Controls Recheck.
(9) Wing Flaps
--

Check operation and set 0° to 20°.

——
CRUISING.
(10) Cowl Flaps-- Full”OPEN.” (1) Engine Power 15 to 23 inches of manifold pressure and 2200
-- -
(11) Elevator and Rudder Trim Recheck “TAKE-OFF” setting.
--
2450 RPM.
(12) Cabin Doors Cased and locked.
--
(2) Cowl Flaps Open as required.
--

(13) Flight Instruments and Radios Set. --

(3) Elevator and Rudder Trim Adjust.
--

(4) Mixture Lean.

-—

1-2
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 LET-DOWN.
(1) Mixture Rich.
-—

(2) Power --As desired.

(3) Carburetor Heat Apply (if icing conditions exist).
--

DESCRIPTION AND OPERATING DETAILS

BEFORE LANDING.
(1) Fuel Selector Valve “BOTH” --

(2) Mixture Rich.

--
The following paragraphs describe the systems and equipment
(3) Propeller High RPM. whose
--
function and operation is not obvious when sifting in the airplane.
(4) Cowl Flaps Closed. This
--
section also covers in somewhat greater detail some of the items
(5) Carburetor Heat Apply before closing throttle. listed
--

In Check List form in Section I that require further explanation.

(6) Airspeed 80 to 90 MPH (flaps retracted).
--

(7) Wing Flaps 00 to 40° (below 110 MPH).

--

(8) Airspeed 70 to 80 MPH (flaps extended).

--

(9) Elevator and Rudder Trim Adjust. --

FUEL SYSTEM.
Fuel is supplied to the engine from two tanks, one in each
NORMAL LANDINa wing. The
total usable fuel, for all flight conditions is 60 gallons for
standard tanks
and 79 gallons for optional long range tanks.
(1) Landing Technique -- Conventional for all flap settings.
NOTE
AFTER LANDING. Unusable fuel Is at a minimum due to the design of the
fuel system. However, with 1/4 tank or less, prolonge
(1) Cowl Flaps “OPEN,” d
uncoordinated flight such as slips or skids can uncover
(2) Wing Flaps Retract.--
the fuel tank outlets, causing fuel starvation and engine
(3) Carburet or Heat Cold. --
stoppage when operating on a single tank. Therefore,
to avoid this problem with low fuel reserves, the fuel
selector should be set at ‘BOTH” position.
SECURE AIRCRAFT.
Fuel from each wing tank flows by gravity to a selector valve.
(1) Mixture —- Idle cut-off (pulled full out). Depending
upon the setting of the selector valve, fuel from the left,
right, or both
tanks flows through a fuel strainer and carburetor to the engine
NOTE induction
system.
Do not open throttle as engine stops since this actuates
the accelerator pump. NOTE

(2) All Switches Off. Take off with the fuel selector valve handle in the “BOTH”

I
——

(3) Brakes Set. position to prevent inadvertent take-oft on an empty

-- tank.
(4) Control Lock installed. --
However, when the selector is in the “BOTH” position,
unequal fuel flow from each tank may occur after extended

I
flight if the wings are not maintained exactly level.
1-4 Re—

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 :
suiting wing heaviness can be alleviated gradually by
RIGHT WING TANK turning the selector valve handle to the tank in the “heavy”
LEFT WING TANK
wThg. The recommended cruise fuel management pro
cedure for extended flight is to use the left and right tank
alternately.

ELECTRICAL SYSTEM.
Electrical energy is supplied by a 14-volt, direct-current system
powered by an engine-driven alternator. The 12-volt battery is located
aft of the rear baggage compartment wail.

CIRCUIT BREAKERS.

All electrical circuits in the airplane, except the clock circuit, are
protected by circuit breakers. The clock has a separate fuse mounted
FUEL SYSTEM adjacent to the battery. The stall warning transmitter and horn circuit

r SCHEMATIC I
TO ENGINES
and the optional turn-and-bank indicator circuit are protected by a single
automatically resetting circuit breaker mounted behind the instrument
panel. The cigar lighter is protected by a manually reset type circuit
FUEL breaker mounted directly on the back of the lighter behind the instrument

•1
STRAINER ENGINE PRIMER panel. The remaining circuits are protected by “push-to-reset’ circuit
breakers on the instrument panel.
I

6’ ROTATING BEACON (OPT)

ql
The rotating beacon should not be used when flying through clouds
THROTTLE or overcast; the moving beams reflected from water droplets or particles
in the atmosphere, particularly at night, can produce vertigo and loss of
fl orientation.
CARBURETOR
—
CABIN HEATING, VENTILATING AND
MIKTURE TO
DEFROSTING SYSTEM.
CONTROL KNOB ENGINE
The temperature and volume of airflow into the cabin can be regulated
to any degree desired by manipulation of the push-pull “CABIN HEAT” and
“CABIN AIR” knobs. Both control knobs are the double-button type with
friction locks to permit intermediate settings.

Figure 2-1. NOTE

Always pull out the “CABIM AIR” knob slightly when the
2—2
2—3

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 “CABIN HEAr’ knob Is cut. This action increases the
airflow through the system, increasing efficiency, and
blends cool outside air with the exhaust manifold heated
air, thus eliminating the possibility of overheating the
system ducting.
F
The rotary type “DEFROST” knob regulates the airflow for windshield
defrosting.

Front cabin heat and ventilating air is supplied by outlet holes spaced
across a cabin manifold just forward of the pilot’s and copilot’s feet. Rear
cabin heat and air is supplied by two ducts from the manifold, one extend
ing down each side of the cabin. Windshield defrost air is also supplied by
a duct leading from the cabin manifold.

Separate adjustable ventilators supply additional air; one near each

upper corner of the windshield supplies air for the pilot and copilot, and
two in the rear cabin ceiling supply air to the rear seat passengers.

STARTING ENGINE.
Ordinarily the engine starts easily with one or two strokes of the
primer in warm temperatures to six strokes in cold weather with the
throttle open approximately 1/2 inch. In extremely cold temperatures
it may be necessary to continue priming while cranking. Weak inter
mittent explosions followed by puffs of black smoke from the exhaust
stack indicate overpriming or flooding. Excess fuel can be cleared
from the combustion chambers by the following procedure: Set the mix
hire control full lean and the throttie full open; then crank the engine through
several revolutions with the starter. Repeat the starting procedure
without any additional priming.

U the engine is underprimed (most flicely in cold weather with a cold

engine) it will not fire at all. Additional priming will be necessary for the
next starting attempt.

As soon as the cylinders begin to fire, open the throttle slightly to

keep it running.

U prolonged cranking is necessary, allow the starter motor to cool

at frequent intervals, since excessive heat may damage the armature.
Figure 2-2.
2—4
2—5

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 TAXIING.
plane to start rolling before high RPM is developed, and the gravel will be
The carburetor air heat knob should be pushed full in during all ground blown back of the propeller rather than pulled into It.
operations unless heat is absolutely necessary for smooth engine operation.
When the knob is pulled out to the heat position, air entering the engine is Most engine wear occurs from improper operation before the engine
not filtered. is up to normal operating temperatures, and operating at high powers and
RPM’s. For this reason the use of maximum power for take-off should be
Taxiing over loose gravel or cinders should be done at low engine limited to that absolutely necessary for safety. Whenever possible, reduce
speed to avoid abrasion and stone damage to the propeller tips. take-off power to normal climb power.

Normal take-offs are accomplished with wing flaps up, cowl flaps
open, full throttle, and 2600 RPM. Reduce power to 23 inches of mani
BEFORE TAKE-OFF. fold pressure and 2450 RPM as soon as practical to minimize engine wear.

Since the engine is closely cowled for efficient in-flight cooling, pre Using 20° wing flaps reduces the ground run and total distance over
cautions should be taken to avoid overheating on the ground. Full throttle the obstacle by approximately 20 per cent. Soft field take-offs are per
checks on the ground are not recommended unless the pilot has good reason formed with 20° flaps by lifting the airplane off the ground as soon as
to suspect that the engine is not turning up properly. practical in a slightly tail-low attitude. However, the airplane should
be leveled off immediately to accelerate to a safe climb speed.
The magneto check should be made at 1700 RPM with the propeller
in flat pitch as follows: Move the ignition switch first to “R” position and if 20° wing flaps are used for take-off, they should be left down until
note RPM. Then move switch back to “BOTH” position to clear the other all obstacles are cleared. To clear an obstacle with wing flaps 20 degrees,
set of plugs. Then move switch to “U’ position and note RPM. The dif the best angle-of-climb speed (60 MPH, LAS) should be used. if no ob
ference between the two magnetos operated singly should not be more than structions are ahead, a best “flaps up” rate-of-climb speed (90 MPH, LAS)
50 RPM. if there is a doubt concerning the operation of the ignition sys would be most efficient. These speeds vary slightly with altitude, butthey
tem, RPM checks at a higher engine speed will usually confirm whether are close enough for average field elevations.
a deficiency exists.
Flap deflections of 30° to 40° are not recommended at any time for
An absence of RPM drop may be an indication of faulty grounding of take—off.
one side of the ignition system or should be cause for suspicion that the
magneto timing has been “bumped-up” and is set in advance of the setting Take-offs into strong crosswinds normally are performed with the
specified. minimum flap setting necessary for the field length, to minimize the drift
angle immediately after take-off. The airplane is accelerated to a speed
slightly higher than normal, then pulled off abruptly to prevent possible
settling back to the nmway while drifting. When clear of the ground, make
TAKE-OFF. a coordinated turn into the wind to correct for drift.
It is important to check full-throttle engine operation early in the take
off run. Any signs of rough engine operation or sluggish engine accelera
Uon is good cause for discontinuing the take-off. CLIMB.
Full throttle runups over loose gravel are especially harmful to A cruising climb at 23 inches of manifold pressure, 2450 RPM (ap
propeller tips. when take-offs must be made over a gravel surface, it is proximately 75% power) and 100 to 120 MPH is recommended to save time
very important that the throttle be advanced slowly. This allows the air- and fuel for the overall trip. In addition, this type of climb provides bet
ter engine cooling, less engine wear, and more passenger comfort due to -

2—6

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 lower noise level.

if it is necessary to climb rapidly to clear mountains or reach favor The Optimum Cruise Performance table (figure 2-3), shows that
able winds at high altitudes, the best rate-of-climb speed should be used cruising can be done most efficiently at higher altitudes because very
with maximum power. This speed is 88 MPH at sea level, decreasing nearly the same cruising speed can be maintained at much less power.
2 MPH for each 5000 feet above sea level.
For a given throttle setting, select the lowest engine RPM in the
If an obstruction ahead requires a steep climb angle, the airplane green arc range that will give smooth engine operation.
should be flown at the best angle of climb with flaps up and maximum
power. This speed is 70 MPH. The cowl flaps should be adjusted to maintain the cylinder head tem
perature near the middle of the normal operating (green arc) range to
In a balked landing (go-around) climb, the wing flap setting should be assure prolonged engine life.
reduced to 200 immediately after fun power is applied. Alter all
obstacles are cleared and a safe altitude and airspeed are obtained, the To achieve the range figures shown in Section V, the mixture should
wing flaps should be retracted. be leaned as follows: pull mixture control out until engine becomes rough;
then enrich mixture slightly beyond this point. Any change in altitude,
power, or carburetor heat will require a change in the lean mixture
setting.
CRUISE.
Application of full carburetor heat may enrich the mixture to the
Normal cruising is done between 65% and 75% power. The power point of engine roughness. To avoid this, lean the mixture as instructed
settings required to obtain these powers at various altitudes and outside In the preceding paragraph.
air temperatures can be determined by using your Cessna Power Com
puter or the OPERATIONAL DATA, Section V.
STALLS.
The stall characteristics are conventional and aural warning is pro

I OPTIMUMCRUSE PERFORMANCEI
wsaansamfl

TRUE
vided by a stall warning horn which sounds between 5 and 10 MPH above
the stall in all configurations.

Power-off stall speeds at maximum gross weight and aft c. g. position

are presented in figure 5-2 as calibrated airspeeds since indicated air
tBHP ALTITUDE RANGE speeds are unreliable near the stall.
AIRSPEED (Std.Tanks)

75 6500 162 695

SPIN S.
70 8000 160 735
Intentional spins are prohibited In this airplane. Should an Inadvert
65 1O000 158 785 ent spin occur, standard liit plane recovery techniques should be used.

Figure 2—3. LANDING.

2—8 landings are usually made on the main wheels first to reduce the

2—9

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 landing speed and the subsequent need for braking In the landing mu.
The nosewheel is lowered gently to the runway alter the speed has di turn to locked position to avoid possibility of engine
müilshed to avoid unnecessary ixise gear load. This procedure Is es drawing fuel through the primer.
pecially important in rough field landings.
(2) Clear propeller.
For short fleW landings, make a power off approach at 69 MPH,
(3) Turn master switch “ON.”
lAS with 40° flaps and land on the main wheels first. Immediately alter (4) Turn magneto switch to “BOTH.’
touchdown, lower the nose gear to the ground and apply heavy braking as (5) Open throttle 1/2” and engage starter.
required. For maximum brake effectiveness alter all three wheels are (6) Pun carburetor heat on alter engine has started, and leave on
on the ground, retract the flaps, hold full nose up elevator and apply max until engine is running smoothly.
imum possible brake pressure without sliding the tires.

Without Preheat:
COLD WEATHER OPERATION, (1) Prime the engine six to eight strokes while the propeller is
being turned by hand with throttle open 1/2”. Leave primer charged
STARTTNG.
and ready for stroke.
(2) Clear propeller.
Prior to starting on a cold morning, it is advisable to puU the (3) Tarn master switch “ON,”
propeller through several times by hand to “break loose” or “Umber” (4) Turn magneto switch t0 “BOTH.”
the oil, thus conserving battery energy. In extremely cold (0° F and (5) Pump throttle rapidly to full open twice. Return to 1/2” open
lower) weather, the use of an external preheater (for both the engine and position,
battery) and an external power source is recommended whenever possible (6) Engage starter and continue to prime engine until it is running
to obtain positive starting and to reduce wear and abuse to the engine and smoothly, or alternately, pump throttle rapidly over first 1/4 of
the electrical system. total travel.
(7) Pull carburetor heat on alter engine has started. Leave on
pre-heat will thaw the oil trapped in the oil cooler, which probably until engine is running smoothly
will be congealed prior to starting in extremely cold temperatures. When (8) Lock primer.
using an external power source, the position of the master switch is im
portant. Refer to Section VI, paragraph GROUND SERVICE PLUG RE NOTE
CEPTACLE, for operating details.
H the engine does not start during the first few
Cold weather starting procedures are as follows: attempts, or if engine tiring diminishes in strength,
it is probable that the spark plugs have been frosted
With Preheat: over. Preheat must be used before another start is
attempted.
(1) WIth magneto switch “OFF” and throttle open 1/2”, prime the
engine four to eight strokes as the propeller is being turned over by IMPORTANT
hand.
Excessive priming and pumping throttle may cause
NOTE raw fuel to accumulate in the intake air duct, creat
ing a fire hazard in the event of a backfire. U this
Use heavy strokes of primer for best atomization of occurs, maintain a cranking action to suck flames
fuel. After priming, push primer all the way in and into the engine. An outside attendant with a fire
extinguisher Is advised for cold starts without preheat.
2—10
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 OPERATION.

During cold weather operations, no indication will be apparent on.

the oil temperature gage prior to take-off if outside air temperatures are
very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM),
accelerate the engine several times to higher engine RPM. If the engine
accelerates smoothly and the oil pressure remains normal and steady, OPERATING LIMITATIONS
the airplane is ready for take—off.

Rough engine operation in cold weather can be caused by a combina

tion of an inherently leaner mixture due to the dense air and poor vapori OPERATIONS AUTHORIZED.
zation and distribution of the fuel-air mixture to the cylinders. The
effects of these conditions are especially noticeable during operation on Your Cessna, with standard equipment as certificated under FAA
one magneto In ground checks where only one spark plug fires in each Type Certificate No. 3A13, Is approved for day and night operation under
cylinder. VFR.

To operate the engine without a winterizadon kit in occasional out Additional optional equipment is available to Increase its utility and to
side air temperatures from 10° to 20° F, the following procedure is make it authorized for use under IFR day and night. An owner of a proper
recommended: ly equipped Cessna is eligible to obtain approval for its operation on single
engine scheduled airline service under VFR. Your Cessna Dealer will be
(1) Use full carburetor heat during engine warm-up and ground happy to assist you in selecting equipment best suited to your needs.
check.
(2) Use minimum carburetor heat required for smooth operation in
take-off, climb, and cruise.
(3) select relatively high manifold pressure and RPM settings for MANEUVERS—NORMAL CATEGORY.
optimum mixture distribution, and avoid excessive manual leaning
In cruislr.g flight. The airplane exceeds the requirements for airworthiness of the
(4) Avoid sudden throttle movements during ground and flight opera Federal Aviation Regulations, Part 3, set forth by the United States
tion. Government. Spins and aerobatic maneuvers are not permitted in normal
category airplanes in compliance with these regulations. In connection
When operating In sub-zero temperatures, avoid using partial car with the foregoing, the following gross weight and flight load factors apply:
buretor heat. Partial heat may raise the carburetor air temperature to
the 32° to 700 range where Icing is critical under certain atmospheric
conditions. Maximum Gross Weight 2800 lbs.
Flight Load Factort Flaps Up +3.8 —1. 52
Refer to section VI for cold weather equipment and operating details Flight Load Factort Flaps Down +3.5
for the OIL DILUTION SYSTEM.
tThe design load factors are 150% of the above, and in
all cases, the structure meets or exceeds design loads.

HOT WEATHER OPERATION.

Your airplane must be operated in accordance with all FAA approved
The general warm temperature starting Information on page 2-4 is markings, placards and check lists in the airplane. If there is any infor
appropriate. Avoid prolonged engine operation on the ground. mation in this section which contradicts the FAA approved markings, pla
cards and check lists, it is to be disregarded.
2—12
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 AIRSPEED LIMITATIONS.
TACHOMETER.
The following are the certificated calibrated airspeed limits for Normal Operating Range 2200-2450 RPM (green arc)
your Cessna: Cautionary Range 2450- 2600 RPM
Do Not Exceed (Engine rated speed) 2600 RPM (red line)
Never Exceed (Glide or dive, smooth air) . . . 193 MPH (red line)
Caution Range 160- 193 MPH (yeflow arc) CARBURETOR AIR TEMPERATURE GAGE (OPT).
Maximum Structural Cruising Speed 160 MPH
Under possible icing conditions:
(Level flight or climb) Normal Operating Range 5° to 20°C (green arc)
Normal Operation Range 67-160 MPH (green arc) Cautionary Range 0° to 5°C (yellow arc)
Maximum Speed, Flaps Extended 110MPH Icing Range -20° to 0°C (red arc)
Flap Operation Range 60-110 MPH (white arc)
Maneuvering Speedt 128 MPH FUEL OUANTITY INDICATORS.
Empty E (red liz)
tThe maximum speed at which abrupt control travel
can be used without exceeding the design load factor.

ENGINE OPERATION LIMITATIONS.

Power and Speed 230 BLIP at 2600 RPM

ENGINE INSTRUMENT MARKINGS.

OIL TEMPERATURE GAGE.
Normal Operating Range Green Arc
DoNotExceed 225°F(redllne)

OIL PRESSURE GAGE.

Idling Pressure 10 psi (red line)
Normal Operating Range 30-60 psi (green arc)
Maximum Pressure 100 psi (red line)

MANIFOLD PRESSURE GAGE.

Normal Operating Range 15-23 In. Hg (green arc)

CYLINDER HEAD TEMPERATURE GAGE.

Normal Operating Range 275—450°F (green arc)
Do Not Exceed 450°F (red line)

3—2
3—3

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 WEIGHT AND BALANCE. I’
—I—
The following information will enable you to operate your Cessna
within the prescribed weight and center of gravity limitations. To figure
the weight and balance for your particular airplane, use the Sample
Problem, Loading Graph, and Center of Gravity Moment Envelope as b 0
0.,
follows:

Take the licensed Empty Weight aixi Moment/bOO from the Weight
and Balance Data sheet, plus any changes noted on forms FAA-337
carried in your airplane, and write them down In the proper columns.
Using the Loading Graph, determine the moment/bOO of each item to
be carried. Total the weights and moments/i 000 and use the Center
of Gravity Moment Envelope to determine whether the point falls with 0
in the envelope, and if the loading is acceptable. z
I Tc,
— : -4

: :11.± 1.
o
z

II
0
L --Li $1
1

‘I
I—
0

Sample Airplane Your Airplane

I 0
0
‘-4
SAMPLE LOADING PROBLEM weight Moment Weight Moment
“a.
(lbs( lb-in;. — B.
It z

I. Licensed Empty Weight Sample Airplane) 1660 57.9

1 0 old
I I
0
2. oil 12 22 -0.3 22 .0.3 0 I I
. Qls

3. PIlot & Front Passenger 340 1 2.2

z
360 17.3
0 :: :: Is’
4. Fuel. (60.0 Gal at 6ff/Goll
‘<
S. Rear Passenger, 340 24.1 0
78 7.6
-I JO
6. Baggage Ic’ Passenger on Au1lJory Seall I I -

0
7. Total AircraFt Weight ILoodedl 2800 11 8.8
fl 11111

I I III -

8. Locals this paint (2800 at 118.81 on Ike can tar of gravIty envelope, and since this -f - ‘i;;’ -H-H-
point fall • with In the e nyc lope the Ic oding is acm plo bI.. o o 0 0 0 0 0 0 0 0
o Is’ 0 tO 0 to o us o In
us e, “ eq eq — —
Nate. Normally full oil may be on u med icr all flight,.

(saNnod) IHOHIAX UVO7

3—4
3—5

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 ______
__
__

C
a,
-4
-ni—n
trmti

C
C.
-4 CARE OF THE AIRPLANE
02
ru

Ti your airplane is to retain that new-plane performance and dependa

bility, certain inspection and maintenance requirements must be followed.
It is wise to follow a planned schedule of lubrication and preventative main
tenance based on climatic and flying conditions encountered in your locality.
C
o
o o Keep in touch with your Cessna Dealer, and take advantage of his
°
— -I knowledge awl experience. He knows your airplane and how to maintain
it. He will remind you when lubrications and oil changes are necessary,
and about other seasonal and periodic services.

o 0
ha. o
50 rz. GROUND HANDLING.
‘‘II The airplane is most easily and safely maneuvered during ground
0
handling by a tow-bar attached to the nosewheel.
U-Ld NOTE
When using the tow-bar, do not exceed the nosewheel
turning angle of 29 either side of center.

I
Ui0 MOORING YOUR AIRPLANE
0
CD
Proper tie-down procedure is your best precaution against damage to
your parked airplane by gusty or strong winds, To tie-down your airplane
o 0 0 0 0 0 0 0 0 0 0
securely, proceed as follows:
o 0 0 0 0 0 0 0 0 0 0
02 CD U2 ‘ C. — 0 0
eq C. C. C. C. C. eq eq ‘ —
(1) Set the parking brake arid install the control wheel lock.
(2) Install a surface control lock over the fin and rudder.
(suNnod) IRDI3M IAVHDU1Y aaava-i (3) Tie sufficiently strong ropes or chaIns (700 pounds tensile
strength) to the wing, tail, and nose he-down fittings and secure
each rope to a ramp tie-down.
(4) Install a pitot tube cover.
3—6

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 curing period which may be as long as 90 days after the finish is applied.
WINDSHIELD-WINDOWS. During this curing period some precautions should be taken to avoid dam
aging the finish or interfering with the curing process. The finish should
The plastic windshield and windows should be kept clean and waxed at be cleaned only by washing with clean water and mild soap, followed by a
all times. To prevent scratches and crazing, wash them carefully with rinse with water and drying with cloths or a chamois. Do not use polish
plenty of soap and water, using the palm of the hand to feel and dislodge
dirt and mud. A soft cloth, chamois or sponge may be used, bot only to I or wax, which would exclude air from the surface during this 90-day cur
ing period. Do not rub or buff the finish, and avoid flying through rain,
carry water to the surface. ltnse thoroughly, then dry with a clean, hail or sleet.
moist chamois. Rubbing the surface of the plastic with a dry cloth builds
up an electrostatic charge so that it attracts dust particles in the air. Once the finish has cured completely, It may be waxed with a good
WipIng with a moist chamois MU remove both the dust and this charge. automotive wax. A heavier coating of wax on the leading edges of the
wings and tail and on the nose cap and propeller spinner will help reduce
Remove oil and grease with a cloth moistened with kerosene. Never the abrasion encountered in these areas.
use gasoline, benzine, alcohol, acetone, carbon tetrachloride, fire ex
tinguisher or anti-ice fluid, lacquer thinner or glass cleaner. These
materials wiil soften the plastic and may cause it to craze.
PROPELLER CARE.
After removing dirt and grease, If the surface is not badly scratched
it should be waxed with a good grade of commercial wax. The wax will Preflight inspection of propeller blades for nicks, and wiping them
fill in mInor scratches and help prevent further scratching. Apply a thin, occasionally with an oily cloth to clean off grass and bug stains will as
even coat of wax, and bring it to a high polish by rubbing lightly with a sure long, trouble-free service. It is vital that small nicks on the pro
clean, dry, soft flannel cloth. Do not use a power buffer; the heat gen peller, particularly near the Ups and on the leading edges, are dressed
erated by the buffing pad may soften the plastic. out as soon as possible since these tucks produce stress concentrations,
and if ignored, may result in cracks. Never use an alkaline cleaner on
Do not use a canvas cover on the windshield unless freezing rain or the blades; remove grease and dirt with carbon tetncMoride or Stoddard
sleet is anticipated. Canvas covers may scratch the plastic surface. solvent.

ALUMINUM SURFACES.
INTERIOR CARE.
The clad aluminum surfaces of your Cessna may be washed with clear
water to remove dirt; oil and grease may be removed with gasoline, naptha, To remove dust and loose dirt from the upholstery and carpet, clean
carbon tetrachioride or other non-alkaline solvents. Dulled aluminum the Interior regularly with a vacuum cleaner.
surfaces may be cleaned effectively with an aircraft aluminum polish.
Blot up any spilled liquid promptly with cleansing tissue or rags.
After cleaning, and periodically thereafter, waxing with a good auto Don’t pat the spot; press the blotting material firmly and hold it for
motive wax will preserve the bright appearance and retard corrosion. several seconds. Continue blotting until no more liquid is taken up.
Regular waxing Is especially recommended for airplanes operated in Scrape off sticky materials with a dull knife, then spot-clean the area.
salt water areas as a protection against corrosIon.
Oily spots may be cleaned with household spot removers, used spar
I’ ingly. Before using any solvent, read the instructions on the container
and test It on an obscure place on the fabric to be cleaned. Never satu
PAINTED SURFACES. rate the fabric with a volatile solvent; it may damage the padding and
backing materials.
The painted exterior surfaces of your new Cessna require an initial
4-3
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 AIRPLANE FILE
e deter
Soiled upholstery and carpet may be cleaned with a foam-typ There are miscellaneous data, Information and licenses that are a
ons. Keep the foam
gent, used according to the manufacturer’s instructi part of the airplane file. The following is a check list for that file. In
to minimize
as dry as possible and remove it with a vacuum cleaner, addition, a periodic check should be made of the latest Federal Aviation
wetting the fabric. Regulations to insure that all data requirements are met.
need
The plastic trim, headliner, instrument panel and control knobs A. To be displayed in the airplane at all times:
wheel
only be wiped off with a damp cloth. Oil and grcasç on the control
kerosene.
and control knobs can be removed with a cloth moistened with (1) Aircraft Airworthiness Certificate (Form FAA-1362).
the wind
Volatile solvents, such as mentioned in paragraphs on care of (2) Aircraft Registration Certificate (Form FAA-500A).
shield, must never be used since they soften and craze the plastic. (3) Airplane Radio Station License (Form FCC-404, if
transmitter installed).

B. To be carried in the airplane at all times:

INSPECTION SERVICE AND INSPECTION PERIODS.
(1) Weight and Balance, and associated papers (latest copy of
With your airplane you will receive an Owner’s Service Policy. Cou the Repair and Alteration Form, Form—337, if applicable).
n and the first
pons attached to the policy entitle you to an Initial inspectio (2) Airplane Equipment List.
Dealer,
100-hour inspection at no charge. U you take delivery from your
to
he will perform the initial inspection before delivery of the airplane C. To be made available upon request
to your
you, if you pick up the airplane at the factory, plan to take It
permit
Dealer reasonably soon atter you take delivery on it. This will (1) Airplane Log Book.
may appear
him to check it over and to make any minor adjustments that (2) Engine Log Book.
100 hours or 180
necessary. Also, plan an inspection by your Dealer at
d by your
days, whichever comes first. This inspection also is performe NOTh
ns will be
Dealer for you at no charge. While these important inspectio
will prefer
performed for you by anyCessna Dealer, in most cases you Cessna recommends that these items, plus the Owner’s
ish
to have the Dealer from whom you purchased the airplane accompl Manual and the “Cessna Flight Guide” (Flight Computer),
this work. be carried in the airplane at all times,
a
Federal Aviation Regulations require that all airplanes have
and per
periodic (annual) inspection as prescribed by the administrator, Most of the items listed are required by the United States Federal
, 100-
formed by a person designated by the administrator. In addition Aviation Regulations. Since the regulations of other nations may require
mechanic”
hour periodic inspections made by an “appropriately-rated other documents and data, owners of exported airplanes should check with
are required if the airplane Is flown for hire. The Cessna Aircraft their own aviation officials to determine their individual requirements.
airplane.
Company recommends the 100-hour periodic inspection for your
worked
The procedure for this 100-hour inspection has been carefully
tion.
out by the factory and is followed by the Cessna Dealer Organiza
Cessna
The complete familiarity of the Cessna Dealer Organization with
highest
equipment and with factory-approved procedures provides the
type of service possible at lower cost.

4-5

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 SERVICING INTERVALS CHECK LIST
LUBRICATION AND SERVICING
PROCEDURES EACH 50 HOURS
requiring daily BATTERY
Specific servicing information is provided here for items -- Check and service. Check oftener (at least every 30 days)
inform the pilot If operating in hot weather.
attention. A Servicing Intervals Check List is Included to
when to have other items checked and serviced. ENGINE OIL AND OIL FILTER Change engine oil and replace filter
--

element, if optional oil filter is not installed, change oil and clean screen
25 hours. Change engine oil at least every four months even though
DAiLY less titan 50 hours have been accumulated. Reduce periods for prolonged
operation in dusty areas, cold dllmates, or when short flights and long
idle periods result In sludging conditions.
FUEL TANK FILLERS: Clean or replace. Under extremely dusty
The CARBURETOR AIR FILTER
Service after each flight with 80/87 minimum grade fuel.
--

conditions, daily maintenance of the filter is recommended.

capacity of each tank is 32. 5 gallons. When optional long range NOSE GEAR TORQUE LINKS Lubricate.
fuel tanks are installed, the capacity of each tank is 42. 0 gallons.
--

FUEL STRAINER:
Drain approximately two ounces of fuel before initial flight and
after refueling to remove water and sediment. Make sure
drain EACH 100 HOURS
valve is closed after draining.
FUEL STRAINER Disassemble and clean.
--

OIL DIPSTICK: FUEL TANK SUMP DRAIN PLUGS Remove and drain. --
than 9
Check oil level before each flight. Do not operate on less FUEL LINE DRAIN PLUG Remove and drain,
--
to 10 quart
quarts. To minimize loss of oil through breather, fill R
BRAKE MASTE CYLIND ERS Check and fill.
flight,
--

level for normal flights of less than 3 hours. For extended SHIMMY DAMPENER Check and fill.
- -
al
fill to 12 quarts. If optional oil filter is Installed, one addition M
VACUU SYSTEM OIL SEPARA TOR (OPT) Clean. --

quart is required whed the filter element is changed. SUCTION RELIEF VALVE INLET SCREEN (OPT) Clean. --

OIL flLLER
When preflight check shows low oil level, service with aviation
grade engine oil; SAE 0 below 40°F. and SAE 50 above 40°F. EACH 500 HOURS
mineral
Your Cessna was delivered from the factory with straight
oil (non-detergent) and should be operated with straight mineral WHEEL BEARINGS Lubricate. Lubricate at first 100 hours and at
25-
oil for the first 25 hours. The use of mineral oil during the
--

500 hours thereafter.

hour break-in period will help seat the piston rings and will re VACUUM SYSTEM MR FILTER (OPT) Replace filter element. Re
sult in less oil consumption. Alter the first 25 hours, either
--

place sooner if suction gage reading drops below 3.75 in. Hg.
mineral oil or detergeht oil may be used, if a detergent oil is
used, It must conform1 to Continental Motors Corporation Spec
brand.
ification IvuIS-24. Yot& Cessna Dealer can supply an approved
AS REQUIRED
OXYGEN CYLINDER AND FILLER VALVE (OPT);
Check oxygen pressure gage for anticipated requirements before NOSE GEAR SHOCK STRUT Keep inflated and filled.
each flight, Whenevez pressure drops below 300 psi, use filler
--

GYRO INSTRUMENT A FILTERS (OPT) Replace at instrument

valve on left side of rear baggage compartment wall and refill
--

overhaul .
cylinder with aviator’s breathing oxygen (Spec. No. rvilL-O-272l0).
Madmum pressure, 1800 psi. 4—7

4-6

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 OPERATIONAL DATA

The operational data charts on the following pages are presented for
OWNER FOLLOW-UP SYSTEM two purposes; first, so that you may know what to expect from your air
plane under various conditions, and second, to enable you to plan your
flights in detail and with reasonable accuracy.

The data in the charts has been compiled from actual flight tests with
Your Cessna Dealer has an owner follow-up system
the airplane and engine in good condition and using average piloting tech
to notify you when he receives information that applies to
niques. Note also that the range charts make no allowances for wind, nav
your Cessna. In addition, if you wish, you may choose to
igational errors, warm—up, take-off, climb, etc. You must estimate these
receive similar notification directly from the Cessna Serv
variables for yourself and make allowances accordingly.
ice Department. A subscription card is supplied in your
airplane file for your use, should you choose to request
Remember that the charts contained herein are based on standard
this service. Your Cessna Dealer will be glad to supply
day conditions. For more precise power, fuel consumption, and endur
you with details oncerning these follow-up programs,
ance Information, consult the Cessna Flight Guide (Power Computer)
and stands ready hrough his Service Department to
supplied with your aircraft. With the Flight Guide, you can easily take
supply you with fast, efficient, low cost service.
into account temperature variations from standard at any flight altitude.

I AIRSPIED CORRECTION TABLE

—
I
FLAPS lAS 60 80 100 120 140 160 180 —
up
CAS 68 83 100 118 137 156 175 —

*FLAPS lAS 40 50 60 70 80 90 100 110

DOWN
20°-40° CAS 58 63 68 75 84 92 101 110

I ‘Maximum Flap Speed 110 MPH, CAS I

Figure 5—1.

5—1
4-8

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 STALL SPEED. POWER OF
ANGEOflAN
W?&’ 300 600
CONFIGURATION 0°
FLAPS UP 64 69 91

FLAPS 20° 57 61 81

RAPS 4Q4 55 59 78
SPEEDS ARE MPH, CAS r
C,
:11 LI
Figure 5—2.

,4j.
7

••1

;i
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-a • _- .a,- -—I- •-S

5—3
5—2

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LANDING DISTANCE TABLE
LANDING DISTANCE WITH 400 FLAPS ON HARD SURFACED RUNWAY

@SEALEVEL&59F 250OFEET& 50 F @S000FEET&411 @7500FEET& 3r1

GROSS APPROACH
WEQIT LAS GROUND TOTAL GROUND TOTAL GROUND TOTAL GROUND TOTAL
POUNDS MTh ROLL It CLEAR ROLL TO CLEAR ROLL TO CLEAR ROLL TO CLEAR
50 FT. CBS. 50 FT. 082. 50 FT. 082. 50 FT. CBS.

2800 69 590 j35 640 1430 680 1505 740 1595

NOTE; Distanc€ are based on zero wind, power off and heavy braking.
Reduce Ianthng distances 10% for each 0 MPH headwind.

Figure 5—5.

11
-3
 ‘ OPTIONAL SYSTEMS

This section contains a description, operating procedures, and per

fonnance data (when applicable) for some of the optional equipment which
may be installed in your Cessna. Owner’s Manual Supplements are pro
vided to cover operation of other optional equipment systems when installed
in your airplane. Contact your Cessna Dealer for a complete list of avail
able optional equipment.

I LONG RANGE FUEL TANKS

Special wings with long range fuel tanks are available to replace the
standard wings and fuel tanks for greater endurance and range. When
these tanks are installed, the total usable fuel, for all flight conditions,
is 79 gallons.

“a’
r
COLD WEATHER EQUIPMENT
I
WINTERIZATION KIT AND
• NON-CONGEALING OIL COOLER.
C”-.
For continuous operation in temperatures consistently below 20° F,
the Cessna winterization kit and non-congealing oil cooler, available from
your Cessna Dealer, should be Installed in improve engine operation.

GROUND SERVICE PLUG RECEPTACLE

A ground service plug receptacle may be installed to permit the use
of an external power source for cold weather starting and during lengthy

6—1

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 ____OIL

maintenance work on the electrical system.

I fluctuations that might indicate a screen being clogged with sludge washed
down by the fuel.

NOTE
source, it is im
Before connecting a generator type external power
will enable the battery
portant that the master switch be turned on. This On the first operation of the oil dilution system each
damage the semicon
to absorb transient voltages which otherwise might season, use the full dilution period, drain the oil,
ductors in the electronic equipment. When using a battery
type external clean the screen, refill with new oil and redilute as
to prevent an un
power source, thE master switch should be turned off required.
to the airplane’s
necessary power drain from the power source batteries
battery. H the full dilution time was used, beginning with a full oil sump (12
quarts), subsequent starts and engine warm-up should be prolonged to
IMPORTANT evaporate enough of the fuel to lower the oil sump level to 13 quarts prior
to take-off. Otherwise, the sump may overflow when the airplane is
Be certain that the polarity of any external power source nosed up for climb.
or batteries is correct (positive tb positive and negative
to negative). A polarity reversal will result in immedi To avoid progressive dilution of the oil, flights of at least two hour’s
ate damage to semiconductors in the airplane’s electron duration should be made between oil dilution operations.
ic equipment.

STATIC-PRESSURE ALTERNATESOVRCE VALVE.

OIL DILUTION SYSTEM.
A static-pressure alternatesource valve may be installed in the
and very low
If your airplane is equipped with an oil dilution system, static system for use when the external statIc sources are malfunctioning.
engine shut down by
temperatures are anticipataI, dilute the oil prior to This valve also permits draining condensate from the static lines.
g at 1000 RPM.
energizing the oil dilution switch with the engine operatin
temperature.
(Refer to figure 6-1 for dilution time for the anticipated U eironeous instrument readings are suspected due to water or ice
for any unusual
While diluting the oil, the oil pressure should be watched in the static-pressure lines, the statlc_pressure.alternate_sowce valve
should be opened, thereby supplying static pressure from the cabin. Cabin
pressures will vary, however, with open cabin ventilators or windows. The

DILUTION TABLEE most adverse combinations will result in airspeed and altimeter variations
of no more than 2 MPH and 20 feet, respectively.
: TEMPERATURE —

0°F —10° F —20°F

mm. 33/4 mm. 6 mm.

Dilution Time 1’/2

Fuel Added I qt. 22 qt. 4 qt.

NOTE: Maximuth fuel and oil in sump

for take.off is 13 quarts.
FIgure 6—1.

6-2

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 radio unit the pilot desires to use for transmission. This is accomplished
by placing the transmitter selector switch in the position corresponding to

I RADIO SELECTOR SWITCHES

the radio unit which Is to be used.

SPEAKER-PHONE SWITCHES.
RADIO SELECTOR SWITCH OPERATION.
The speaker-phone switches determine whether the output of the re
the respec
Operation of the radio equipment is normal as covered in ceiver in use is fed to the headphones or through the audio amplifier to
, an audio
live radio manuals. When more than one radio is installed the speaker. Place the switch for the desired receiving system either
this switching system
switching system is necessary. The operation of In the up position for speaker operation or in the down position for head
is described below. phones.

TRANSMITTER SELECTOR SWITCH. AUTOPILOT-OMNI SWITCH.

When two trans
The transmitter selector: switch has two positions. When a Nav-O-Matic autopilot is installed with two compatible omit
one to the
mitters are installed, it is necessary to switch the microph receivers, an autopilot-omni switch is utilized. This switch selects the
omni receiver to be used for the omni course sensing function of the auto
pilot. The up position selects the upper omni receiver in the radio panel
stack and the down position selects the lower omni receiver.
) RADIO SELECTOR SWITCH ESJ
s— TRANSMITTER
SELECTOR SWITCH

1 SPEAKER 1

000000
TRANS)77’_P1ONES /0MM ‘yt

‘3L’ * ‘Wi’,

Z SPEAKER-PHONE SWITCH :
Z—AUTOPILOT.OMNI
SWITCH

NUMBERED SWITChES CONTROL SPEAKER-PHON

FUNCTION OF EQUIPMENT IN CORRESPONDING
E
I.
I

3
M•iSm

wc.. ty
Uw
.$
nt
p...( “V’

L’. VaL4u.,.:;:.a.

RADIO POSITIONS I (TOP RADIO POSITION) Las

THRU 4 (BOTTOM RADIO POSITION)
IN RADIO STACK pN INSTRUMENT PANEL.
.‘40’
Figure 6—2. 6—5

6-4

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 OXYGEN DURATION (HOURS)
I OXYGEN SYSTEM I
six-place
PILOT ONLY PILOT PLUS ONE (1) PASSENGER

Your airplane may be equipped with either a four-place or

PRESSURE ALTITUDE PRESSURE ALTItUDE
PRESSURE
oxygen system. An oxygen cylinder, located behind the rear
compartment wall, supplies oxygen for the system. Cylinder
baggage
pressure
8000 10,000 15.000 20,000 6000 10,000 15,000
J 20,000

1800 14.6 13.0 10.2 8.4 8.0 7.2 5.7 4.7

regulator
is reduced to an operating pressure of 70 psi by a pressure 1600 12.9 11.4 9.0 7.4 7.1 6.3 5.0 4.1
part of the reg
attached to the cylinder. A shut-off valve is included as
1400 11.2 9.9 7.6 6.4 6.2 5.5 4.3 3.6
1200 9.4 8.4 6.6 5.4 5.2 4.6 3.7 3.0
on the left
ulator assembly An oxygen cylinder filler valve is located 1000 7.7 6.9 5.4 4.4 4.3 3.8 3.0 2,5
pressure is indi 3.4 3.3 2.9
side of the rear baggage compartment wall. Cylinder
BOO 6.0 5.3 4.2 2.3 1.9
600 4.3 3.9 3.0 2.4 2.4 2.1 1.7 1.3
valve.
cated by a pressure gage located on the wall above the filler 400 2.6 2.3 1.8 1.4 5.4 1.2 1.0 .8
200 .9 .7 .6 .4 .4 .4 .3 .2

Depending upon the type of system installed, either four or six

oxygen outlets are provided in the cabin ceiling just above the side PILOT PLUS TWO (2) PASSENGERS PILOT PLUS ThREE (3) PASSENGERS
type
windows; one at each of the seating positions. Partial-rebreathing GAGE
PRESSURE ALTITUDE PRESSURE ALTITuDE
indicators,
oxygen masks, complete with vinyl plastic hoses and flow PRESSURE
8000 10,000 15,000 20,000 8000 60.000 15.000 20,000
are provided.
1600 5.6 5. 0 3.9 3.2 4.2 3.8 3.0 2.5
A remote shut-off valve control, located adjacent to the pilot’s 1600 4.9 4.4 3.5 2. 8 3.7 3. 3 2.6 2.2
1400 4.2 3.6 3,0 2. 5 3. 2 2,9 2.3 1.9
system
oxygen outlet, is used to shut off the supply of oxygen tr the 1200 3.6 3.2 2. 8 2. 1 2.7 2. 5 1.9 1.6
when not in use. The control is mechanically connected to the shut-off 1000 2.9 2. 6 2.1 1.7 2. 2 2.0 1.6 1.3
600 2.3 2. 1 1.6 1. 3 1.7 1. 6 1.2 1.0
valve at the cylinder. With the exception of the shut-off function, the 600 1.6 1.5 1.2 .9 1.2 1.1 .9 .7
system is completely automatic and requires no manual regulation for 400 1.0 .9 .7 .7 .7 .5

I
change of altitude.
PILOT PLUS FOUR (4) PASSENGERS PILOT PLUS FIVE (5) PASSENGERS
GAGE
PRESSURE PRESSURE ALTITUDE PRESSURE ALTITUDE
8000 10,000 15,000 20,000 8000 10,000 15,000 20,000
OXYGEN SYSTEM’OPERATION. 1600 3.4 3.1 2.4 2.0 2.9 2.8 2.0 1.7
1600 3,0 2,7 2.2 1.7 2.5 2.3 1.8 1.5
Prior to flight, check to be sure that there is an adequate oxygen 1400 2.6 3.4 1.9
1.6
1.5
1.3
2.2 2.0 1.5 1.3
Refer 2.2 1.7 1,3
supply for the trip, by noting the oxygen pressure gage reading.
1200 2.0 1.6 1.1
1000 1.8 1.6 1.3 1.0 1.5 1.4 1.1 .9
to the Oxygen
to paragraph OXYGEN DURATION CALCULATION, and 600 1.4 1.3 1.0 .6
.6
1,2 1.1
.7
.8
.6
.7
.5
and hoses 600 1.0 .9 .7 .8
Duration Table (figure 6-3). Also, check that the face masks
are accessible and in good condition. 1. MI figures based on ptlot with orange color - coded oxygen line
NOTES:
fitting and passengers with green color coded line fittings.
—

To use the oxygen system, proceed as follows: 2. Duration figures are averages ——— actual duration will depend
upnn accuracy of setting altituth and ambient temperature.
3. Dur4jon times are based on pressure alutode.
NOTE

Permit no smoking when using oxygen.

Figure 6—3.
(1) Pull oxygen supply control knob “ON.”
(2) Select mask and hose. 6—7

6-6

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 altitude. The same pressure will sustain the pilot and three (3)
passengers for 2. 9 hours at 10, 000 feet.
NOTE -

NOTE
In a standard four-place or six-place oxygen system
installation, the hose assembly provided I or the pilot Oxygen Duration Table figures are based on a standard
rs.
is of a higher flow rate than those for the passenge configuration oxygen system having one orange color-
The pilot’s hose assembly is color-coded with an coded hose assembly for the pilot and green color-coded
orange band adjacent to the plug-in fitting. The hoses hoses for the passengers. U orange color-coded hoses
provided for the passengers are color-coded with a are provided for the passengers in your airplane, it will
green band. U the aircraft owner prefers to do so, be necessary to compute new duration figures due to the
he may provide the higher flow rate hoses for all greater consumption of oxygen with these hoses.
passengers; these hoses would also be color-coded
with an orange band. In any case, it Is recommended
that the pilot use the larger capacity hose. All masks OXYGEN SYSTEM SERVICING.
are identical.
The oxygen cylinder, when fully charged, contains 48 cubic feet of
snug
(3) Attach mask to face and adjust metallic nose strap for oxygen, under a pressure of 1800 psi at 70°F. Refer to servicing pro
mask fit. cedures, page 4-6, for oxygen system servicing requirements.
occupy
(4) Select oxygen outlet located nearest to the seat you are
usly
ing, and plug delivery hose into it. Oxygen will flow continuo IMPORTANT
ad
at the proper rate of flow for any altitude without any manual
justments. Oil, grease, or other lubricants in contact with oxygen
Is flow
(5) Check the flow indicator in the face mask hose. Oxygen create a serious fire hazard, and such contact must be
ing if the indicator is being forced toward the mask. avoided.
when discontin
(6) Unplug the deUvery hose from the outlet coupling
of oxygen.
uhig use of oxygen system. This automatically stops the flow

OXYGEN DURATION CALCULATION.

determin
The Oxygen Duration Table (fIgure 6-3) should be used in
in your airplane.
ing the usable duration (in iours) of the oxygen supply from
the duration
The following procedure outlines the method of finding
the table.
gage.
(1) Note the available bxygen pressure shown on the pressure
adjacent to
(2) Find this figure In the “GAGE PRESSURE” column
ts in the air
the block of figures applicable to the number of occupan
plane.
then, read
(3) Locate the pressurp altitude at which you intend to fly;
the gage
down this column until you intersect the number in line with
pressure reading. The resulting number is the usable duration (in
hours) of the existing oxygen supply.
will
(4) As an example of tAe above procedure, 1400 psi of pressure
pressure
safely sustain the pilot bnly for 9.9 hours at a 10,000 foot 6-9

6-8

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 ALPHABETICAL INDEX
CESSNA ECONOMY MIXTURE INDICATOR)
The Cessna Economy Mixture Indicator is an exhaust gas temperature A Circuit Breakers, 2—3
Climb, 1-3, 2—7
sensing device which is used to aid the pilot in selecting the most desirable
Alter Landing, 1-4 maximum performance, 1-3
fuel-air mixture for cruising flight at less than 75%power. Exhaust gas
Airplane, normal, 1-3
temperature (EQT) varies with the ratio of fuel-to-air mixture entering
before entering, 1 -1 Cold Weather Equipment, 6-1
the engine cylinders. The EGT will peak at a value that is approximately
file, 4—5 Cold Weather Operation, 2-10
maximum range mixture.
mooring, 4-1 operation, 2-12
Operation at peak ECT is not authorized, except to establish peak secure, 1-4 starting, 2-10
Airspeed Correction Table, 5-1 Correction Table, Airspeed, 5-i
EGT for reference. A richer mixture which provides a drop of approx
imately iOO°F from peak ECT is recommended for normal cruise at Airspeed LimitatIons, 3-2 Cruise Performance, Optimum, 2-8
less than 75%power. Leaning in this manner will provide fuel consump Aluminum Surfaces, 4-2 Cruise Performance, 5-4, 5-5, 5-6
tion very close to the Cessna Flight Computer and Owner’s Manual values Authorized Operations, 3-1 Cruising, 1—3, 2—8
and will result in a decrease of only 1 MPH In airspeed from that obtain
able with the same power setting and best power mixture.
B D
Baggage, Weight, inside front
OPERATING INSTRUCTIONS. cover
Diagram,
exterior inspection, iv
(1) In take-off and full;power climb, use full rich mixture. Beacon, Rotating, 2-3 fuel system schematic, 2—2
(2) In level flight (or cruising climbat less than 75%power), lean Before Entering Airplane, 1-I principal dimensions, ii
the mixture to peak EGT, then enrichen one large division Before Landing, 1-4 taxiing, 2-5
(-100°F) below peak EGT. While leaning the mixture under Before Starting Engine, 1-1 Dilution System, Oil, 6-2
some operating conditions, engine roughness may occur Before Take-Off, 1-2, 2-6 dilution table, 6-2
before peak EGT is reached. In this case, enrichen the Dimensions, Principal, ii
mixture approxImately 100° F from the EGT corresponding
to the onset of roughness. C
E
NOTE Cabin Heating, Ventilating and
Defrosting System, 2-3 Economy Mixture Indicator, 6-10
Changes in altitude or power setting require the EGT Capacity, operating instructions, 6-10
to be re-checked and the mixture re-set. fuel, inside front cover Electrical System, 2-3
oil, inside front cover circuit breakers, 2-3
(3) Use rich mixture (or mixture appropriate for field elevation) in Carburetor, 2-2 ground service plug recept
idle descents or landing approaches. Leaning technique for Care, acle, 6—1
cruise descents may be with EGT reference method (at least interior, 4-3 rotating beacon, 2—3
every 5000 feet) or. by simply enriching to avoid engine rough propeller, 4-3 Empty Weight, inside front cover
ness, if numerous power reductions are made. Center of Gravity Moment Engine, inside front cover
Envelope, 3-6 before starting, 1—1
Check List, Servicing Intervals, 4-7 instrument markings, 3-2

Index—i
6-10

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 0 S
operation limitations, 3-2 Inspection Service Inspection
—
Oil System, Sample Loading Problem, 3-4
primer, 2-2 Period, 4-4 capacity, inside front cover Securing Aircraft, 1-4
starting, 1-2, 2-4 Instrument Markings, Engine, 3-2 dilution system, 6-2 Selector Valve, Fuel, 2-2
Equipment, Cold Weather, 6-1 Interior Care, 4-3 dilution system table, 6-2 Service Ceiling, inside front cover
Exterior Inspection Diagram, iv Operation, Cold Weather, 2—10 Servicing and Lubrication
Operation, Hot Weather, 2-12 Procedures, 4-6
I. Operation Limitations, Engine, 3-2 Servicing Intervals Check List, 4-7
F Operations Authorized, 3-1 Servicing Requirements, inside
Landing, inside front cover, 1-4, Optimum Cruise Performance, 2-S back cover
File, Airplane, 4-5 2-9 Owner Follow-Up System, 4-8 Specifications Performance,
-
Fuel System, 2-1 after, 1-4 Oxygen System, 6-6 Inside front cover
capacity, inside front cover before, 1-4 duration calculation, 6—8 Speed, inside front cover
carburetor, 2-2 distance table, 5-’I duration table, 6-7 Spins, 2-9
engine primer, 2-2 normal, 1-4 operation, 6-6 Stalls, 2-9
fuel strainer, 2-2 Let-DOwn, 1-4 servicing, 6—9 speed chart, 5—2
long range tanks, 6—1 Limitations, Airspeed, 3-2 Starting Engine, 1-2, -4
mixture control, 2-2 Limitations, Engine Operation, 3-2 Static-Pressure Alternate-Source
schematic, 2—2 Loading, Power, inside front cover Valve, 6—3
selector valve, 2-2 Loading, Wing, inside front cover p Strainer, Fuel, 2-2
throttle, 2-2 Loading Graph, 3-5 Surfaces,
wing tanks, 2-2 Loading Problem, Sample, 3-4 Painted Surfaces, 4-2
Performance Specifications, aluminum, 4-2
Long Range Fuel Tanks, 6-1 -
painted, 4-2
Lubrication and Servicing Inside front cover
G Procedures, 4-6 Power, Inside front cover System,
cabin heating, ventilating and
Power Loading, inside front cover
Graph, Primer, Engine, 2-2 defrosting, 2-3
electrical, 2—3
center of gravity moment
envelope, 3-6
M Principal Dimensions Diagram, Ii
Propeller, inside front cover fuel, 2—I
loading, 3-5 care, 4-3 oil dilution, 6-2
Maneuvers —Normal Category, 3-1 owner follow-up, 4-S
Gross Weight, inside front cover Maximum Performance Climb, 1-3
Ground HandlIng, 4-1 oxygen, 6-6
Maximum Performance Take -Off,
Ground Service Plug Receptacle, 6-1 1—3
Mixture Control, 2-2
Moment Envelope, Center of
T
H Gravity, 3-6
Radio Selector Switches, 6-4
autopilot—omni switch, 6-4, 6-5 Take—Off, inside front cover, 1—3, 2—6
Mooring Your Airplane, 4-1 operation, 6-4 before, 1—2, 2—6
Handling Airplane On Ground, 4-1
Heating, Ventilating and Defrosting speaker-phone, 6-4, 6-5 maximum performance, 1-3
System, CabIn, 2-3 transmitter selector, 6-4 normal, 1-3
Hot Weather Operation, 2-12
N Range, inside front cover Take-Off and Climb Data Table, 5-3
Rate of Climb at Sea Level, Taxiing, 2-6
Normal Category Maneuvers, 3-1
— inside front cover diagram, 2-5
I Normal Climb, 1-3
Landing, 1-4
Rotating Beacon, 2-3 Throttle, 2-2
Normal
Inspection Diagram, Exterior, iv Normal Take-Off, 1—3
Index-3
Index-2

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 V empty, inside front cover
I I SERVICING REQUIREMENTS L
gross, inside front cover
Valve, Fuel Selector, 2-2 Weight and Balance, 3-4
Windshield and Windows, 4-2 FUEL:
Wing Loading, Inside front cover
AVIATION GRADE 80/87 MINIMUM GRADE
w Wing Tanks, Fuel, 2-2
Winterization Mt and Non-Congeal
--

CAPACITY EACH STANDARD TANK 32.5 GALLONS

--

CAPACITY EACH LONG RANGE TANK 42.0 GALLONS

ing 011 Cooler, 6-1
--

Weight,
baggage, Inside front cover
ENGINE OIL:
AVIATION GRADE SAE 30 BELOW 40° F.
--

SAE 50 ABOVE 400 F.

(AIRCRAFT DELIVERED MTh STRAIGHT MINERAL OIL.
WARRANTY EITHER MINERAL OIL OR DETERGENT OIL MAY BE
USED. IF DETERGENT OIL IS USED, IT MUST CONFORM
• The Cessna Aircraft Company (Cessna) warrants each new TO CONTINENTAL MOTORS SPECIFICATION MHS-24.)
CAPACITY OF ENGINE SUMP 12 QUARTS
aircraft, including factory installed equipment and accessories, --

and warrants aU new aircraft equipment and accessories bearing (DO NOT OPERATE ON LESS ThAN 9 QUARTS. TO
MINIMIZE LOSS OF OIL THROUGH BREATHER, FILL
the name “Cessna,1’ to be free from defects in material and work
TO 10 QUART LEVEL FOR NORMAL FLIGHTS OF LESS
mansifip under normal use and service. Cessna’s obligation under THAN 3 HOURS. FOR EXTENDED FLIGHT, FILL TO
this warranty is limited to supplying a part or parts to replace any 12 QUARTS. IF OPTIONAL OIL FILTER IS INSTALLED,
part or parts which, within six (6) months after delivery of such ONE ADDITIONAL QUART IS REQUIRED WHEN THE
aircraft or such aircraft equipment or accessories to the original FILTER ELEMENT IS CHANGED.)
retail purchaser or first user, shall be returned transportation
charges prepaid to Cessna at Wichita, Kansas, or such other place
as Cessna may designate and which upon examination shall dis HYDRAULIC FLUID:
close to Cessna’s satisfaction to have been thus defective. MIL-H-5506 HYDRAULIC FLUID
• The provisions of this warranty shafl not apply to any aircraft,
equipment or accessories which have been subject to misuse, neg OXYGEN:
ligence or accident, or which shall have been repaired or altered AVIATOR’S BREATHING OXYGEN SPEC. NO. MIL-O-27210
outside of Cessna’s factory in any way so as In the judgment of
--

MAXIMUM PRESSURE 1800 PSI

--

Cessna to affect advedely its performance, stability or reliability.

This warranty is expressly in lieu of any other warranties, ex
pressed or implied, including any implied warranty of merchant TIRE PRESSURE:
ability or fitness for a particular purpose, and of any other ob MAIN WHEElS 32 PSI ON 6.00x 6 TIRES
--

ligation or liability on Lhe part of Cessna of any nature whatsoever 25TO35 PSIONB.OOX6TIRES(OPT)
--

and Cessna neither asumes nor authorizes any one to assume for NOSE WHEEL --32 PSI ON 5.OOxS TIRE
it any other obligation br liability in connection with such aircraft, 20 TO 29 PSI ON 6.00 X 6 TIRE (OPT)
--

equipment and accessobes.

I
Index-4

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 “TAKE YOUR CESSNA HOME
FOR SERVICE AT THE SIGN
OF THE CESSNA SHIELD”,

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS

P0: 790366 LOT: 30—17679

P/N: 14—00783
LOG: ZNS
866690015
CESSNR 182H & SKYLPNE 1965 OWNERS MPNUAL

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