Cessna 150 1969 El manual del propietario

,.

..

1

~ee~a

,

.......

~

L

__j

...

MORE

PEOPLE

BUY

AND

Fl

Y

CESSNA

AIRPLANES

THAN

ANY

OTHER

MAKE

1969

WORLD'S

LARGEST

PRO-

DUCER

OF

GENERAL

AVIATION

AIRCRAFT

SINCE

1956

OWNER'S

MANUAL

PERFORMANCE

-

SPECIFICATIONS

Mo

del

150

*

GROSS WEIGHT . . . . .

SPEED:

Top

Sp

ee

d

at

Sea

Le

ve

l

Cruise,

75% Power

at

7000 ft

RANGE:

Cruise,

75%

Power

at

7000 ft

22. 5

Gallons

, No R

ese

rv

e

Cruise

, 75% Power at 7000 ft

Long

Range

Versi

on,

35. 0

Gallons

Optimum

Ra

nge

at

10, 000

ft

.

22. 5

Gall

o

ns

, No Rese

rv

e

Optimum

Ra

nge

at

10, 000

ft

.

Long Ra

nge

Ve

rsi

on, 35. 0

Gallons

RATE

OF

CLIMB

AT

SEA

LEVEL

SERVICE CEILING

TAKE-OFF:

Ground

Run .

To

tal

Di

stance

O

ve

r

50-

Ft

Obs tac le.

LANDING:

Landing

Roll . . . . . . . . . . .

To

ta

l

Distan

ce

Over

5

0-Ft

O

bst

acl

e.

EMPTY

WEIGHT:

(Approximate)

With

Stand

a

rd

Fuel

Ta

nks

. .

With Long Range

Fu

el T

anks

.

BAGGAGE

.........

. .

WING

LOADING:

Pounds

/ Sq Foot

POWER LOADING:

Pounds

/

HP

FUE

L CAPACITY:

Total

(Stand

ar

d

Tanks)

. .

Total

(Long

Ra

nge

Tanks)

.

OIL

CAPACITY

:

(Total).

. . .

PROPELLER

:

Fixed

Pit

ch

(Diameter)

ENGINE:

Continental

Engine . .

100

rated

HP

at

2750 RPM

STANDARD

AND

TRAINER COMMUTER

1600

lbs

122 mph

117 mph

475

mi

4.

i'

hrs

117 mph

725

mi

6. 2

hrs

117 mph

565

mi

6. 1

hrs

93 mph

880

mi

9. 4

hrs

93

mph

670 fpm

12,

650 ft

7

35

ft

1385 ft

4

45

ft

107 5 ft

Standard

Tr

ai

ner

975 lbs f0051bs

980

lbs

1010

lbs

120

lbs

10. 2

16.0

26

ga

l.

38

ga

l.

6

qts

69 inches

0-200-A

1600 lbs

1

22

mph

117 mph

475

mi

4. 1

hrs

117 mph

725

mi

6. 2

hrs

117 mph

565

mi

6. 1

hrs

93

mph

880

mi

9.

4

hrs

93 mph

670 fpm

12,

65

0 ft

7

35

ft

1385

ft

445 ft

1075 ft

1060

lbs

1065

lbs

120

lb

s

10. 2

16. 0

26

ga

l.

38

ga

l.

6

qts

69

inches

0-200-A

*

Th

is

ma

nual

cov

e

rs

op

eration

of

t

he

M

odel

150

wh

ich

is

certificated

as

Mo

del

150

J

under

FAA

Type

C

ert

ific

ate

No

. 3A

19

.

The

manual

a

lso

covers

operat

ion

of

the

Mod

el

F150

wh

ich

is

ce

r

tificated

as

Mode

l

F150J

under

French

T

yp

e

Cert

if

icat

e No.

38/3

and

F

AA

Type

Ce

rtificate No. Al3EU.

The

M

odel

flSO

.

manufac

tu

r

ed

by

Reims

Avia

t

ion

S.A.

.

Reims

(Marne).

Fra

nce

.

is

identical to

the

150

except

that

it

is

po

w

ered

by

an

0

-2

00

-A

engine

manulactured

under

l

icense

by

Roll

s R

oyce

.

Crewe.

England

.

All

1

50

i

nforma

tion

in

this

manual

perta

ins to

the

f

150

as

we

ll.

0624-13

COPYRIGHT

rs>

1967

Cessna Aircraft Company

Wichita. Kansas

USA

CONGRATULATIONS.

. . . .

Welcome

to

the

ranks

of

C

ess

na

owners!

Your

Cessna

has

been

designed

and

constructed

to

give you the

most

in

performance,

economy, and

com-

fort.

It

is

our

desire

that

you

will

find flying

it,

eitl)er

for

business

or

pleasure,

a

pleasant

and

profitable

experience.

This

Owner's

Manual

has

been

prepared

as

a guide

to

he

lp

you

get

the

mo

st

pleasure

and

utility

from

your

Model 150.

It

contains

information

about

your

Cessna's

equipment,

operating

procedures,

and

performance;

and

suggestions

for

its

serv

icing

and

care.

We

urge

you

to

read

it

from

cover

to

cover,

and

to

r efer

to

it

frequently.

Our

interest

in

your

flying

pleasure

has

not

ceased

with

your

purchase

of

a

Cessna.

World-wide,

the

Cessna

Dealer

Organization

backed

by

the

Cessna

Service

Department

stands

ready

to

serve

you. The following

services

are

offered

by

most

Cessna

Dealers:

FACTORY TRAINED PERSONNEL

to

provide

you with

courteous

expert

service.

·

FACTORY APPROVED SERVICE EQUIPMENT

to

provide

you

with

the

most

efficient

and

accurate

workmanship

possible.

A STOCK

OF

GENUINE CESSNA SERVICE PARTS on

hand

when you

need

them.

THE

LATEST AUTHORITATIVE INFORMATION FOR

SERV-

ICING CESSNA AIRPLANES,

since

Cessna

Dealers

have

all

of the

Service

Manuals and

Parts

Catalogs,

kept

current

by

Service

Letters

and

Service

News L

etters,

publish

ed

by

Cessna

Aircraft

Company.

We

urge

all

Cessna

owners

to

use

the

Cessna

Dealer

Organization

to

the

full

est.

A

current

Cessna

Dealer

Director

y

accompanies

your

new

airplane.

The

Directory

one

of

your

c

ross-c

ountry

flight planning

aids;

a

warm

welcome

awaits

you

at

every

Cessna

Dealer.

ii

• Maximum h

eig

ht of

ai

rplane with

nose

gear

depressed

and

an optional flashing

beacon

installed.

OV•rall

l

engt

h

of

ai

rplan

e with

optional

bulle

t -

shaped

propeller spinner.

When

standard propeller

spiMer

Is

I

nstall

e

d,

length Is 23'.

,

77\l

'-.,;:.

~----

""""-

"--:

~;:;,~'_/

•8

'.

7 Y,"

MAX.

~=::::-

---:

1

PRINCIPAL

DIMENSIONS

11<·

~--

-

--

-

--

-----32'-BYi'"--

-

----

---

----i

TABLE

OF

CONTENTS

================================

========

==

====

Pag

e

==

SECTION

-

OPERATING

CHECK

LIST

..............

1-1

SECTION

II -

DESCRIPTION

AND

OPERATING

DETAILS

...................... 2-1

SECTION

Ill

-

OPERATING

LIMITATIONS

............. 3-1

SECTION

IV-

CARE

OF

THE

AIRPLANE

............ 4 -1

OWNER

FOLLOW-UP

SYSTEM.

...........................

4-9

SECTION

V -

OPERATIONAL

DATA

...................... 5 -1

SECTION

VI

-

OPT

I

ONAL

SYSTEMS

...................... 6-1

ALPHABETICAL

INDEX

........................................

tn

d

ex-

1

Thls

manual

describ

es

the

operatio

n

and

pe

rformance

of

th

e S

tandard

Model 150,

th

e

Tr

ainer

and

the

Commuter.

Equip-

men

t d

esc

rib

ed

as

"Optional"

de

notes

tha

t

the

s

ub

ject

equipme

nt

is

op

t

ional

on the

Standard

airplane.

Much of

this

equipme

nt

is

s

tandard

on

the

Tr

aine

r

and

Commut

e

r.

iii

EXTERIOR

INSPECTION

CD

<·>

l\Jrn on

master

switch

and

check

fuel quantity

lndJca.tors,

then

turn

master

1

wit

ch

"O

FF.

"

(b) Check Ignition swHch

"O

FF.

"

(c

) C

heck

fuel

valve

handle

"ON."

(d)

Rem

ove

con

lr

ol

wheel

l

oc

k.

CD

(a) Re

mo

ve

rudder

gust

lock, U

11'18lalled.

(b) O

l•coMec

t ta.II

ti

e-down.

0 (a) R

cmo>e

gust

lock,

U

Insta

lled.

©

(a) Di

sconnect

wing

tie-down.

N 0

TE

Visually

check

fu

el

Hiler

ca

ps,

lnspecllon

pla.J.es, and

gene

rill

a.ircr:i..fl

cond

1tl

on

d

uring

walk-

aro

und

ln

specllon.

If

night

flight

ls

pl:lllned,

chec

k

operatio

n

of

all

lights,

and make

sure

a

fla

shll,h

t Is aval

lable.

four

seconds

lo

clear

fuel

st

r

ainer

of

possible

wat

er

and

sediment.

Check

st

ra

iner

drain

closed.

U

water

la

o

bserved,

there

ts

a

possi

-

bilit

y

that

the

wi

ng tank

sumps

contain

waler.

T

hus,

th

e

wing

tank

sump

drain

plugs

and

fuel

line

drain

plug

should

be

removed

to

check

for

presence

of

water.

(c)

Check

propeller

and

spinne

r

for

nicks

and

security

.

(d)

Check

ca

rbJ

retor

air

filter

for

resLrlctlons

by

dust

or

othe

r

foreign

ma

tter

.

(e)

Check

n

ouwheel

s

trut

and

ti

re

fo

r

prOl!er

tn

-

fbllon.

(0

DlscoMect

nose

t

ie

-

down.

Same as ©

(b)

(c)

Ch

ec

k m

ain

wheel

tire

for

proper

inlla

tl

on.

Inspe

ct

airspeed

s

tatic

source

hole

on

side

of

fus

elage

for

st

oppag

e (lcrt

side

on

ly

).

CD

<·>

R

emOYe

pilot

tu

be

cover,

if

installed,

and

check

pilot

tu

be openi

ng

for

stop

page.

CD

<

•>

Check

olJ

level.

Do

not

opera

te

with

less

than

4

quarts.

FUI for

extended

Olghts.

(b)

Before

flr~l

night

of

day

a

nd

alter

each

re-

(;\

f

ue

li

ng, pu

l1

out

st

ra

iner

drain

knob ror

about

\..V

(b)

Check

fu

el

tank

vent opening

for

stoppage.

(c)

Check

stall

wa.rnin& v

ent

opening

for

stoppage.

Same

as

(!)

Fi

gure

1-1.

iv

Section

I

•

..

,..--~~~~~~~~~~~-

.t?r

....

._

----~~~~....,...~~~~

~

~~~~~~~~~~~~~~tnr

........ _

OPERATING

CHECK

LIST

Cne

of

the

first

steps

in

obtain

ing

the

utmost

perfo

r

mance,

service,

and

flying

enjoyment

from

your

Cessna

is

to

familiarize

your

seli

with

your

airp

l

ane

's equi

pment,

systems,

and

contro

ls .

This

can

best

be

done by

r

eviewing

this

equipment

while

sitting

in

the

airp

l

ane.

Th

ose

items

whose

function and

ope

rati

on

are

not

obvi

ous

are

cove

r

ed

in

Section

II.

Section

I

li

sts,

in

Pil

ot's

Check

L

ist

form,

the

steps

necessary

to

operate

your

airplane

efficiently

and

safely.

It

is not a

check

list

in

its

tru

e

form

as

it

is

conside

rably

l

onger,

but it

does

cover

briefly

all

of

the

points

that

you

sho

uld

know

for

a

typical

flight.

The

flig

ht

and

ope

r

ationa

l

characteristics

of

your

airp

l

ane

are

no

rma

l

in

a

ll

r

es

pe

c

ts.

There

ar

e no un

conven

ti

ona

l c

hara

cteristics

or

operations

that

need

to

be

maste

r

ed.

A

ll

contro

ls

resp

ond

in

the

nor

ma

l way

within

the

en

ti

re

range

of

ope

rati

on. All

airspeeds

mentioned

in

Sections

I and

II

are

ind

i

cated

airspeeds.

Corresponding

calibrated

ai

rsp

eeds

may

be

obtained

from

the

Airspeed

Correction

Table

in

Section

V.

BEFORE

ENTERING

THE

AIRPLANE.

{l ) M

ake

an

exterior

insp

ection

in

accordance

with

figure

1- 1.

BEFORE

STARTING

THE

ENGINE.

(1)

Seats

and

Seat

Belts

- -

Adjust

and

lock.

(2)

Fue

l

Valv

e Handle

--

"

ON."

(3)

Brakes

- -

Test

and

set.

(4)

Radios

and

Flashing

Beacon

--

"OFF

. "

STARTING

THE

ENGINE.

{l)

Carbur

etor

H

eat

--

Cold

.

(2)

Mixture

--

Rich.

1- 1

(3)

Primer

--

As

requir

e

d.

(4)

Throttle

- -

Op

en

1/

4".

(5)

Master

Switch

--

"

ON."

(6)

Propeller

Area

- - Cl

ear

.

(7) I

gnitio

n

Swit

ch --

"S

TART'

'

(release

when

engine

starts).

(8)

Oil

Pr

ess

ur

e

--

Check.

BEFORE

TAKE-OFF.

(1)

Cab

in Doo

rs

- -

La

tche

d.

(2)

Fli

g

ht

Cont

rols

--

Check

.

(3)

Trim

Tab

-- "

TAKE-OFF"

setting.

(4)

Thr

o

ttle

Setting

-- 1700

RPM.

(5)

Engine

I

nstruments

--

Within

gr

een

ar

c.

(6)

Suction

Gage

- -

Che

ck (4. 6

to

5. 4

inches

of

mercu

r

y)

.

(7)

Carb

u

retor

H

eat

--

Check

ope

r

ation.

(8)

Magnet

os --

Check

(75

RPM

maximum

differential

between

magnetos

.)

(9)

Flight

Instrum

ents

and

Ra

dio

s --

Se

t.

(10)

Opt

ion

al

Wing

Lev

eler

--

"

OFF

. "

TAKE-OFF.

NORMAL

TAKE

-

OFF

.

(1) Wing

Flaps

--

Up.

(2)

Carbureto

r H

eat

--

Cold.

(3)

Throttle

-

Fu

ll

"

OP

EN."

(4)

Elevator

Co

n

tro

l

--

Lift

nose

wheel

at

50

MPH.

(5) C

lim

b

Speed

--

73

MP

H

until

all

obstacles

are

cl

eared,

then

set

up c

li

mb

speed

as

shown

in

"N

O

RMAL

CL

IMB"

paragraph.

MAXIMUM

PERFO

RM

ANCE

TAKE-O

FF

.

(1)

Win

g

Flaps

--

Up.

(2)

Ca

rbur

et

or

H

eat

--

Col

d.

(3)

Brakes

--

Hold.

(4)

Thr

ot

tl

e

--

F

ull

"

OPEN."

(5)

Brakes

--

Rel

ease

.

(6)

Elevator

Contro

l

--

Sli

g

htly

ta

il

low.

(7)

Climb

Speed

- -

64

MPH (with

obstacles

ahead)

.

CLIMB.

NORMAL

CLIMB

.

(1)

Air

Sp

ee

d - - 75

to

80

MPH.

1

-2

(2) P

ower

--

Full

throttle

..

(3)

Mixture

--

Rich

(unless

engine

is

rou

gh).

MA

XIMUM PERFORMANCE

CLIMB

.

(1)

Air

Speed

--

73

MPH.

(2) Power - -

Full

throttle.

(3)

Mixture

- -

Rich

(unless

engine

is

r ough).

CRUISING.

(1)

Power

- - 2000

lo

2750

RPM

.

(2)

Elevator

Trim

--

Adjust.

(3) Mi

xture

--

Lean

to

maximum

RPM.

BEFORE

LANDING.

(1)

Mixture

- -

Rich.

(2)

Carburetor

Heat

--

Apply

full

heat

be

fore

closin

g

throttle

.

(3)

Airspeed

- -

65

to

75

MPH.

(4) Wing

Flaps

- -

As

desired

below

100

MPH.

(5)

Airspeed

- - 60 to 70

MPH

(flaps

extend

ed).

NORMAL

LANDING

.

(1)

Touch

Down - -

Main

wheels

first

.

(2)

Landin

g

Roll

- -

Lower

nose

wheel

ge

ntly.

(3)

Brakin

g - -

Minimum

re

quir

ed.

AFTER

LANDING.

(1) Wing

Flaps

--

Up.

(2)

Carburetor

Heat

- - Cold.

SECURE

AIRCRAFT.

(1)

Mixtur

e - -

Idle

cut-off.

(2) All

Switches

-- Off.

(3)

Parkin

g

Brake

--

Set.

(4)

Contr

ol Lo

ck

--

Ins

talled.

1-

3

INSTRUMENT

PANEL

2 3 4 5 6 7 8 9

10

11

12

I.

Turn

Coordinator

(Opl

.)

2.

Air

speed

tnd1

c

ator

3.

Dir

ec

ti

o

nal

Cyro

(

Opt.

)

4 .

Gyro

H oriz.on

(Opt.

)

5.

Clock

(Opt.

)

6.

Aircraft

Registratton Number

7.

Vert

ica

l

Speed

l

ndlcuor

(Opt.)

8.

Altlmeler

9.

Muk

er

Beacon

L

ights

/

Radio

Tran

sm1tt

r>r

St!lector Switch

I 0.

Omni

C

ou

rse I

ndica

tor

(Op

t. )

11. Rc:ir V

ie

w M

lr

ror (

Opt.)

l 2.

Rad

ios

(

Opt.

)

1-4

13.

Ta

ch

omet

er

14.

Le!t

Fuel

Quanttty

Ind

icato

r

IS

.

Bea

ring lndicator

(Opt.)

16.

Riaht F

uel

Quantity Ind

ica

tor

17.

Sucllon

Ca~e

(Opt.)

18.

A

mmeter

19.

Oil

Temperature

Ga

ge

20.

011

Pressu

re

G;ige

21.

Ma

p Compar

tment

22.

Cabin

Atr

and H

eat

Control

Knobs

23.

W

I~

flap

Swi

tch

24.

Ciga

r

Ligh

t

er

(Opt.)

25.

Mixt

ure

Control

Knob

Fi

g

ure

2-1.

13 14

15

16

17

26.

Wing

Le

vele

r

Co

ntrol

Kn

ob

(Opt.)

27. Mic r

ophone

(

Opt.

)

28.

Throttle

29.

El

evator

Tnm

Control Wheel

30.

Carburetor

Heat Control

Kn

ob

31.

Ele

c

tr

ical

S

wll

ch

es

32. Fuses

33.

Rad

io

Dial Lighl

Rheos

tat

34.

Altern2tor

Circuit

Break.er

3$.

lgn1tlon. 'Starter

Switch

36.

Master

Switch

37.

En.gtne

Primer

38. Parking

Brake

Kn

ob

Se

c

tion

II

brr

111:====================~~~~~~~~~~-·brr

.......

_

DESCRIPTION

AND

OPERATING

DETAILS

The

fo

ll

owing

paragraphs

describe

th

e

systems

an

d e

quipment

wh

ose

func

ti

on

and

operation

is not

obvious

when

sitting

in

th

e

airplane.

Th

is

section

al

so

covers

in

som

e

what

gr

ea

ter

detail

some

of

the

items

listed

in

Check

List

form

in

Section

I

that

requir

e

further

exp

lanatio

n.

FUEL

SYSTEM.

Fu

el

is

supplied

to

the

engine

from

two

tanks

,

one

in

each

win

g.

From

thes e

tanks

,

fuel

flows by gr

avity

thr ough a

fuel

shut

off

va

lve

an

d

fuel

strainer

to the

ca

rbur

eto

r.

R

efe

r to

figure

2-2

for fuel

quantity

data

.

For

fu

el

syste

m

service

i

nforma

ti

on,

refer

to

Lu

b

ri

ca

ti

on

and

Servi

c

in

g

Pr

oced

ur

es

in

Sect

i

on

IV.

FUEL

STRAINER

DRAIN

KNOB

.

Refer to fuel

strainer

serv

ic

in

g

procedure,

Sec

ti

on

IV.

FUEL

QUANTITY

DATA

(U.S.

GALLONS)

USAB

LE

F

UEL

UNUSABLE

TOTAL

TANKS ALL

FLIGHT

FUEL

COND

ITIO

NS

VOLUME

TWO,

STANDARD WING

22. 5 3. 5

26.0

{13

GAL. EACH)

TWO, LONG

RA

GE WING

35.0

3. 0 38. 0

(19 GAL. EACH)

F

igu

re

2- 2.

2-1

VENT

2-2

llnllllt;~jjlj~~~llll~llll~l~ll~l

fjjj~~;~ill

1~~l1

~11lli

LEFT

FUEL

TANK

!W;;':

i

:

!!

!

!!;!!!!

!!!!~ll!lllllllllllilill!illlilllilllll

RI

GHT

FUEL

TANK

°

FUEL

0

FUE

L

SHUTOFF

22.s GA

lS

VALVE

O

N

~

CODE

..._._.,.._

o

,_

•-•

...,

o !;;;;;;;;;;;;!

FUEL

SUPPL

Y

FUEL

SYSTEM

···

·SCHEMATIC

····

CARBURETOR

TO

ENGINE

CYLINDERS

....

Figu

r e 2- 3.

c:::::J

VENT

MEC

HA

NI

CAL

LINKAGE

THROT

TL

E

...

--1-rfl

......

~

<

......

------

~

MIXTURE

CO

NTROL

KNOB

ELECTRICAL SYSTEM.

Electrical

energy

is

supplied

by a 14-volt,

direct-current

sys

tem

p

owered

by

an engine

-driv

en

alternator

(see

figure

2-4

). A

12-

vo

lt

battery

is

located

on the

ri

ght,

forwar

d

side

of the

firewall

just

inside

the

cowl

access

doo

r.

Power

is

supplied through a sing

le

bus

bar

; a

mas

t

er

switc

h con

tr

ols

this

power to

all

c

ir

cuits,

except

the en

gi

ne ignition

sys-

t

em,

optional clock and optional flight

hour

recorder

(operative

only wh

en

the engine

is

o

peratin

g).

AMMETER.

The amm

ete

r indi

ca

t

es

the fl

ow

of

current,

in

amper

es

,

from

the

alte

rn

ato

r to

th

e

battery

or

fr

om

the b

atte

r y

to

the a

irc

r aft el

ectrical

system.

Wh

en the engine is ope

ratin

g and the

maste

r switch is

"ON,"

the

am

m

ete

r indicat

es

the

chargi

ng

rate

applied to the

batt

e

ry

.

In

the

event

the a

lt

e

rn

ator

is

not

fu

nc

ti

oning or the el

ect

rical

l

oa

d

exceeds

th

e

output of the a

lt

e

rn

ator , the am

meter

indi

cates

the

di

sc

har

ge r ate of the

bat

tery

.

FUSES

AND

CIRCUIT BREAKERS.

Fuses

on

the left lo;.ver po

rti

on

of the

in

st

rum

e

nt

panel

protect

the

ma

jori

ty of el

ectrica

l c

ircuits

in the

airp

lane. Labeling bel

ow

eac

h fu

se

r

etainer

indi

cates

the c

ir

cuits

pr

ot

ec

ted by the fu

ses

. Fu

se

ca

pa

city is

shown on

each

fuse

reta

iner

cap.

Fuses

are

r

emove

d by

pressing

the

fuse r

etai

ne

rs

inward and rotating them

counterc

lockwise until th

ey

di

s-

engage. The faully fuse may then be lifted

ou

t and

repla

ce

d.

Spare

fuses

are h

eld

in a c

lip

on the i

nsid

e of the map

co

mpartment

doo

r.

NOTE

A

special

"SLO-BLO"

fuse

protects

the wing flaps

ci

rcuit.

lf

this

fuse

is

replaced,

care

shou

ld

be

tak

en

to

assure

that

the

rep

l

acement

fuse

is

of the proper type and

ca

pa-

ci

ty

. A "S

LO-BLO"

fuse

is

identified by an integr ally

mounted

spri

ng en

ci

rc

ling the

fus

e element.

Tw

o ad

diti

onal

fuses

are

l

ocaled

adjace

nt

to

the

bat

ter

y;

one

fuse

pro-

t

ects

the

battery

con

ta

ct

or

closing

circu

it

, and the oth

er

fuse

protects

the

optional clock and optional flig

ht

h

our

r

eco

rd

er

c

ir

c

uits.

The

airp

lane u

til

i

zes

thre

e c

ircuil

·

breake

rs f

or

circ

uit

protectio

n. A

"p

us

h-

to

-r

ese

t"

c

ir

cuit

br

eaker

(labeled "

GE

N"

)

is

l

ocated

on the left

si

de

of the ins

trum

ent

near

the fu

ses

and prot

ects

the

alte

rnator

c

ir

c

uit.

The

2-3

ELECTRICAL

SYSTEM

-

I A

nERY

ALTE

R

NATO

R FIELD

CIRCUIT

BREA

K

ER

CIG

AR LIGHTER (OPT(

(

WI

TH

CIR

CUIT

BR

EA

KER!

GR

OU

ND

SE

RV

ICE

P

LU

G R

ECEPT

A

CLE

(

OPn

CODE

Q)

CIRCUIT

BREAKER

•

FUSE

-i+ DIODE

-

lf

- CAPACITOR

MAGNETOS

'\l\N

RESISTOR

Figure

2-4.

2

-4

SCHEMATIC

TO W

ING

FLAP

SYSTEM

TO LA

ND

ING

AN

D

TAXI LIGHTS (OPT!

TO

FLASHING

BEACON

(OPT!

TO PITOT

HE

AT

SYSTE"'

(OPl)

TO

NAVIG

AT

ION

LIGHTS

AND

OPTIONAL

CONT

ROL

WH

EE

L

MA

P LIGH

TS

TO

DO

ME LIG

HT

TO

RADIO (OPT(

TO RADIO (O

PT

I

TO

RADIO

(OPT!

TO

OPTIO

NAL

TURN

COORDIN

A

TOR

OR

OPTIONAL

TURN-

AN

D.

BAN

K

IND

ICAT

OR

TO IN

STRU

MEN

T

AND

COMPASS LIGHTS

TO

fUEl

Q

UAN

TIT

Y

INDICA

TORS

alternator

field

and

wiring

is

protected

by

an

automatically

res

e

tting

ci

r-

cuit

breaker

mounted

behind

the le

ft

side

of

the

instrumen

t

panel.

The

cigar

lighter

has

a

manua

ll

y

reset

type

circuit

breaker

mounted

dire

ctly

on the

back

of

the

li

ghte

r

behind

the

instrument

panel.

CO

N

TROL

WHE

EL

MAP

LIGHT

(

OPT

).

A

map

light

may

be

mounted

on the

bottom

of

the

pilot

's

cont

r ol wh

ee

l.

The

light

illuminates

the lower

portion

of

the

cab

in

just

fo

rward

of the

-p

il

ot

an

d

is

helpful

when

checking

maps

and

ot

her

flight

data

du

ri

ng ni

ght

ope

rati

o

ns.

To o

perate

the

li

ght,

fir

st

turn

on

th

e "NAV LIGHTS"

switch,

th

en

adj

u

st

the

map

li

g

ht's

intensity

wit

h the

knurl

ed

rh

eostat

knob l

ocated

at

the bo

tt

om

of the

co

ntrol

wh

ee

l.

FLASHI

NG

BEACO

N (

OPT)

.

Th

e

flashin

g b

eacon

should

n

ot

be

us

ed

when flying t

hr

ough

clouds

or

overcast;

the

flashin

g

light

r

eflected

from

water

dropl

ets

or

par

ticles

in

the

atmosphere,

particularly

at

night,

can

pr

o

duce

vertigo

an

d l

oss

of

or

ientation.

CABIN HEATI NG

AND

VENTILATING SYSTEM.

The

te

mper

atur

e

and

volume

of

airflow

into

t

he

ca

b

in

can

be

r

egulated

•

to any degr

ee

d

esi

r ed by

manip

ula

tion of

the

push

-p

ull

"C

AB

IN

HEAT"

and

"CABIN AIR" knobs.

Heated

fr

esh

air

an

d

outside

air

are

blende

d in a

cabi

n

manifold

just

aft

of the

firewall

by

adjus

tment

of

the

heat

and

air

co

ntro

l

s;

this

air

is

then

vented

into

the

ca

bin

fr

om

o

utl

et

s in the

cabin

manifo

ld

near

the

pil

ot's

and

passen

ge

r's

fee

t.

Wi

ndshield

defrost

air

is

also

supplied

by

a

duct

leading

from

the

manifold

.

A

separate

adjustable

ventilator

near

each

u

pper

co

rn

er

of

t

he

wi

nd-

sh

ield

suppli

es

additional

o

ut

s

id

e

air

to the

pil

ot

and

passenger.

PAR

KI

NG

BRA

KE

SYS

TEM.

To

set

pa

rki

ng

brake,

pull

out

on

the

parking

b

rak

e knob,

apply

and

rel

ease

t.o

e

pressure

to

the

pedals,

and

then

r el

ease

t

he

parking

brake

knob. To

re

l

ease

the

pa

rking

brak

e,

app

ly

and

re

l

ease

toe

pr

essu

re on

th

e pe

da

ls while

checking

to

see

that

the

parking

b

rak

e knob

is

full

in.

2- 5

2-6

TAXIING

USE

UP

AILERON

ON

LEFT

WlN

G

AND

NEUTRAL ELEVATOR

•

WIND

DIRECTION

DIAGRAM

...

USE UP

All.ERON

ON

RIGHT

WlNG

AND

NEUTRAL ELEVATOR

NOTE

Strong

quartering

tallwlnds

require

cauUoo.

Av

oid

sudden

bu.rat.

of

the

throttle

and

ahar

p

braking

when tile

airplane

i..

In

tlllB

attit

ude.

Use lhe

ate

era.ble no

se

wheel and

rudder

to

malntain

dlrecti

o

n.

Figure

2-5.

STARTING

ENGINE.

Ordin

a

rily

the

engine

starts

easily

with

one

or

two

strokes

of p

rim

er

in

warm

temperatures

to

six

strokes

in

co

ld

weather,

with

the

thrott

le

open

ap

pr

o

ximat

ely 1/ 4 inch. In e

xtr

eme

ly

co

ld

temperatures,

it

may

be

n

ecess

ary

to

co

ntinue

primin

g w

hil

e

cranking

.

Weak

intermittent

exp

l

os

i

ons

followed by

puffs

of

black

smoke

fr

om

the exhaust

stack

indi

ca

te

over

p

riming

or

fl

ooding.

Excess

fuel

ca

n be

cleared

fr

om

the

co

mbusti

on c

hambers

by the following

proced

ur

e:

Set

the

mixtur

e

con

tr

ol

in

full l

ean

pos

iti

on,

thr

ott

le

full

ope

n, and

crank

the

engine

thr

ough

severa

l r

evo

lution

s with the

start

er

. R

epe

at

the

s

tartin

g

pr

oce

dur

e without any

additional

p

ri

ming.

If

the engine

is

unde

rprim

ed (mo

st

lik

ely

in

co

ld w

eat

her with a

co

ld

engine)

it

will

not

fire

at

all

, and

additional

prim

ing

will

be

necessary.

As

soo

n

as

the

cy

lind

er s

begin

to

fire,

open

the

throttle

sligh

tl

y

to

keep

it

runnin

g.

After

starting,

if

the o

il

gage

do

es

n

ot

begin

to

sh

ow

pr

essure

with-

in

30

seco

n

ds

in

the

summ

e

rtim

e and

ab

o

ut

twice

that

long

in

ve

ry

co

ld

w

ea

ther

,

stop

engine

and

investiga

te. L

ack

of

oil

pressure

can

cause

serious

engine

damage.

After

st

artin

g,

avoid

the

u

se

of

ca

rbur

eto

r h

ea

t

unl

ess

i

ci

ng

co

nditi

ons

preva

il.

TAXIING.

Wh

en

taxiing,

it

is

impo

r

tant

th

at

speed

and

use

of

brakes

be

held

to

a

minimum

and

that

all

controls

be

utili

zed

(see

taxiing

diagram,

figure

2-5)

to

maintain

dir

ectio

nal

co

ntr

ol

and

bala

n

ce

.

Taxii

ng

over

l

oose

gravel

or

cinders

shou

ld

be done

at

low

eng

in

e

speed

to

avoid

ab

r

asion

and

sto

ne

dam

age

to

the

propeller

tips

.

Th

e n

ose

wheel

is

designed

to

automatically

center

st

ra

ight

ahead

when

the

n

ose

str

ut

is

full

y

exte

nd

ed.

In the

event

the

nose

strut

is

ove

r -

inflat

ed

and

the

airplane

is

l

oa

ded

to

a

rearward

cente

r of

gra

vity

p

os

i-

ti

on,

it

may

be

n

ecessary

to

partially

compress

the

str

ut

to

pe

r

mit

steer

-

ing.

This

can

be

accomplis

hed

prior

to

taxiing

by

depr

essing

the a

irplan

e

n

ose

(by

hand

) or du

ring

taxi

by s

harpl

y applying

brakes

.

2-7

BEFORE

TAKE-OFF.

WARM-UP

.

Mo

st

of

the

warm-up

will

have

been

conducted

during

taxi,

and

addi

-

ti

onal

warm-up

before

take-ofi

shou

ld

be

restricted

to

the

checks

o

ut

-

lined

in

Section

I.

Since

the

engine

is

closely

cowled

for

efficient

in-flight

cooling,

pr

ecau

tions

shou

ld

be

taken

to

avoid

overheating

on

the

ground.

MAGNETO

CHECK.

Th

e

magneto

chec

k

shou

ld

be

made

at

1700

RPM

as

follows: Move the

ignition

switch

first

to

"R"

position

and

note

RPM.

Then

move

switch

back

to

"BOTH"

position

to

clear

the

other

set

of

plugs

.

Then

move

switch

to

"L

"

position

and

note

RPM.

The

difference

between

the

two

magnetos

oper

ated

individually

should

not

be

more

than 75

RPM.

If

there

is

a doubt

concerning

the

operation

of the i

gnition

system,

RPM

checks

at

higher

engine

speeds

will

usually

confirm

whether

a

defici

ency

exists.

An

abs

ence

of RPM

drop

may

be

an

indi

ca

ti

on of

faulty

grou

nding of

one

side

of the

ignition

system

or

shou

ld

be

cause

for

suspicion

that

the

magneto

timing

is

set

in

advance

of the

setting

specified

.

TAKE-OFF.

POWER

CHECKS

.

It

is

imp

o

rtant

to

check

full-throttle

engine o

peration

early

in lhe

take

-

off

run.

Any

signs

of

rough

engine

operation

or sluggish en

gine

accelera

-

tion

is

good

cause

for discontinuin

g

the

take

-off.

If

t

his

occu

rs,

you

are

justified

in

making

a th

orough

full-throttle,

static

runup

before

another

t

ake-off

is

attempted.

The

engine

should

run

smooth

ly and

turn

ap

proxi

-

mately

2500 to 2600

RPM

with

carburetor

heat

off.

Full

throttl

e

runups

ove

r l

oose

gravel

are

especially

harmful

to

pro-

pe

ll

er

tips.

When

take-offs

must

be

made

over

a g

ravel

surface,

it

is

very

important

that

the

throttle

be

advanced

slowly.

This

all

o

ws

the

air

-

pl

ane

to s

tart

rolling

before

high

RPM

is

deve

loped,

and

the

gravel

will

be

blown

back

of

the

propeller

rath

er

than

pulled

into

it.

When unavoi

d-

2-8

ab

le

small

dents

appear

in the

propeller

blades,

they should

be

immediate-

ly co

rre

c

ted

as

d

esc

rib

ed in

Section

IV.

Pri

or

to

take-off

from

fields

above 5000

feet

elevation

,

th

e

mixture

should

be

l

eaned

to

give

maximum

RPM

in

a

full-thr

ott

le,

static

runup.

FLAP

SETTINGS.

Normal

and

obstac

le

clearance

take-offs

are

pe

rform

ed with flaps up.

Th

e

us

e of 10°

flap

s

will

shorten

the ground

run

approximate

ly 1

0%,

but

this

advant

age

is

l

os

t

in

the c

limb

to a 50-foot

obstacle.

Therefore

the

us

e of 10°

flap

is

re

served

for

minimum

ground

runs

or

for

tak

e-off

from

soft

or

rough

fields

with no

ob

sta

cl

es

ahead.

If

10° of

flaps

are

used

in

ground

ru

ns,

it

is

preferable

to

le

ave them

ext

ended

rather

than r

et

r

ac

t

th

em

in the c

limb

to the

obstac

le.

The

ex-

cep

tion to

this

rule

would

be

in a high a

ltitud

e take -off in hot

weather

w

her

e c

limb

would

be

margina

l with

flaps

10°.

Flap

d

eflections

of 30° and 40°

are

not

r

ecommen

d

ed

at

any time

for

tak

e-off.

PERFORMANCE CHARTS.

Consult

the

Take-Off

Distance

cha

rt

in Sec

ti

on V for

take

-off

dis-

ta

nc

es

at

gross

weight under

various

altitude

and

hea

dwind

condit

io

ns.

CROSSWIND

TAKE

-

OFFS

.

Take

-

offs

int

o

st

rong

crossw

inds

no

rmall

y

are

performed

with the

minimum

fl

ap

setting

necessary

for

the

field length, to

minimize

the

drift

angle

immediately

after

take

-off.

The

airp

l

ane

is

accelerated

to

a

speed

slightly

higher than

normal,

then

pull

ed off

abruptly

to

prevent

possible

set

tli

ng

back

to the runway

wh

il

e

driftin

g.

Wh

en cl

ear

of the

grou

nd

, make a

coor

di

na

ted

turn

into the wind to

co

rr

ect

for

drift.

CLIMB.

CLIMB

DATA.

For d

eta

il

ed

data,

see

Maximum

Rat

e-

of

-Climb

Data

chart

in

S

ectio

n V.

2-9

CLIMB

SPEEDS

.

Normal

c

limb

s

are

conducted

at 75

to

80 MPH with

flaps

up and full

thr

o

ttl

e,

for

best

engine

cooling.

The

mixture

shou

ld

be

full

ri

ch unl

ess

the

engi

ne is rough due to

too

rich

a m

ixture

.

The

best

rate-

o

f-climb

speeds

ran

ge

from

73

MP

H

at

sea

l

eve

l

to

65

MP

H at 10, 000

feet.

If

an

obstruction

di

ctat

es

the

us

e of a st

eep

c

limb

an

g

le

, c

limb

at

64

MPH

with

fl

aps

r e

tr

acted

.

NOTE

Steep

c

lim

bs

at

th

ese

low

speeds

should be of

sho

rt

duration

to

allow

imp

r oved

engi

ne

coo

ling.

GO- AROUND

CLIMB

.

In

a

balked

l

anding

(go-around)

c

limb

,

the

wing fl

ap

sett

ing should

be

redu

ce

d

to

20°

imm

e

diat

ely

after

full power

is

applied.

Upon r

each-

in

g a

safe

a

ir

speed,

the fla

ps

shou

ld

be s

lowly

retracted

Lo

Lhe

f

ull

up

p

os

iti

on

.

CRUISE

.

Normal

c

rui

sing

is done b

etwee

n 65%

and

75%

power.

The

pow

er

set

ti

n

gs

r e

quir

ed to o

bl

ain th

ese

p

owers

at

va

ri

o

us

al

titudes

and o

ut

s

id

e

ai

r

temperatu

r

es

can

be

d

ete

rmined

by

using

your

C

ess

na

Power

Com-

put

er or the OPERATIO

NA

L DATA,

Section

V.

Cruising

ca

n

be

done m

os

t effici

en

tly

at

high a

lti

tude

because

of lower

a

ir

density

and

therefore

hi

gher

true

a

ir

sp

ee

ds

for

the

same

powe

r.

Th

is

illu

s

tr

ated

in

the

fo

ll

owing ta

ble

which

shows

pe

rf

o

rm

an

ce

at

75% power

at

various

al

titudes.

OPTIMUM

CRUISE

PERFORMANCE

ALTHUDE

Sea

L

eve

l

5000 feet

7000

fe

et

RPM

* 2525

* 2650

*

Full

Thr

ott

le

-----------

*75%

POWER

2-10

TRUE

AIRSPEED

110

11

5

117

All fig

ures

in the

Optimum

Cruise

Perfor

mance

table

are

based

on

l

ean

mixture,

22. 5

ga

ll

o

ns

of fuel (no

res

e

rve

),

zero

wind,

standard

at

-

mospheric

co

nditi

ons,

and

1600 pounds

gross

weight.

To a

chie

ve

the

l

ean

mixture

fuel

consumption

fi

gu

r

es

shown

in

Section

V,

the

mixture

should

be

lean

ed

as

foll

ows

:

pull

the

mixture

control

oul

until

engine

RPM

peaks

an

d begins to

fa

ll

off, th

en

e

nr

iche

n

slightly

back

to p

eak

RPM.

Carburetor

ice,

as

evidenced

by

an

unexplained

drop

in

RPM,

can

be

r

emoved

by

app

lica

tion of full

ca

rbuTet

or h

ea

t.

Upon

re

g

ainin

g the

orig

i-

nal

RP

M (with

heat

o

ff

),

use

the

minimum

amount

of

heat

(by t

rial

and

error)

to

pr

eve

nt

ice

from

forming

.

Since

the

heated

air

causes

a

rich

er

mixtur

e,

readjust

the

mixture

setting

when

car

bur

etor

h

eat

is

to be

us

ed

continuous

ly in c

ruis

e

fli

ght.

The

use

of full c

arbur

etor

heat

is

r

ecommended

durin

g

fli

g

ht

in

very

h

eavy

rain

to

avoid the po

ssib

ility of

engine

s top

page

due

to

excessive

water

in

gest

ion.

The

mixtur

e

se

t

ting

should

be

readjusted

for

smoo

th

es

t

opera

ti

on.

STALLS

.

Th

e

sta

ll

cha

ra

cterist

i

cs

are

conventional

for

the

flaps

up

and

flaps

down condition.

Sli

ght el

evator

buffetin

g

may

occur

jus

t

befor

e

th

e

sta

ll

with

flaps

down.

Sta

lli

ng

speeds

ar e shown in

Section

V

for

aft

c .

g.,

full gr

oss

wei

gh

t

conditions.

Th

ey

are

pre

sented

as

cal

i

brated

ai

rsp

ee

ds

because

indicat

ed

airspeeds

ar e

unreliable

n

ea

r the

stall

.

Th

e

stall

warning

horn

pr

odu

ce

s

a sl

ea

dy s ig

nal

5 to 10 MPH

before

the

actua

l

sta

ll

is

reat:hed

and

r

ema

ins

on

until

the

airplane

flight

atti

tude

is

c

ha

nged.

LANDING

.

Norma

l L

and

in

gs

are

made

power

off with

any

fl

ap

setting

. Appr

oach

g

lid

es

are

no

rmally

made

at

65

to

75 MPH with

fl

aps

up, or 60 to 70 MPH

with

flap

s down,

dep

ending upon the tu

rb

ulence

of the

air

.

SHORT FIELD LANDI

NG

S.

For

sho

rt

field

landin

gs,

make

a p

ower

-off

app

r

oac

h

at

58

MPH

with

2-

11

flaps

40° and land on the

main

wheels

first.

Imm

ediate

ly

after

touchdown,

lower the

nose

gear

to

the

gr ound and

apply

heavy

br aking

as

required.

For

maximum

brake

effectiveness

after

all

three

wheels

are

on the g

round

,

retract

th

e

flaps

, hold full

nose

up

elevator,

and

apply

maximum

possible

brake

pr

essure

wi

thout

sliding

the

tires.

CROSSWIND

LAND

IN GS.

Wh

en

l

and

ing in a

strong

crosswind,

us

e

the

minimum

flap

setting

required

for

the

field

length

. Use a

win

g low,

crab,

or

a

combination

method

of

drift

correction

and

land

in

a

nearly

level

attitude

.

Excessive

nose

strut

inflation

can

hinder

nose

wheel

alignment

with

th

e

airp

l

ane

g

round

track

in a

drifting

c

ros

sw

ind

landing

at

touchdown

and

durin

g ground

roll.

This

can

be count

eracted

by

firmly

lowe

rin

g

the

n

ose

wheel

to

the

ground

after

initial

contact.

This

action

partially

com-

presses

the

nose

strut

,

pe

r

mitting

nose

wheel

swiveling

and

positive

gro

und

steering.

COLD WEATHER

OPERATION.

Prior

to

starting

on

cold

mornings,

it

is

advisable

to

pull

the

pro

-

pelle

r

thr

ough

seve

ral

times

by hand to

"break

l

oose"

or

"limber"

the

oil,

thus

conserv

ing

battery

energy.

In ex-tremely cold {0°F and lower)

weath

er

the

use

of

an

exte

rnal

preheater

is

recommended

when

eve

r

possible

to reduce

wear

and abuse to the

engine

and

the

electr

i

cal

system.

2-12

Co

ld

weather

starting

procedures

are

as

fo

ll

ows:

With

Pr

ehea

t:

{l)

With

i

gni

tion

switch

"OFF"

an

d

throttle

cl

osed,

prime

the

engine

four

to

ten

strokes

as

the

pro

pe

ller

is

being

turned

over

by hand.

NOTE

Use

heavy

str

okes of

pri

mer

for

best

atomization

of fue

l.

After

primin

g,

push

primer

all

the

way in

and

turn

to locked

positi

on to

avoid

possiblity

of

engine

drawing

fuel

through

the

primer

.

(2)

Propeller

Area

--

Clea

r .

(3)

Master

Switch -- "

ON."

(4)

Throttle

- - Open 1/

4"

.

(5) Ig

nition

Switch

--

"START.

"

(6)

Releas

e

ignition

switch

to

"B

OTH"

when

engi

ne

starts

.

(7)

Oil

Pressure

--

Check.

Wit

hout

Preheat

:

(1)

Prime

the

engine

ei

ght

to

ten

strokes

while

the pr

ope

ll

er

is

being

turned

by

ha

nd

with

throttle

cl

osed.

L

eave

primer

cha

r

ged

and

ready

for

stroke.

(2

) Pr

ope

ller

Area

--

Clear.

(3)

Master

Switch

--

"ON."

(4)•1

Pu

mp

th

r

ottle

rapid

ly to

full

op

en

twice

.

Return

to 1/

4"

open

p

ositio

n.

(5) I

gnit

ion

Switch

--

"S

TART.

"

(6)

Release

ig

niti

on

switch

to

"BOTH" when

engine

star

ts.

(7)

Continue

to

pr

ime

engine

until

it

is

ru

nning

smooth

ly,

or

alternately

,

pump

th

r

ot

tle

r

apid

ly

over

first

1/ 4 of

total

trave

l.

(8)

Oil

Pressure

--

Check.

(9)

Pull

carbu

r et

or

he

at

knob

full

on

after

engine

ha

s

started.

Leave

on

until

engine

is

runn

i

ng

smooth

ly.

(10)

Lock

prime

r .

NOTE

If

t

he

engine

does

not

start

during

the

first

few a

tt

empts,

or

if

the

engi

ne

firing

diminishes

in

strength

,

it

is

pr o

babl

e

that

the

spark

plu

gs

have

been

frosted

ov

er.

Preheat

must

be

used

before

another

start

is

attem

pted.

IMPORTANT

Pu

mping

the

th

rottle

may

cause

r aw fuel to

accumu

late

in the

intake

air

duc

t,

c

reating

a

fire

hazard

in t

he

event

of a

backf

i

re.

If

th

is

occurs,

ma

in

tai

n a

cranking

ac

tion

to

suck

flames

into

the

engine.

An

outside

atte

ndant

with

a

fire

extingu

i

sher

is

a

dvis

ed

for

cold

starts

without

pre-

heat.

Durin

g

cold

weather

operat

i

ons,

no

indication

wi

ll

be

apparent

on the

o

il

temperature

gage

prior

to

take

-

off

if

outs

ide

ai

r

temperatures

.

are

ve

ry

co

ld.

After

a

su

i

tab

le wa

rm

-up

period

(2

to

5

minutes

at

1000

RPM),

ac

-

2-13

celerate

th

e engine

sev

e

ral

tim

es

to hig

her

eng

ine

RPM

. If

th

e engine

accele

r

ates

smooth

ly and

the

oil

pr

e

ssure

r

emai

ns

normal

and

steady,

the

airplane

is

r

eady

for

take-

off.

Wh

en

operating

in

sub-zero

temperatur

e,

avoid

using

partial

carb

u-

r et

or

he

a

t.

Parti

al

h

ea

t

may

in

crea

se

the

carburetor

air

temperature

to

the

32° to 70°

ran

ge,

wher

e

ic

ing

is

critical

und

er

certain

atm

osp

heric

conditions.

Ref

er

to

S

ec

tion

V1

for cold w

ea

th

er e

quipment.

2- 14

Section

Ill

>

111c================

:::::

::~~~~~~~~~~~~h?

.....

__

OPERATING

LIMITATIONS

OPERATIONS

AUTHORIZED.

Your

Cessna

e

xceeds

the

requirements

of

ai

rw

o

rth

i

ness

as

set

forth

by

the United

States

Government,

and

is

ce

rtificated

under FAA

Type

C

er

-

tificate

No. 3A19

as

Cessna

Model

No

. 1

50J.

With s

ta

ndard

eq

ui

pme

nt, the

airp

lan

e

is

approved

for

day

and

nig

ht

oper

ation

under

VFR

. Addi

tional

optional

equipme

nt

is

available

to

in-

crease

its

utility

and to make

it

author

ized

for

use

under

I

FR

day

and

night.

Yo

ur

airplane

must

be

ope

ra

ted

in

accordance

with

all

FAA-

app

r

oved

markin

gs

,

placards

and

check

lists

in

the

airplane

.

If

t

her

e

is

any

infor-

m

ation

in

this

section

which

contradicts

the

FAA-approved

markings,

pl

ac

-

ards

and

check

lists,

it

is

to

be

disregarded

.

MANEUVERS-UTILITY

CATEGORY.

This

ai

rpl

ane

is

not

designed

for

pure

ly

ae

r

obatic

flight. However ,

in

the

ac

q

uis

iti

on

of

vario

us

certifica

t

es

such

as

comme

r

cia

l

pilot,

i

n-

st

r

ument

pilot

and

flight

instructor,

certain

maneuvers

are

requir

ed

by

the

FAA. All of

these

maneuvers

ar e

permitted

in

th

is a

ir

pl

ane

when op-

erated

in the

ut

ilit

y

catego

r y. In

connection

with the

forego

in

g, the

fol-

lowing

gross

weight

and

flight

l

oad

factors

apply,

with

maximum

en

try

spee

ds for

maneuvers

as

shown:

Gross

W

eig

ht

1600

lb

s

Fli

ght

Maneuvering

Lo

ad

Fa

ctor,

*Flaps

Up

+4

.4

- 1.

76

F

lig

ht

Ma

ne

uvering

L

oad

Facto

r,

*F

l

aps

Down

+3

. 5

*

Th

e

design

lo

ad

factors

ar

e 150% of

the

above,

and

in

all

cases,

the

structure

meets

or

ex

ceeds

desi

gn

loads

.

3-

1

No

ae

r

obatic

mane

uvers

are

approved

except

those

listed

below:

MANEUVER

Chandell

es

L

azy

Ei

g

hts

Steep

Turns

Spin

s . . .

Stalls

(Except

Wh

ip

Stalls

) .

MAXIMUM ENTRY

SPEED

. 109 MPH

{95

knots)

. 109 MPH

{95

knots)

. 109 MPH

{95

knots)

Use

Slow

Deceleration

U

se

Slow

Deceleration

Durin

g pr

olonged

spins,

the

ai

r c

raft

engi

ne

may

stop;

however,

sp

in

r

ecovery

is

n

ot

adversely

affected

by en

gi

ne

stoppage

.

Intentional

spins

with wing

flaps

exte

n

ded

ar

e pr o

hibited.

Aer

obatics

th

at

may i

mpose

high

inverted

loads

shou

Id

not

be

attemp

t-

ed.

Th

e

important

thing

to

bear

in

mind

in

flight

maneuvers

is

that

the

airplane

is

cl

ean

in

aerodynami

c

design

and

will

bu

il

d

up

speed

quickly

with the

nose

down. Pr

ope

r

speed

co

nt

rol

is

an

essential

requirement

for

execution

of any

mane

u

ve

r,

and

care

should

always

be

exercised

to

avo

id

e

xc

essive

speed

wh

i

ch

in

turn

ca

n

impose

excessive

loads

. In

the

e

xec

u

tion

of

all

man

euve

r

s,

avoid

abrupt

use

of

con

trol

s.

AIRSPEED LIMITATIONS (CAS).

The

fo

ll

owing

is

a

list

of the

ce

rtificated

calibrated

airspeed

(C

AS

)

li

m

itati

ons

for

the

ai

rpl

ane

.

Never

Ex

cee

d

Spee

d (g

lid

e or

dive,

smooth

air)

Maximum

Stru

ct

ural

Cruisin

g

Sp

eed

. . . . .

Maximum

Sp

eed,

Flaps

E

xtended.

. . . . . .

*Maximum

Maneuverin

g

Speed

. . . . . . . .

*

The

maximum

sp

ee

d

at

which

ab

r upt

cont

ru1

trave

l

can

be

used

without

exceeding

the

d

es

ign

l

oa

d

factor

.

1

62

MPH

120 M

PH

100

MPH

109 M

PH

AIRSPEED

INDICATOR

MARKINGS

.

Th

e following

is

a

list

of

the

ce

rtifi

cate

d

calibrated

ai

rsp

eed

mark

-

ings

(CAS)

for

the

airplane.

3-2

Never

Exceed

(glide

or

dive

,

smooth

air)

Cauti

on

Ran

ge

. . . . .

Normal

O

perating

Ran

ge

Flap

Operatin

g

Range

. . . . . . . . .

.

...

162 MPH (r

ed

line)

120-162

MP

H (ye

ll

ow

arc)

56

-120

MPH

(green

arc)

49- 100 MP H

(w

hit

e

arc)

ENGINE

OPERATION

LIMITATIONS

.

Power

and Speed .

..

...........

100 B

HP

at

2750

RPM

ENGINE

INSTRUMENT

MARKINGS

.

OIL TEMPERAT

URE

GA

GE.

No

rm

al

Op

erating

Ran

ge

Maximum Allowable . .

OIL

PRESSURE

GA

GE.

Minimum

I

dling

. . . .

Norma

l Ope

rating

Ran

ge

Maxi

mum

......

.

FUEL

QUANTITY

INDICATORS

.

...

Green

Arc

.

22

5°F

Red

Lin

e

10 P

SI

(r ed

lin

e)

30-60

PSI

(gree

n

ar

c)

. .

100 P

SI

(red

lin

e)

Empty

(

1.

75

gallo

ns

un

usable

each

standar

d tank) . E (r

ed

lin

e)

(1.

50

g

all

ons

unusable each long

range

tank)

TACHOMETER.

Normal

O

pe

r

ating

R

ange:

At

sea

l

eve

l .

At

5000 f

eet

. .

At

10, 000

feet

•

Maximum A

ll

ow

ab

le

WEIGHT

AND

BALANCE.

. 2000- 2550 (inner

green

arc)

. 2000-2650

(mi

ddle

green

arc)

2000-2750

(o

uter

gree

n

ar

c)

. . . . . . .

2750 (

re

d

line)

The fo

ll

owing

informati

on wi

ll

enab

le you to

oper

at

e

your

Cess

na

with

in

the

prescribed

we

ig

ht

and

ce

nt

er of gr

avity

lim

itations

. To

fig

ur

e

the

weight

and

balan

ce

for

yo

ur

par

ti

c

ul

ar

airp

l

ane,

ase

the

Sample

Pr

o

b-

le

m,

Loading

Graph,

and

Cente

r

of

Gravity

Moment

Envelope

as

fo

ll

ow

s:

Take

the

li

censed

Empty

Weig

ht

and

Mome

nt

/ 1000

fr

om

the Weig

ht

and Bal

ance

Data

sh

eet,

plus

any c

ha

n

ges

noted on

forms

FAA-33-7,

carr

i

ed

in

your

airp

l

ane,

and

w

rit

e th

em

down in the

pr0per

co

l

umns

.

Using

the

L

oading

Gra

ph

, d

etermi

ne

th

e

moment/1000

of

each

item

to

be

3'-3

ca

rr

ie

d. To

tal

th

e weigh

ts

and

moments

/ 1000

and

use

the C

enter

of

G

rav

ity

M

ome

nt

En

velope

to deter

mine

wh

ether

the

p

oint

fa

ll

s within

the

en

ve

l

ope,

an

d if the l

oa

din

g

is

acce

pt

ab

l

e.

3-4

NOTE

The W

eigh

t and

Ba

lan

ce

D

ata

s

heet

noted

above

is

in-

c

lu

ded

in

the a

ir

cr

aft

fil

e.

The

Loading

Graph

and

Ce

nter of

Gr

avi

ty

Moment

Envelope

shown

in this

sec

ti

on

ar

e al

so

on the

shee

t

titled

Loading/

Cente

r

of Gr

av

it

y

Ch

ar

ts and Weig

hi

ng

Procedure

which is

pr

ovi

ded in

the

a

ir

cr

aft

file

.

SAMPL

E A I

RPLANE

YOUR

AIRPLANE

SAMPLE

LOADING

PROBLEM

Moment

Weight (lb.

-ins.

Weight

(lb.

-Ins.

!.

2.

3.

4.

5.

6.

7.

8.

(lbs.)

/1000)

{lbs.)

/1000)

Licensed

Empty Weight (Sample

Airplane).

1038 34. I

Oil

(6

qts.

- Full oil may

be

assumed

for

all

flights)

II

-0.

1

II

-0.1

Fuel (Standard - 22. 5 gal

at

6 lbs. /gallon).

135

5. 7

Fuel (Long Range - 35 gal.

at

6

tbs./gallon).

Pilot

and

Passenger.

340 13. 3

Baggage -

Ar

ea

J

(o

r children

on

child's

se

al

) 76

4. 9

Baggage -

Arca

2 .

0

0.0

TOTAL WEIGHT

AND

MOMENT

1600

57. 9

Loc

ate

this point (1600

at

57. 9) on the

cente

r

of

gravity

mornenl envelope,

and

since

this point

fall

s wlthln the envelope, the loadtng

is

acceptable.

BAGGAGE

LOAD

I

NG

AND

TIE-DOWN

LOADS

=

120

POUNDS

*TIE

-

DOWN

NET

ATTACH

PO

IN

TS

* A

cargo

tic-down

net

is

provided

to

secure

baggage

in

the

baggage

area.

The

net

attaches

to

six

tie-down

rings.

Two

rings

are

locatCCI

on the floor

just

a!t

of

the

seat

backs

and

one

ring

is

located

two

inches

a

bove

lhe

floor

on

each

cabin

wall

at

the aft

end

of

area

(0

.

Two

additional

rings

are

l

ocaled

al

the

top,

aft

end

of

area

@.

At

least

four

rings

shou

ld

be

used

to

re

st

rain

the

maximum

baggage

load

of

1

200.

Uthe

airplane

is

equipped

with

an

optional

utility

shell,

it

should

be

r

e-

moved

p

ri

or

lo

loading

and

tying down

large

baggage

items.

(Slide

the

tab

of

the

locking

clips

on

each

end

of the

she

ll

to

disengage

the

shell

fr

om

the

aircraft

structu

r e.) Aft

er

baggage

is

loaded

and

secured,

ei

t

her

stow

the

shelf

or,

i1

space

permits,

install

it

ror

storing

small

articles.

3- 5

(.)

I

C1l

Ci)

~

::i

~

::Q

0

.....

i:.l

~

s

400

350

300

250

200

150

1

00

50

0

CODE

-

PIL

OT AN

[)

PASSENG

ER

AND

I-

FUEL

(LO

NG RANGE TAN

KS

)

-

35 G

AL

. MAX. @ 6

#/

C

AL

.

I

---

FUEL (S

TANDARD

TA

N

KS

)

2

2.

5 CAL. MAX. @ 6

#/

CAL.

BAGGA

GE

IN A

RE

A

CD

(OR

--

PASSENGE

R ON CH

IL

D

'S

SE

A

T)

120# MAX.

t--

•

••

•

••••

•

••

BA

GG

AGE TN AREA @ 40# MAX.

35

MAX.

-

30

1

~

.

-

22.

5

MAX

.

20

LOADING

GRAPH

20

10

.,

.

..

-

1 2

3

4

5

6 7 8 9

10

11

12

13

14

15

MOMENT

/

10

00

(

PO

U

ND

-

IN

CH

ES)

I I I I

1600

CENTER

OF

GRAV

ITY

1550

MOM

ENT

ENVELOPE

NORMAL CATEGORY

00

0

1500

UT

ILITY

CATEGORY

z

::>

~

1450

I

~

E-o

::z::

(.'.)

-

1400

~

-

~

E-o

1350

~

<(

ex:

u

el

13

00

<(

0 1250

w

~

8

1200

1150

1100

35 40 45 50

55

60

LOADED

AIRCRAFT

MOMENT / 1000 (POUND-INCHES)

Se

c

tion

If

----~~~~~~~~~~~~

.,,,

.....

__

----~~~~~~~~~~~~~~~~~~~~~~~~~-h'n

......

__

CARE

OF

THE

AI

RPLANE

If

your

airplan

e

is

to

retain

tha

t new-plane

perfo

rman

ce,

s

tami

n

a,

and

dependab

ili

ty,

certain

inspection

and

maintenan

ce

requir

eme

nts

must

be

fo

ll

owed.

It

is

al

ways

wi

se

to follow a p

lanned

sc

hedule of lubr

ication

and

maint

e

nance

based

on the

climatic

and flying

con

dit

i

ons

en

co

unte

r ed

in

your l

oca

li

ty.

K

eep

in

tou

ch

wit

h

your

C

ess

na

dea

ler , and

take

advant

age

of

his

knowledge and

experience

. He knows

your

airplane

and how to

mainta

in

it.

He wi

ll

remind

you when l

ubrications

and o

il

changes

are

n

ece

ssar

y

and

about

other

sea

so

na

l and pe

ri

odic

services.

GROUND

HANDLING

.

The

airplane

is

m

os

t

easily

and

safely

man

eu

ve

r ed by hand with a

tow-

bar

atta

ched to the

nose

whee

l.

NOTE

Wh

e'n

us

i

ng

the t

ow

-

bar,

never

exceed

the

tur

ning

angle of

30

°,

either

side

of c

en

ter

,

or

damag

e to

the

gea

r w

ill

re

sult.

MOORING

YOUR

AIRPLANE.

Proper

tie-down

is the

best

pr

ecaut

ion again

st

dama

ge

to yo

ur

p

ark

ed

ai

r pl

ane

by

gusty

or

strong

winds.

To

tie

down

your

airplane

securely,

procee

d

as

fo

ll

o

ws:

(1)

Set

parking

brake

and

install

contr

ol

wheel

lock.

(2)

Install

a

surface

control

l

oc

k b

et

w

een

each

aile

r

on

and

flap

.

(3)

Tie

sufficiently

strong

rop

es

or

chains

(700 pounds

tensile

st

r ength)

to

wing

and

tail

tie

-down

fittings,

and

secure

each

r ope

4- 1

to

ramp

tie-down.

(4)

In

sta

ll

a

su

rfa

ce

control

l

ock

ove

r

the

fin

a

nd

rudder

.

(5) In

sta

ll

a

pitot

tube

cover.

(6)

Tie

a

rop

e to an

exposed

portion

of

the

engine

mo

unt

and

secure

th

e

opposite

end

to a

ramp

tie-down.

WINDSHIELD-WINDOWS

.

Th

e

plasti

c

windshield

and

windows

should

be

cleaned

with

an

aircraft

windshield

cleaner.

Apply

the

cleaner

sparingly

with

soft

c

loths

,

and

rub

with

moderate

pressure

until

all

dirt,

oil

scum

:ind bug

stains

are

re-

moved.

All

ow the

cleaner

to

dry,

then

wipe

it

off

with

soft

flannel

cloths.

If

a

windshield

cleaner

is

n

ot

available,

the

plastic

can

be

cleaned

with

soft

clo

ths

moistened

with

Stoddard

solvent

to

remove

oil

and

gre

ase.

NOTE

Never

u

se

gasoline,

benzine,

al

co

hol,

acetone,

carbon

tetrachloride,

fire

extinguisher

or

anti-ice

fluid,

lacqu

er

thinner

or

glass

cleaner

to

clean

the

plastic.

These

ma

-

t

er

ials

will

attack

the

plastic

and

may

cause

it

to

craze.

Fo

llow

by

carefully

washing

with

a

mil

d

detergent

and

plenty

of

water.

Rinse

thoroughly,

then

dry

w

ith

a

clean

moist

chamois.

Do

not

ru

b

the

plastic

with a

dry

cloth

since

this

builds

up

an

electrostatic

charge

which

attracts

dust.

Waxin

g with a good

commercial

wax

will

finish

the

clean

-

ing

job.

A thin, even

coat

of wax,

polished

out

by

hand

with

clean

soft

flan-

nel

cloths,

will

fill

in

minor

scratches

and

help

prevent

further

scratching.

Do

not

use

a

canvas

cover

on the

windshield

unless

fr

eezi

ng

rain

or

sleet

is

anticipated

since

the

cover

may

scratch

the

plastic

surface.

PAINT

ED

SUR

FACE

~

The

painted

exterior

surfaces

of

your

new

Cessna

hav,e a

durable,

lon

g

lastin

g

finish

and,

under

normal

condit

i

ons,

require

no

polishing

or

buffing-.

Approximately

l S

days

are

requir

ed

for

the

paint

lo

c

ure

com

-

pletely;

in

most

cases,

the

curing

period

will

have

been

comp

l

eted

prior

to

delivery

of

th

e

airplane.

In

the

event

that

polishing

or

buffing

is

re

-

quir

ed

within

th

e c

urin

g

period,

it

is

re

co

mmend

ed

that

the

work

be

done

4

-2

by

someone

expe

rien

ce

d in handling

uncured

paint.

Any

Cessna

Dealer

can

accomplish

this

work.

Ge

nerally,

the

painted

surfaces

can

be

kept

bright

by

washing

with

water

,

and

mild

soap,

followed by a

rinse

with

water

and

dr

ying

with

cloths

or

a

chamois.

Harsh

or

abrasive

soaps

or

detergents

which

cause

cor

-

r

osion

or

make

scratches

should

never

be

used.

Remove

stubborn

oil

and

grease

with

a

cloth

moistened

with

Stoddard

solvent.

Waxin

g

is

unne

cessary

to

keep

the

painted

surfaces

bright.

However,

if

desired,

the

airplan

e

may

be

waxed

with

a good

automotive

wax. A

heavier

coating

oi

wax

on

the

leading

edges

of

the

wings

and

tail

and

on

th

e

engine

nose

cap

and

propeller

spinner

will

help

reduce

the

abrasion

e

ncount

ered

in

these

areas.

Wh

en

the

airplane

is

parked

outsi

de

in

cold

climates

and

it

is

neces-

sary

to

·

remove

ice

before

fli

g

ht

,

care

shou

ld

be

taken

to

protect

the

paint-

ed

su

rfa

ces

durin

g

ice

rem

ova

l

with

ch

emical

liquids.

A

50-50

solution

of

isopropyl

alcohol

and

wa

t

er

will s

atisfacto

rily

remove

ice

accumulations

without

damaging

the

paint.

A

solution

with mor e

than

50%

alcoho

l

is

harmful

and

should

be

avoided

.

While

applying the·

de-icing

solution,

keep

it

away

from

the

windshield

and

cab

in

side

windows

since

the

alcoho

l

will

att

ack

the

plasti

c and may

cause

it

to

cr

aze.

ALUMINUM

SURFACES.

The

clad

aluminum

sur

fac

es

or

your

Cessna

require

only

minimum

ca

r e

to

k

eep

them

b

ri

ght

and

clean

.

The

airpiane

may

be

washed

with

water

to

remove

dirt;

oil

and

grease

may

be

removed

with i;aso1ine, naphtha,

car-

bon

tetrachloride

or

ot

her

non-alkalin

e

solven

t

s.

Dulled

aluminum

s

ur-

faces

may

be

cle

an

ed

effectively

with

an

aircraft

aluminum. p

olis

h.

After cl

eaning,

and

peri

o

di

c

ally

thereafter

, waxing with a good

auto

-

motive

wax

will

preserve

the

bright

ap

pearance

and reta

rd

corrosion.

R

egula

r waxing

is

especially

recommended

for

airplanes

operated

in

salt

water

areas

as

a

protection

against

corrosion

.

PROPELLER CARE.

Pre

flight

inspection

of

propeller

blades

for

nicks

;,

and

wiping th

em

4-3

oc

casiona

ll

y w

ith

an

oily

cloth

to

clean

off g

ras

s

and

bu

g

stains

will

as

-

·

su

re

long

,

troub

le-

fr

ee

servi

ce

.

It

is

vital

that

small

nicks

on

th

e blade

s,

particularly

ne

ar

the

tips

and on

the

leadin

g

edges

,

ar

e

dr

esse

d out

as

soon

as

possible

sinc

e th

ese

ni

cks

produ

ce

s

tr

ess

co

n

ce

ntrati

ons,

and

if

ig

nored

,

may

result

in

c

racks

.

Never

us

e

an

alkalin

e c

leaner

on

the

blad

e

s;

remove g

rease

and

di

rt

with

c

arb

on te

tra

c

hlorid

e or

Stoddard

solv

e

nt.

INTERIOR

CARE

.

To

remove

dust

and l

oo

se

dirt

from

th

e up

hols

t

er

y,

headlin

er , and

carpe

l, cl

ean

the

incerior

regularly

with

a

vacuum

cle

aner

.

Blot

·

up

any

sp

ill

ed

li

quid

promptly,

with

c

l

~

ansin

g

tis

sue or r

ag

s.

Don't

pat

the

spot;

press

the

blotting

mat

e

rial

firml

y and hold

it

fo

r

sev

-

e

ral

seconds.

Continue bl

otting

until

no

more

li

quid

is

t

aken

up

. Sc

rape

off s

ti

cky

m

ate

rial

s with a dull knife,

then

spot

-cl

ean

the

area

.

Oily

spots

may

be cl

ean

ed with

househ

old,

sp

ot

rem

ove

rs,

used s

par

-

ingl

y.

Before

using

any

so

lve

nt

,

read

the

instru

c

ti

o

ns

on

the

co

ntai

ner

an

d test

it

on

an

obscure

place

on

the fab

ric

to be cle

an

e

d.

Ne

ve

r satu-

rate

the

fab

ri

c with a

vo

l

atile

solvent;

it

may

dam

age

the

paddin

g and b

ac

k-

ing

mat

e

rials.

So

il

ed

upholstery

and

carp

et

may

be

clean

ed with foam -type d

ete

r gent,

used

accordi

ng

to

the

manufactur

e

r's

ins

tr uc

tions.

To

minimiz

e we

ttin

g

the

fab

ri

c,

keep

the

foam

as

dry

as

possible

and r emove

it

with a

va

cuum

cl

eaner.

Th

e

plastic

trim,

instrum

ent

panel

and

co

ntr

ol kno

bs

n

ee

d

onl

y be

wiped off with a

damp

cl

oth.

Oil

and gre

as

e

on

the

co

ntrol

wh

ee

l

an

d

co

n-

trol

kno

bs

can

be

removed

with a

cloth

mo

ist

ened with ker osene. Vola

til

e

so

lve

nts,

such

as

mentioned

in

paragraphs

on

care

of the windshield, mu

st

never

be

used

s

in

ce

they so

ften

and

craz

e

th

e

plasti

c.

INSPECTION

SERVICE

AND

INSPECTION

PERIODS

.

With

your

airp

l

ane

you

will

r

ece

iv

e

an

Owne

r'

s Servi

ce

Po

li

cy. Co

u-

pons

attach

ed to

the

po

li

cy e

ntitl

e

yo

u

to

an

initial

in

s

pe

c

ti

on and the

first

100-h

o

ur

inspection

at

no c

har

ge.

If

y

ou

tak

e de

liv

e

ry

fr

om y

our

De

al

er ,

he

will

perform

the

initial

inspection

be

for

e de

liv

ery of the

ai

r

plan

e to

4-4

you.

If

yo

u

pi

ck up the

airp

l

ane

at the

factory,

plan to

tak

e

it

to yo

ur

De

aler

reas

onably

soon

af

ter

you

take

d

elivery

on

it

.

This

will

pe

rmit

him to

check

it

ove

r and to

make

any

minor

a

dju

stments

that

may

appear

necessary.

Als

o, plan an

inspection

by your De

al

er

at

100

hours

or 180

days,

whi

cheve

r

come

s

first

.

Th

is i

nsp

ec

tion

als

o

is

perfo

r med by

your

De

al

er

for

you

at

no charge. While

th

ese

important

in

spec

ti

ons

will

be

per fo

rm

ed

for

you by any C

ess

na

De

al

er ,

in

most

cases

you

wil

l

pr

ef

er

to

have

the

D

ea

ler

fr

om

whom you

pu

rc

has

ed the

airplan

e

ac

com

plish

this

wo

rk

.

Federal

A

viat

ion R

egulatio

ns r e

quir

e that

all

air

plan

es

have

a pe

riodi

c

(annual)

inspection

as

pr

esc

rib

ed

by

the

administrator

,

and

p

erfo

rmed

by

a per

son

d

esigna

ted by

lhe

adminis

trat

or

. In

additio

n,

100-h

o

ur

periodic

insp

ec

ti

ons

m

ade

by an "

appr

o

pri

atel

y-r

ated

m

ec

han

ic"

ar

e

requir

ed

ii

the a

irpl

ane

is flown

for

hi

r e. T

he

C

ess

na

Aircraft

Co

mpany

r

eco

m-

mends

th

e 100-

hour

p

er

io

dic

in

spection

for

your

airplan

e.

Th

e

procedure

for

t

his

100

-hou

r

in

spec

tion

ha

s

been

careful

ly

worked

o

ut

by

th

e

factory

and

is

followed

by

U1

e

Cessna

D

ea

ler

Or

ganiz

ati

on

.

Th

e

complete

famil-

iari

ty of

the

C

essna

De

aler

Or

ga

ni

za

ti

on

with

Cessna

e

quipm

ent

and

wi

th

factory

-

approved

pr

ocedu

res

provides

llie

highest

t

ype

of

servi

ce

possib

le

at lower

cos

t.

AIRCRAFT

FILE

.

There

arc

mi

scellaneo

us

data

,

inf

o

rmati

on

and

li

ce

n

ses

th

at

ar

e a

p

ar

t of the

airc

raft

fil

e.

Th

e following is a ch

eck

lis

t for th

at

fil

e.

In

a

ddit

io

n, a

periodic

chec

k should be

made

of

the

latest

Fede

ral

Aviation

R

egulat

ions

lo

insure

that

all

data

r e

quir

eme

nts

are

m

et.

A.

To

be

displa

yed

in

the

aircraft

at

all

times

:

(1)

Air

cr

aft

Airw

o

rthine

ss

Ce

rtifi

cate

(Fo

rm

FAA

-13628)

.

(2)

Air

cr

aft

R

egis

tr

a

tion

Certificate

(Form

FAA-500A).

(3)

Air

cr

aft

Radio

Station

L

ice

n

se

(Fo

rm

FCC-

404,

if

transmi

tte

r

i

nstalled).

B.

To

be

carrie

d

in

the

aircraft

at

all

times:

(1) Wei

gh

t

and

Balance,

and

associated

papers

(latest

copy of the

R

epair

and

Alteration

Form,

Fo

rm

FAA-337,

ii

app

licabl

e).

(2)

Aircraft

Equipment

List.

4

-5

C.

To

be

made

available

upon r

equest

:

(1)

Aircraft

Lo

g

Book.

(2)

Engine

L

og

Book.

NOTE

Cessna

r

eco

mmends

that

these

items,

pl

us

the

Owner's

Manual,

"Cessna

Fli

g

ht

Guide'

·

(Flight

Computer

),

and

Service

Po

li

c

ies,

be

carried

in

the

ai

r

craft

at

all

times

.

Most

of

the

items

listed

are

r

eq

uir

ed

by

the

United

Stat

es

Federal

Av

iation

Regulations.

Sinc

e the

regulati

ons

of

other

nations

may

requir

e

othe

r

documents

and

data,

owner s of

exported

aircraft

should

check

with

their

own

aviation

offic

ials

to

determine

their

individual

requirements

.

4-6

LUBRICATION AND SERVICING

PROCEDURES

Specific

servicing

informatio

n

is

pr

ovided

her

e

for

items

r

equiring

daily

attention

. A

Servicing

I

nterva

ls Ch

ec

k L

ist

is

included

to

inform

the

pilot

when

to

have

other

items

checked and

se

r

viced.

DAILY

FUEL

TANK F

ILL

ERS:

Service

after

each

flight with 80/ 87

minimum

grade

fuel. The

capac-

ity

of

each

wing tank is 13

ga

llons

for

standard

fuel

tanks,

19

ga

ll

ons

for

optional long

range

tanks.

FUEL

STRAINER:

Bef

o

re

first

fli

ght

of

the

d

ay

and

after

each

refu

eling, pull

out

fuel

st

r ain

er

dr ain knob

(located

just

inside

cow

l

access

door} f

or

abo

ut

four

seconds,

to cl

ear

fuel

st

r

aine

r of

possible

water

and

sediment.

R

elease

drain

knob,

then

ch

ec

k

that

strainer

drain

is

closed

after

draining.

If

water

is

observed,

th

ere

is

a

possibility

th

at

the

wing

lank

sumps

contain

water

.

Thus

,

the

wing tank

sump

d_!ain

plugs

and

fuel

line

drain

pl

ug

should

be

r

emoved

to

check

for

presence

of

water.

OIL FILLER:

When

pr

e

flight

check

shows

low

oil

l

eve

l,

serv

i

ce

with

av

i

atio

n g

rade

engine

oil; SAE

40

above

40

°F

and

SAE 10W30 or SAE 20 below 40 °

F.

(Multi-viscosity

o

il

with a

rang

e of SAE 10W30

is

rec

omme

nd

ed

for

improved

sta

rtin

g in

co

ld

weather

. ) D

etergent

or

dispersant

oi

1,

con-

forming

to Contin

enta

l

Motors

Specificati

on

MHS-24A,

must

be

used

.

Your C

es

sna

D

ea

l

er

can

supp

ly

approved

brands

of oil.

NOTE

To

promote

faster

ring

seating

and

Im

pr

oved

oil

control,

your

Cessna

was

delivered

fr

om

the

facto

ry with

strai

g

ht

mineral

o

il

(non-detergent).

This

''1.lreak-

in"

oil

shou

ld

be

used

only for

the

first

20

to 30

hours

of

operation,

at

w

hi

ch

time

it

must

be

replaced

with

detergent

o

il.

OIL DIPSTICK:

Ch

ec

k

oi

l l

eve

l

before

each

flig

ht

.

Do

not op

era

te

on

l

ess

than

4

qua

rts

. To

minimize

l

oss

of

o

il

through

br

ea

ther,

fill

to 5

quart

l

eve

l

fo

r

normal

flights

of

l

ess

than

3

hours

. Fo r

extende

d flight,

fill

to 6

quarts.

U

optional

oil

filter

is i

ns

tall

ed,

one

addit

ional

quart

is

re

quired

when

the

filter

el

ement

is

changed.

4-7

SERVICING

INTERVALS

CHECK

LIST

EACH

SO

HOURS

BATTERY

--

Check

and

servi

c

e.

Check

o

ftener

(at

least

eve

ry

30

days)

if

o

peratin

g in hot

weather.

ENGINE

OIL

AND

OIL

FILTER

--

Change

eng

ine

o

il

and

repla

ce

filter

element.

IT

o

ptiona

l o

il

filter

is

not

installed

,

change

o

il

and

clean

screen

every

25

hours.

Change

engine

oil

at

least

every

four

months

even

though

l

ess

than

50

ho

urs

have

been

accumulated.

Reduce

periods

for

prolonged

ope

ration

in

dusty

areas,

cold

climates,

or

when

short

flig

hts

and

l

ong

idle

periods

result

in

sludging

conditions.

NOTE

Aft

er

first

20

to

30 hou

rs

of

engine

o

perati

on,

an

initial

oil

c

han

ge

should

be

made

to

rem

ove

''break-in"

o

il

and

change

the

filt

er,

if

installed.

CARBURETOR

Am

FI

LTER

--

Clean

or

r e

place.

Under

extremely

dusty

conditions,

daily

maintenance

of the

filter

is

recommended

.

NOSE

GEAR

TORQUE LINKS

--

Lubrica

te.

When

ope

ratin

g

under

dusty

cond

iti

ons,

mo

re

frequent

lubrication

is r

ecom

mended

.

EACH

100

HOURS

BRAKE

MASTER

CYLINDERS - -

Check

and

fill.

SHIMMY

DAMPENER

--

Check

and

fill.

FUEL

STRAINER

--

Disassemble

and

clean.

FUEL

TANK SUMP DRAINS

--

Drain

water

and

sediment.

FUEL

LINE

DRAIN

PLUG

--

Drain

water

and

sediment.

SUCTION

RELIEF

VALVE

INLET

FILTER

(OPT)

--

Clean.

Repla

ce

at

en

g

ine

overhaul

p

eriod

.

SPARK

PLUGS

- -

Clean,

test

and

rega

p.

EACH

500

HOURS

VACUUM

SYSTEM

AIB F

ILT

ER (

OPT)

- -

Replace

filter

element.

Re-

place

soo

n

er

if

suction

gage

reading

dr

ops

to

4.

6 in. Hg.

WHEEL

BEARINGS --

Lu

br

i

cate

at

fir

st

100

hours

and

at

500

hours

there-

after.

Reduc

e-

lubri

ca

tion

interval

to

100 ho

urs

when

ope

ratin

g in

dusty

or

seacoast

areas,

durin

g

periods

of

extensive

taxiing,

or

when

numerous

take

-

offs

and

landings

are

made.

AS

REQUIRED

NOSE GEAR SHOCK

STRUT

--

Keep

filled

with

fluid

and

inflated

to

20

psi.

Do n

ot

over

-infla

te

.

4-8

OWNER

FOLLOW-UP

SYSTEM

.......

Your

Cessna

Dealer

has

an

owner

follow-up

system

to

notify you

when

he

receives

information

that

applies

to your

Cessna

.

ln

addi-

tion,

if

you wish, you

may

choose

to

re

ceive

similar

notification

dire

ctly

fr

om

the

Cessna

Service

Department.

A

subsc

ripti

on

ca

rd

is

su

pplied in

your

a

ir

c

raft

file

for

your

use,

should

you

ch

o

ose

lo

requ

est

this

service.

Yo

ur

Cessna

Dealer

wlll

be

glad

to

supply

you with

details

concerning

these

follow-up

programs,

and

stands

ready

through

his

Service

Department

to supply you with

fast,

efficient

, low

cost

service.

PUBLICATIONS

Vari

ous

publications

and flight oper

ation

aids

a

re

fu

r

nished

in

the

ai

r-

craft

when

delivered

from

the

factory

.

These

items

are

listed

be

low.

• OWNER

'S

MANUALS FOR

YOUR

ArRC

RAFT

ELECTRONICS

• CESSNA

FL

IGHT GUIDE

(F

LIGHT COMPUTER)

• SALES

AND

SERVICE DEALER DIRECTORY

•

DO

'S

AND

DON'TS ENGINE BOOKLET

The

. following

additional

publications,

plus

many

other

supplies

that

are

applicable

to

your

aircraft,

are

avai

lab

le

from

your

Cessna

D

eale

r.

• SERVICE MANUALS

AND

PARTS CATALOGS FOR

YOUR

AIRCRAFT

ENGINE

AND

ACCESSORIES

ELECTRONICS

Y

our

Cessna

Dealer

has

a

current

catalog

of

all

available

Customer

Services

Supplies, many of which he k

eeps

on hand.

lf

supplies

are

n

ot

in

stock,

your

Cessna

Dealer

will

be

happy to o

rd

er

for

you.

4-

9

Section

/I

:::~::::::::::::::::::::::::=-~·"'-·-·-·~·-~--=-~~~~~~~~

.t?'

........ _

OPERATIONAL

DA

TA

The

ope

rational

d

ata

shown on the following

pages

are

compiled

from

actual

t

ests

with the

airp

lane and

engine

in

goo

d

condit

ion,

and

usi

ng

aver

age

piloting

technique

and be

st

power

mixture.

You

will

find

this

dat

a a

valuable

aid

when

plannin

g your flig

ht

s .

To r

ea

li

ze

the

maximum

usefu

lne

ss

fr

om

your

Cessna,

you shou

ld

tak

e

advant

ag

e of

it

s

hi

gh

cruising

speeds

. However ,

if

ran

ge

is

of

pri-

mary

imp

or

tan

ce,

it

may

pay

you to fly

at

a l

ow

cru

is ing RPM, ther

eby

i

ncreasing

your

r ange and a

ll

ow

ing you

to

make

the

trip

non-

stop

with

ample

fuel

res

er

ve

.

The

cruise

performance

table

(figure

5-4)

should

be

u

se

d to

so

lve flig

ht

planning

pr

obl

ems

of

this

nature.

In the

table

(fig

ur

e 5-4),

ran

ge

and e

ndur

ance

are

give

n for

lean

mix-

ture

from

2500 f

ee

t to 12, 500

feet.

All fig

ur

es

are

based

on

zero

wind,

22. 5 and 35.

0

ga

ll

ons of fuel

for

c

ruise,

Mc

Cauley

1A101/ DCM6948

pr

ope

ll

er,

1600 pounds gr

oss

weight, and st

andard

atmospheric

con

dili

on

s.

Mixtur

e

is

l

ea

ned to

maximum

RPM.

Allow

ances

for

fu

el

reserve,

head-

winds,

lak

e-

offs

and

c

limb,

and

variat

io

ns

in

mixture

l

eaning

technique

should

be

ma

de

as

no

allowances

are

shown on

the

cha

rt.

O

the

r

indetermi

-

nate

variables

suc

h

as

ca

rb

uretor

metering

ch

aracteris

ti

cs,

eng

ine

an

d

pr

ope

ll

er

con

dition

s,

and

turbu

len

ce

of

the

atmosp

he

re

may

accoun

t for

vari

a

ti

ons of

10

%

or

m

ore

in

maximum

ran

ge

.

Reme

mb

er

that

the c

hart

s

conta

i.ned

herein

are

based

on

standard

day

conditi

ons .

For

mor

e

pr

ec

i

se

power,

fuel

consumption,

and

endu

ran

ce

in-

formation,

co

n

su

lt

the

Cessna

Fli

g

ht

Guide

(Power

Computer)

supplied

with

your

aircraft.

With the

Fli

ght Guid

e,

you

can

eas

ily

take into

acco

unt

temp

erature

variat

ions

from

standard

at

any

flight

alt

itude.

5

-1

AIRSPEED

CORRECTION

TABLE

{Flaps

Up}

IAS

40

so

60

70

80

90

100

110

120

130

140

CAS

Sl

S7

6S

73

82

91

100

109

118

127

136

{Flaps

Down)

IAS

40

so

60

70

80

90

100

CAS

49

SS

63

72

81

89

98

Fi

g

ure

5-1.

I =

Power

Off

=

STALLING

SPEEDS

MPH

=C

AS

I

[

Gross

Weig~

I

ANGLE

OF

BANK

I

1

--¥

I

~·

I A

u·

I

1600

lbs.

:.;-

!CONDITION

I

Do

20°

Flaps

.......

55

57

63

78

UP

Flaps

~

49

51

56

70

20

°

Flaps

/

48

49

54

67

40

°

Fi

gu

re

5

-2.

5-2

01

I

w

-

TAK

E

-O

F F

DISTANCE

FLAPS

RETRACTED

HARO SURFACE RUNWAY

GROSS

!AS

HEAD

AT

SEA

LEVEL

& 59° F. AT

2SOO

FT.

&

so

•

r.

AT

SOOO

FT.

&

41°

F.

AT

7500

FT.

&

32

°

F.

WT. 50

FT

.

WINO

I

TOTAL

I

TOTAL

I T

OTAL

LllS.

MPH KNOTS

GROUND TO

CLEAR

GROUND

TO

CLEAR

GROUND I

TO

CLEAR

GROUND

TO

CL

EAR

RUN

SO

F

T.OBS

RUN

50

FT.

OBS

RUN

SO

FT.OBS

R

UN

SO

FT.

OBS

0

735

I

1385

910

I

1

660

I

llS

I

1985

1360

I

2440

1600

64

10

soo

103S

630

1250

780

lS

lO

970

l87S

20 305

730

39S

890

sos

1090 6

40

137S

NOTES:

I.

I

ncrease

the

distances

l

0%for

each

35°F.

increase

In

temperature

above

standard

for

the

par

ticular

altitude.

2.

For

operatio

n

on

a

dry,

gr

a

ss

runway,

Increase

distances

(both

"grou

nd

run"

and

"to

tal

lo

clear

SO

f

t.

ob

stac

le

")

by 7% or

the

"tobl

to cl

ear

SO

ft.

obstacle"

figu

re.

-

MAXIMUM

RATE-OF-CLIMB

DATA

GROSS

AT

SEA

LEVEL

&

S9

°

F.

AT5000FT.

& 41 °

F.

AT

10000

FT.

& 23 °

f.

WEI

GHT

IAS.MPI!

I

RATE

or

.I

FUEL

!AS,

MPH

I

RATE

or.

I

FUEL

IA

S,

MPH r

ATE

or.

I

FUEL

LBS.

CLIMB

USED,

CL

IMB USED

CLIMB

¥ff~~

FT.

/ MIN.

GAL.

FT.

/ MIN.

s.

[~

g~

L

.

FT

./

MI

N.

S.L

..

GAL.

1600

73

I

670

I

0.

6

69

I

440

I

I.

6

65

I

220

I

3.0

NOTES:

I.

F1aps

retracted,

lull

thr

ot

tle,

mixture

leaned

to

smooth

operation

a

bove

5000

ft.

2.

Fuel

used

Includes

warm-up

and

take

-

off

al101<oances.

3.

For

hot

weather,

decrease

rate

ol

climb

15 rt. /

min.

!

or

each

I

O"F

above

standard

day

temperature

for

particular

altitude.

-

LANDING

DISTANCE

FLAP

S LOWERED

TO

40° - POWER

OFF

HARD

SURFACE

RUNWAY -

ZER

O WINO

AT

SEA

LEVEL

&

S9°

F.

AT 2500

FT.

&

so

•

F.

AT

SOOO

FT

. &

41

°

F.

AT

7SOO

FT.

& 32°

F.

GROSS

APPROA

CH

I

TO

T

AL

I

TOTAL

I

TOTAL

I

TOTA

L

WEI

GH

T

SPEED,

GROUND

TO

CLEAR

GROUND

TO

CLEAR

GROUND

TO

CLEAR

GROUND

TO

C

LEAR

LBS. lAS, MPH

ROLL

SO

FT.OBS

R

OLL

50

FT.OBS

ROLL

50

FT.

OBS

ROLL

50

FT.OBS

1600

58

4

4S

I

t

0'15

4

70

l

11

35

4

95

I

l 19S

520

I

l25S

NOTES:

I.

Decreas

e

the

distan

ces

sho

wn by 10%

for

ea

ch

4 kno

ts

of

headwind.

2.

Increa

se

lhe

distance

by

IO

% Cor

each

60°F.

temperatu

re

Increase

above

standard.

3.

F

or

operation

on a

dry,

grassy

r unway, I

nc

r

ease-distances

(both

"grou

nd

roll"

and

·~otal

to

clear

50

rt.

obstac

le

")

by 20%oC

th

e

"total

to

clea

r

50

rt.

obstac

l

e"

figure.

Fi

g

ur

e

5-3.

I- CRUISE

PERFORMANCE -

WITH

LEAN

M I

XTURE

END. HOURS

HANGt:, MJLE!l

ALTITUDE

RPM

%BH P

TAS

M

PH

GA

L/ H

R.

S

TANDARD

LO

l"

G

RANGE

S

TAl"DARD

LOl"ORA

l"GI

22.

5

GAL.

35

GA L.

22.

5

GAL

.

35

GAL.

2500

2750

92

121

7.

0

3.

2

5.

0

390

605

270

0 87

ll

9

6.

6

3.

4

5.

3

410 635

2600

77

114

5.

8

3.

9

6.

l 445

690

2500

68

108

5.

1

4.

4 6. 9 475

740

24

00

60

10

3 4. 6

4.

9

7, 7

505

790

2300

53

96

4

.1

5. 5

8.

6 535

830

22

00

46

89

3.

6

6.

2

9.

7

550

860

21

00

40

79

3.

2

7.0

1

0.9

555

865

5000

2750

85

121

6. 4

3.

5 5. 5

425

660

2700

80

ll

8 6. 0

3.

8 5. 8 445

690

260

0

71

l 13

5. 3

4.

2

6. 6 475

740

2500

63 107

4.8

4, 7 7. 4

505

790

2400

56

101

4. 3

5.

3

8.

2

530

830

23

00

49

93

3.

8

5. 9

9.

2

550

86

0

2200

43

84

3.

4

6. 6

1

0.3

560

870

2100

37

71

3.0

7. 5

l

l.

7

5

40

835

7500

2700

74 117

5.5

4. 1

6.3

4

80

745

2600

66

111

4.

9

4.

6

7.

1

505

790

2500

58

1

05

4.4

5. 1 7. 9 535

830

24

00

52

98

4.0

5. 7

8.8

555

860

2300

45

89

3.

6

6.

3

9.8

560

875

2200 40 77

3.

2 7. 1 11. I

550

850

10

,000

2700

68

ll

6

5.1

4.

4 6. 8 510

790

2

600

61

109

4. 6

4.

9

7.

6

535

83

0

2500

54 102 4. l

5.

4

8.5

555

865

2400

48

93

3. 7

6.1

9.

4

565

880

2300

42

82

3.

3

6. 8

10.

6 555

860

1

2,

500

2

650

60

l!

O

4

.5

5.

0

7. 8

550

855

2600

56

1

06

4

.3

5.

3

8.

2

555

865

2500

50

97

3.

9

5.

8 9. I

565

880

2400

44

86

3. 5

6. 5

10. l

560

870

NOT

E

S:

1.

Ma

xi

mum c

rui

se ts nor

mally

Umited to

75';1,

power.

2.

tn

the a

bove

ca

lculatl

ons

of endura

nce

in

hours

and range in

miles,

no

all

o...ances were made

for take - oU or re

se

r

ve.

Figure

5-

4.

5-4

~

w

.....

z

~

ai::

w

~

w

>

0

Ill

~

:z:

C>

w

J:

MAXIMUM

GLIDE

•SPEED

65

MPH

(IAS)

•PROPELLER

WINDMILLING

•FLAPS

UP

•ZERO

WIND

12,

000

10,

000

8000

6000

4000

2000

5 10 15

20

GROUND

DISTANCE

(STATUTE

MILES)

Figur

e 5

-5.

5-5

Section

fl

OPTIONAL

SYSTEMS

This

section

contains

a

descr

iption,

ope

r

ating

pr

oce

dw·

es,

and pe

r-

formance

data

(when

app

li

cab

l

e)

for

some

of the

optiona

l

equipment

which

may be

installed

in your

Cessna

.

Owner's

M

anua

l

Supplements

are

pro-

vided to

cover

operation

of

other

optional

equipment

systems

when

in-

stalled

in

your

airplane.

Contact

your

Cess

na De

al

er

for

a

comp

l

ete

li

st of

ava

il

ab

le

opt

ional

equipment.

LONG RANGE

FUEL

TANKS

Special

w

in

gs

with long

range

fuel

tanks

are

ava

il

ab

le

to

r

ep

l

ace

the

standard

win

gs

and

fuel

tanks

for

greate

r

endurance

and

ran

ge

.

Each

tank

has

a

tota

l

capacity

of 19

ga

ll

o

ns.

Usab

le

fu

el in

eac

h long

ra

n

ge

tank, f

or

all

fli

g

ht

co

nditi

o

ns

,

is

17. 5 ga

ll

ons .

COLD

WEATHER

EQUIPMENT

WINTERIZATION

KIT.

For

continuous

operatio

n in t

empe

rature

s

consis

tently

below

20°F

,

the

Cessna

winterization

kit

sho

uld

be

insta

ll

ed

to

impr

ove engine

opera-

tion. The

kit

co

n

sists

of a

shie

ld to p

artia

ll

y

co

ver

the

cowl

nose

ca

p

opening, the

addition

of

heat

ducting

from

the

right

exhaust

manifold

for

additiona

l

cabin

hea

t, a

carburetor

airbox

h

eat

ou

tl

et

ca

p,

and

in

su

l

ation

for

the en

gine

cr

ankcase

breather

line.

Once

in

sta

lled, the

crankcase

breather

insulation

is

ap

pr

oved

for

permanent

use

in both

co

ld

and

hot

weather.

6-1

GROUND

SERVICE PLUG

RECEPTACLE.

A ground

service

plug

receptac

le

may

be

installed

lo pe

rmit

the

use

of an

exte

rnal

power

sou

r

ce

for

co

ld

w

eathe

r sta

rtin

g and

duri

ng l

eng

thy

maintenance

wo

rk

on

the

el

ec

tri

ca

l and

elect

r

on

ic

equipment.

Ju

st

before

connect

ing

an

e

xt

ernal

power

source

(generator

type or

batt

ery

cart),

the

maste

r

switch

shou

ld

be

turned

"

ON

. "

This

is

es

p

ec

i-

ally

i

mportant

since

it

will

enab

le

the

batte

r y to

absorb

transi

ent

vo

lt

ages

which ot!,er

wise

mi

g

ht

dama

ge

the

transistor

s in

the

elec

t

ron

ic

equipment.

The

battery

and ex

terna

l

power

c

ir

cuits have

been

designed

to

com

-

pl

ete

ly

eliminate

the

need

to

"jumpe

r

··

across

the b

at

tery

contacto

r to

close

it

for

cha

rging a

completely

"d

ead"

battery

. A

specia

l

fused

c

ir-

cuit in the e

xt

erna

l

power

sys

t

em

s

upplies

the

needed

'"jumpe

r"

ac

r

oss

the

co

nta

cts

so

that

with a "d

ead"

batte

r y and an e

xt

ernal

power

sou

rce

applied

,

turning

the

master

switch

"

ON

" will

close

the

battery

co

nla

cto

r.

FUEL

TANK

QUICK-DRAIN

VALVE

KIT

Two

fu

el

tank

qu

ick

-

drain

va

lv

es

an

d a fuel

sampler

cup

are

ava

il

ab

le

as a kil

to

facilitate

daily

draining

and

i

nspec

ti

on of fuel in

th

e

main

tanks

for

the

presence

of

water

and

se

diment.

The

va

l

ves

r

ep

la

ce

exis

ting fuel

lank

drain

plugs

l

ocate

d

at

the

lower

inboard

area

of the wing.

The

fuel

samp

ler cup, which may be

slowed

in the

map

compar

t

ment,

is

used

lo

drain

the

val

ves.

The

sampler

cup

has

a

pr

obe

in

the

ce

n

te

r of the cup.

Wh

en t

he

pr obe is in

se

rt

ed

into t

he

hole in lhe bottom of lhe

drain

valve

and

pushed

upward,

fuel flows into the cup lo

facilitate

visual

in

spection

of the fuel. As the

cup

is

removed,

the

drain

valve

seals

.

stopp

ing the

flow of fuel.

6

-2

RADIO

TRANSMITTER

SELECTOR

SWITCH

Oper

at

ion of the

radio

equipme

nt

is

normal

as

cove

r ed in the r

espec

-

tive

radio

manuals.

When the

aircraf

t

is

equ

ip

ped

wit

h

more

than

one

radio

havin

g

transmitte

r

ca

p

abilities,

a

transmitt

er

selector

switc

h

is

installed

to

switch

the

microphone

to the

radi

o unit the

pil

ot

desires

to

use

for

transmission.

Th

e

switch

is

l

ocated

in the

upper

cente

r

portion

of the

instrument

panel and

is

l

abele

d "TRANS, 1 and

2."

Placin

g the

switch

in

the

upp

er

p

osition,

labeled

"1

,"

switches

the

microphone

to

the

upper

transmitter;.

the

lower

p

os

ition,

la

beled

"2,"

sw

it

c

hes

the

micro-

phone to t

he

l

ower

transmitter.

TRUE

AIRSPEED

INDICATOR

A

tru

e

airspeed

indicator is

ava

ilab

le to r

ep

l

ace

the

standard

a

ir

spee

d

indi

ca

tor in yo

ur

airplan

e.

The

true

airspeed

indi

ca

tor

ha

s a

cali

br

ate

d

r

otatable

ring

which

works

in conjun

ction

with

the

airspee

d in

dicator

dia

l

in

a

manner

similar

to the ope

ration

of

a flight

compute

r .

TO

OB>TAIN

TR

UE AIRSPEED, r

otate

r

ing

until

pressur

e

altitude

is

aligned

with

outs

i

de

air

tempe

r

ature

in

degrees

Fahrenheit.

Th

en

re

ad

tru

e

airspeed

on r

otata

ble

rin

g

opposite

airspeed

needle.

N

OTE

Pr

ess

ure

altitud

e

should

not be conf

us

ed

wi

th

indicated

a

lti

tude.

To

obtain

pressure

altitud

e,

set

barometric

sca

le

on

altimeter

to

"29.

92"

and

read

pressure

altitude

on

altimeter

.

Be

sure

to

return

altimeter

barometric

sca

le to

original

barometric

setting

after

pressure

alti-

tude

has

been

obtained.

6-3

WING

LEVELER

A

wing

l

evele

r

may

be

installed

to

augm

e

nt

the

lat

e

ral

and

dir

ect

ional

s

tability

of

the

airplan

e.

The

syst

em u

ses

th

e

Turn

Coordinator

for r o

ll

and

yaw

se

ns

ing.

V

ac

uum

pressure,

from

the

engi

ne

-driv

en

vacuum

pump,

is

ro

ut

ed

fr

om

the

Turn

Coordinator

to

cy

lind

er-piston

servo

units

attached

to

the

a

il

e

ron

and

rudd

er

contro

l

systems.

As

the

a

irplan

e d

e-

viates

from

a

wing

level

attitude

or

a

given

dir

ec

ti

on,

vacuum

pressu

r e

in

the

se

rv

o

units

is

increased

or

r

elieved

as

needed

to

actuate

the

ailerons

an

d r

ud

der

to

oppose

th

e

deviations.

The

rudder

action

effec

tively

cor-

rects

adverse

yaw

induced

by

th

e

ailero

n

s.

A

separate

ly

mounted

pus

h-pull

control

knob,

lab

eled ''WING

LVLR,"

is

provid

ed

at

the

l

ower

ce

nt

er of

the

instrum

e

nt

pan

el

to

turn

the

system

on

and

off. A

''ROLL

TRIM

" c

ontro

l

knob

on the

Turn

Coordinator

is

u

se

d

for

manual

roll

trim

co

ntr

ol

to

compensate

f

or

asymmet

r

ical

l

oa

d-

ing

of

fu

el

and

pass

enge

r

s,

and

to

optimize

sys

t

em

performance

in

c

lim

b,

cr

uis

e

and

l

et-down.

OPERATING

CHECK

LIST

TAKE-OFF.

(1) ''WING

LVLR"

Contro

l Knob

--

Che

ck in off p

os

ition

(full

in).

CLIMB.

(1) Adju

st

el

evator

trim

for

climb.

(2) ''WING

LVLR"

Control

Knob

--

Pull

contro

l

knob

"ON".

(3)

"ROLL

TRIM"

Control

Knob

--

Adju

st

for

wi

n

gs

l

eve

l

attit

ud

e.

CRUISE

.

6-

4

(1) Adjust power

and

ele

vator

trim

for

le

vel

flight.

(2)

"ROLL

TRIM"

Co

ntr

ol Knob

--

Adjus t

as

d

es

ir

e

d.

DESCENT.

(1)

Adjust

power

and

el

evator

trim

for

desired

speed

and

rate

of

des

cent.

(2)

"ROLL

TRIM"

Co

n

trol

'!(nob - -

Adjust

as

d

es

ired.

LANDING

.

(1)

Befo

re

landing,

pus

h "WING

LVLR"

control

knob

full

in

to

lhe

oH

position.

EMERGENCY

PROCEDURES

If

a

malfunclion

sho

uld

occur,

the

system

is

easily

overpowered

with

pressure

on

th

e

co

ntrol

wh

ee

l.

The

system

should

then

be

turned

off.

In

the

event

of

part

i

al

or

comp

lete

vacuum

failure,

the

wing

l

eve

l

er

will

auto-

matica

ll

y

become

inoperati

v

e.

However,

the

Turn

Coordinator

used

with

the

wing

l

eve

ler

sy

ste

m

will

not

be

affected

by

loss

of

vacuum

since

it

is

d

es

ig

ned

wilh a "

back

-

up"

system

enabling

it

to

operate

from

e

ith

er

vac-

uum or el

ec

trical

power

in

the

eve

nt of

failure

of

one

of

these

sources.

OPERATING

NOTES

(1)

The

wing

le

veler

sy

stem

may

be

overpowered

at

any

time

without

damage

or

wear

.

However,

for e

xtended

periods

of

maneuvering

it

may

be

desirabl

e

to

turn

the

system

oU.

(2)

It

is

recommended

that

the

system

not

be

engaged

during

take-oil

and

landin

g.

Althou

gh

the

sys

t

em

can

be

easi

ly

overpowered,

servo

forces

could

significantly

alter

the

manual

"f

ee

l"

of

the

aileron

control,

especially

shou

ld a

malfunction

occur.

6-5

ALPHABETICAL

INDEX

A

After

Landing, 1-3

Air

and

H

eat

Contro

ls, Ca

bin,

1-

4

Air

F

ilter,

Carburetor,

4-8

Air

F

ilter,

Va

cuum

System,

4-8

Aircrail

R

eg

i

stration

Number,

1-4

Airpl

an

e,

before

ente

rin

g, 1-1

fil

e,

4-5

ground h

an

dlin

g,

4-

1

mooring,

4-1

secure,

1-3

Airspe

ed

Cor

r

ec

ti

on

Table,

5-2

Ai

r

speed

I

ndicator,

1-4,

6-3

ma

rk

in

gs,

3-2

Airsp

eed

Li

mitations,

3-2

Alternat

o

r,

2-4

Al

ternat

or

Circuit

Breaker,

1-4

Alt

erna

tor

Field

Ci

rc

uit

Breaker,

2-4

Altim

et

er,

1-4

Aluminum

Su

rfaces,

4-3

Ammeter,

1-4

,

2-

3,

2-4

Autho

ri

ze

d Ope

rati

on

s,

3- 1

B

Bag

gage,

Capa

city,

inside

cove

r

B

aggage

L

oad

ing/

Ti

e

-D

ow

n,

3-5

B

attery,

2-4,

4-

8

Battery

Co

nt

acto

r ,

2-4

Bea

con,

Fl

as

hin

g,

2-5

Be

arin

g,

Ind

icator,

1-4

Befor

e

Entering

the

Airplane

,

1-1

Befo

re La

ndi

ng, 1

-3

Before

Startin

g the

Engine,

1-

1

B

efo

re

Tak

e-Off, 1

-2,

2-8

magneto

ch

ec

k,

2-8

warm-up

,

2-8

Brak

e M

as

ter

Cylind

er s,

4-8

Brak

e

System,

Pa

rkin

g,

2-5

c

Cabin

Air

and H

eat

Cont

rols,

1-

4

Cabin

H

eating

and Ve

ntil

a

tin

g

System,

2-5

Capa

city,

baggage,

in

side

cove

r

fuel,

inside

covers

oil,

in

s

id

e

cove

r s

Carburet

o

r,

2-2

air

filt

e

r,

4-7

heat

con

trol kn

obs

, 1-4

Care,

exte

ri

o

r,

4-2

,

4-3

interior,

4-4

pr

ope

ll

e

r,

4-3

Cen

te

r of Grav

it

y

Moment

Enve

lop

e,

3-7

Ch

ec

k

Li

st,

Se

rvi

cing

In

te

rv

als,

4-8

C

iga

r Lighter,

1-4

,

2-4

Climb,

1

-2,

2-9

c

limb

da

ta,

2-9

c

limb

sp

eeds,

2-

10

go-a

roun

d

climb

,

2-

10

max

imum

performance,

1-3

maximum

rate

-

of-climb

data,

5-3

n

orma

l, 1-2

Cl

oc

k,

1-4

,

2-4

Cold

W

ea

ther

Equipment,

6-

1

wint

e

rizati

on

kit

,

6-

1

Index- 1

Cold.

Wea

ther O

pe

r a

ti

on,

2-

12

Co

nt

rol Wh

ee

l Map Light, 2-4

Co

rr

ec

ti

on Tabl

e,

Air

sp

ee

d, 5

-2

Cross

wind

Landin

gs

,

2-

12

Cr

ossw

ind

T

ak

e-Off

s,

2-9

Cruis

e Perfor

man

c

e,

Optimum,

2-10

Cr

uise

Pe

rf

o

rmance

T

ab

le, 5-4

Cr

uis

in

g, 1-3,

2-10

D

Di

agra

m,

b

aggage

, l

oa

ding/

ti

e

-d

own,

3-4

el

ec

trical,

2-

4

ext

e

ri

or

insp

ec

tion, iv

fu

el , 2-2

max

im

um

g

lid

e,

5-5

pri

nc

ip

al di

men

sion

s,

ii

t

ax

iin

g, 2-6

Dim

ens ion

s,

Prin

ci

pa

l, ii

Dips

ti

ck,

Oil

, 4

-7

Dir

ec

ti

onal Gyr o, 1-4

Distan

ce

Table,

landin

g, 5-3

tak

e-off,

5-3

E

El

ect

r i

ca

l S

ys

te

m,

2-3

alte

rn

ato

r,

2-4

a

mm

ete

r , 1-4, 2

-3,

2-4

b

at

te ry, 2-4,

4-

8

bat

te

ry

co

nt

acto

r,

2-4

ci

ga

r lig

ht

e

r,

1-4, 2-4

cl

oc

k, 1

-4,

2-4

fl

as

hin

g b

eaco

n,

2-

5

f

uses

and c

ir

c

uit

bre

ak

er

s,

2-3, 2-4

igni

ti

on s

wit

ch, 1-4, 2-4

Inde

x-2

m

ag

net

os

, 2 -4

m

as

ter

swi

tc

h,

1-

4,

2-4

r

eg

ul

ato

r , 2-4

sc

h

ema

ti

c,

2-4

st

ar

te

r, 2-4

star

ter

s

wit

ch,

1-

4, 2

-4

swit

ch

es

,

1-

4

El

evato

r

Tr

im Con

tr

ol Wh

ee

l,

1-

4

Em

pty Weight, i

nside

cove

r

En

gin

e,

ins

id

e cover

bef

ore s

tar

ting,

1

-1

in

st

ru

me

nt

m

arki

ngs , 3-3

oil and o

il

filt

er , 4-8

oil di

pst

ick, 4-7

o

il

fill

er , 4 -7

oper

at

ion

li

mit

at

io

ns,

3-3

pr

im

e

r,

1-

4, 2-2

start

ing, 1-1, 2

-7

Equ

ip

me

nt

, Co

ld

W

eat

her , 6-1

Exter

ior Car

e,

4-2, 4- 3

Exte

ri

or I

nspec

ti

on Diagr

am

,

iv

F

Fil

e, Air cr

aft

, 4-5

F

ille

r, Oil, 4

-7

Filt

er ,

Ca

rbur

etor Air , 4-8

Filt

er , Oil, 4-8

Fl

ap

S

ett

in

gs,

2-9

Fl

as

hing B

eaco

n, 2-5

Fli

ght Ho

ur

R

eco

rder , 2

-4

Fuel S

ystem,

2-1

ca

p

ac

it

y, ins

id

e

cov

er s

ca

rbur etor , 2-2

fuel I ine

dr

ain plug, 4-8

fuel t

anks,

2- 2

fuel

ta

nk fille

rs

,

4-

7

fuel

ta

nk

qui

ck-drain valve

kit,

6-2

fuel tank sump

dr

ains,

4-8

long r ange fuel ta

nks,

6-1

mixture

cont

r

ol

knob,

1-4

, 2

-2

prim

e

r,

1-4

,

2-2

quantity

data,

2-1

quant

ity

indi

ca

t

ors,

1-4

,

3-3

schemati

c,

2-2

shut

-off

valve,

2-2

strainer,

2-1,

2-2,

4-7,

4-8

straine

r

drain

knob, 2-1

Fuses

and

Circuit

Breakers,

1-4

,

2-3,

2-4

G

Go-Around

Climb,

2-10

Gross

W

eight,

inside

cover,

3-1

Ground

H

andling,

4-1

Ground

Service

Plu

g R

eceptacle,

2-

4,

6-2

Gyro,

D

irectional,

1-

4

Gyro

H

orizon

,

1-4

H

and

lin

g

Airplane

on

Ground,

4-

1

H

eating

and

Ve

ntilatin

g

System,

Cabin,

2-5

Hydrauli

c

Fluid,

insid

e

back

cover

I

gnitio

n

-Starter

Swit

ch,

1-4, 2-4

Ignition Switch,

1-

4, 2-4

Ind

icator,

airspeed,

1-

4, 6-3

vertical

speed,

1-4

Indi

ca

tor

s,

Fuel

Quantity

,

1-4

,

3-3

Insp

ect

i

on

Di

ag

r am,

Exterior,

iv

Inspection

Service

and

Inspe

ction

Periods

,

4-4

In

st

rum

ent

Markings,

Engine,

3-3

Int

erior

Care,

4 -4

L

Landing,

inside

cove

r,

2-11

alter,

1-

3

before,

1-

3

crosswind,

2-12

distance

table,

5-3

norma

l,

1-

3

sho

rt

fi

e

ld

,

2-11

Lim

itatio

n

s,

ai

rspeed

,

3-2

engine

ope

ration,

3-3

Loadin

g,

Po

wer,

ins

i

de

cove

r

Loadin

g

Graph,

3-6

Loading

Pr

oblem,

Sampl

e,

3-5

Long

Range

Fuel

Tanks,

6-

1

Lubrication

and

Se

rvicin

g

Procedures,

4

-7

M

Magn

e

tos,

2-4

Maneuvers

-

Utility

Cate

go

ry,

3-1

Map

Compartment,

1-4

Marker

Be

acon

L

ights,

1

-4

Markin

gs,

In

strument,

3

-3

Master

Cy

li

nders,

Brake

,

4-8

Master

Switch, 1

-4,

2-4

Maximum

Glide,

5-5

Maximum

Performanc

e

Climb,

1-3

Maximum

P

erfo

rmance

Take

-Off,

1

-2

Maximum

Rate-of-Climb

D

ata,

5

-3

Microphone,

1-

4

Mixture

C

ontro

l Knob,

1-4

,

2:2

Moment

Envel

ope,

Center

of

Gravity,

3-7

Mooring

Your

Airplane,

4-1

N

Normal

Climb,

1-2

I

ndex

- 3

Normal

Landing

,

1-

3

Normal

Take

-O

ff, 1

-2

Nose

Gear

Shock

Strut

,

4-

8

Nose

Gear

Torque

Links

,

4-8

0

Oil

S

ystem,

capaci

ty,

in

s

id

e

cove

rs

dipstick,

4-7

engine

o

il

, 4-

8,

ins

ide

ba

ck

cove

r

fill

e

r,

4-7

filt

er , 4-8

t

em

p

erat

ur

e

gage,

1

-4

,

3-3

pr

ess

u

re

gage,

1-4

, 3-3

pr

essu

re

switch,

2-4

Omni

Course

Indicato

r,

1-4

Oper

atio

n,

Co

ld

We

at

her

,

2-12

O

peration

Limitati

ons

, Eng

in

e,

3-

2

Operati

o

ns

Auth

or

ized,

3-1

Optimum

Cruise

Performan

ce,

2-

10

O

wner

Fo

llow-Up

S

ys

tem, 4

-9

p

Pain

ted

Surfaces,

4-2

Parkin

g

Brake

Co

ntr

ol Knob, 1

-4

Parkin

g

Brak

e Sys

tem

,

2-5

Pe

rform

an

ce

Char

t

s,

2-9

P

erfo

rm

ance

- S

pecificatio

n

s,

insid

e

cove

r

Power,

inside

cove

r

Power

Loading,

insid

e

cove

r

Prim

er ,

Eng

in

e,

1-4,

2-2

Prin

c

ip

al

Dim

en

sions

,

ii

Propelle

r ,

inside

cover

care,

4-3

Publi

ca

tions

, 4

-9

Ind

ex

-4

Q

Quantity

Data,

Fuel,

2-1

Q

uantity

Indicators,

Fuel,

1-4, 3-3

Quick-Drain

Valve

Kit, F

uel,

6-2

R

adio,

1

-4

Radio

Dial

Li

g

ht

Rheostat

,

1-4

Radio

Transmitter

Sele

c

tor

S

witch,

1-

4,

6-3

R

ange,

inside

cover

Ra

te

-

of

-Cli

mb,

ins

id

e

cover

R

ate

-o

f-

C

li

mb Da

ta

Ta

bl

e,

5-3

R

ear

View

Mirror,

1-4

R

egistration

Number ,

Aircraft,

1-

4

Regulator,

Voltage,

2-4

s

Sampl

e Loading

Prob

l

em,

3-5

Secure

Aircraft,

1-3

Service

Ceiling,

inside

cover

Servicing

and

Lubr

ication

, 4 -6

S

ervicing

Intervals

Check

List,

4-8

Ser

vicing

Requirements

T

able,

insid

e

back

cove

r

Shimm

y D

am

pene

r,

4-8

Sh

o

rt

F

ield

Landin

g,

2-11

Shut

-Off V

alve,

Fuel,

2-2

Sp

ark

Plugs,

4-8

Specifications

-

Pe

r

formance,

inside

cover

Sp

ee

d,

inside

cover

S

peeds,

Climb,

2-10

Stalls,

2

-11

speed

chart,

5

-2

Start

er ,

2-4

Start

er Co

nta

cto

r,

2-4

Start

er S

witch,

1-4, 2-4

Startin

g En

gine,

1-

1.

2-7

befor

e,

1-1

Str

ainer,

Fuel, 2- 2,

4-

6,

4-

8

Sucti

on

Ga

ge,

1-4

Su

c

ti

on Re

lief

Val

ve

Inl

et

Screen,

4-8

Surfa

ces

,

a

lumin

um,

4-3

pain

ted,

4-2

S

ystem,

cab

in h

eating

and

ven

tilatin

g,

2-5

el

ect

r

ica

l,

2-3

fuel

,

2-

1

owner fo

ll

o

w-up

,

4-

9

pa

rk

ing

brake,

2-

5

T

Table of Con

tents,

iii

T

ac

h

ometer,

1-4, 3 -3

Tak

e-Off, insi

de

cove

r ,

1-2

,

2-

8

befo

re take-off,

1-2

,

2-8

cr

ossw

ind,

2-9

di

stance

tabl

e,

5-3

flap

settings,

2-

9

maximum

performance

,

1-2

norm

al,

1-2

per

formance

charts,

2-9

power ch

ec

ks,

2-8

Taxiin

g,

2-7

diagram

, 2

-6

Thr

ottle

,

1-

4, 2-2

Tir

e

Pressure

, ins

id

e

ba

ck

cove

r

Trim

Co

ntr

ol

Wh

ee

l,

El

evato

r,

1- 4

T

ru

e

Airspe

ed

Indicator,

6-3

Turn

Co

o

rdin

ato

r ,

1-

4

u

Ut

ili

ty

Ca

tego

ry,

Maneuve

r

s,

3-1

v

Va

cuum

S

ystem

Air

Filt

er

, 4-8

Ve

rti

ca

l Sp

eed

Ind

ica

t

or,

1-4

w

Weight,

em

pt

y, i

nside

cove

r

g

ro

ss

,

insid

e

co

ver

, 3

-1

Weight

and

Balan

ce,

3-3

cente

r of gr

avity

envelop

e,

3-7

lo

adin

g graph, 3- 6

sa

mpl

e loading

problem

, 3 -5

Wh

ee

l Be

arin

gs

, 4

-8

Wind

shie

ld

- Wind

ows,

4-2

Wing

Flap

Sw

itch,

1-

4

Wing L

eve

l

er,

6-4

emerge

n

cy

pr

oce

dur

es,

6-5

ope

ratin

g ch

ec

k

list

,

6-4

oper

ati

ng

notes,

6-5

Win

g Le

vel

er Con

tr

ol Knob, 1-4

Win

g Lo

adi

ng,

insi

de

cover

Wint

er

ization

Kit, 6-1

I

ndex

-5

WARRANTY

The

Cessna

Aircrait

Company

(

"C

essn

a")

war

r

ants

each

new

aircraf

t

manufactu

r

ed

by

it

, a nd a

ll

new

ai

r

craft

equipme

nt

and

accessories,

including

Cessna-C

r

afte

d

El

ectron

i

cs

(as

h

erein

defined

), and

all

new

service

parts

for

such

aircraft,

airc

r

aft

equipment

and

accessories

sold

by

it,

to

be

free

from

defects

in

mate

r

ia

l

and

work

-

manship

unde

r

normal

use

and

service

for a

period

of

six

(6) mon

ths

after

delivery

to

the

o

ri

ginal

retail

p.i

r

chaser

or

first

use

r in the

case

of

aircraft,

aircraft

equipment

and

accessories

(except

Cessna-Craited

Electron

i

cs

as

herein

defi

ned)

and

se·r

vice

pa

rt

s

therefo

r ,

and

for

a

pe

r

io

d

of

o

ne

(1)

yea

r

after

such

delive

r y

in

the

case

of

Cessna-Crafted

Electronics

(which

term

includes

all

communication,

navigation

and

autopil

ot

systems

bearing

the

name

"Cessna",

beginning

at

the

connec

ti

on to lhe

air-

crait

el

ectrical

system

(bus

bar)

and

includi

ng

"black

boxes",

antennas,

microphones,

speakers

and

othe

r

componen

ts

and

as

sociated

wiring

but

exc

luding

gyro

inst

r

uments

used

in

connection

with

autopilot

and

navigation

system

s)

and

se

rvi

ce

parts

ther

efor

.

Cessna's

obligation

under

this

wa

rr

anty

is

limi

ted

to

repair

ing or

repla

c

in

g,

at

its

op

tion.

any

part

or

pa

rts

which,

within

the

applicable

six

(6)

or

twel

ve

(

12

)

months

period

as

above

set

forth,

shall

be

returned

tr

ansportation

charges

pr

epaid

to

Cessna

at

Wichita

,

Kansas,

or to any

Cessna

appoint

ed

or

Cessna

Distributor

appointed

dea

ler

autho

r

ized

by

such

appointment to

sell

the

air

c

raft

, equipment,

accessories

and

service

par

ts

of

the type involved

and

which upon

examination

shall

disclose

to

Cessna's

satis

-

faction

to

have

been

thus

defective

. (A

new

wa

rr

anty

period

is

not

established

for

replacements

.

Replacements

are

warranted

for

the

remainder

of

the

applicab

le

six

(6)

or

twelve

(12) months

origina

l

warranty

period).

The

repair

or

rep

l

acement

of

defec

-

tive

parts

under

this

warranty

will be

made

by

Cessna

or

the

dealer

witho

ut

cha

rge

fo

r

parts

, or

labor

for

r

emoval,

insta

ll

ation

and/or

actual

repair

of

such

defective

parts

.

(Locations

of

such

dealers

will

be

furnished

by

Cessna

on

r

equest)

.

The

provisions

of

this

warranty

do

not

apply

lo

any

airc

r

aft,

equipment,

accessories

(including

Cessna-Crafted

Electronics)

or

service

parts

therefor

manufactured

or

sold

by

Cessna

which have been

subject

to

misuse,

n

egligence,

or

accident,

or which

shall

have

been

repaired

or

altered

outs

id

e

of

Cessna's

factory

in

any

way

so

as

in

th

e

ju

dgment

of

Cessna

to

affect

adversely

its

per

formance,

stabilit

y

and

reliabil

ity,

nor

lo

normal

main

t

enance

se

rvi

ces

(su

ch

as

engine

tune

up, c

leanin

g,

control

rigging

,

brake

and

o

ther

mechanical

adjustments,

maintenance

inspections,

etc

. )

and

the

replacement

of

se

rvi

ce

items

(such

as

spa

rk

plugs,

brake

linings,

f

ilt

ers,

hoses,

bells,

tir

es,

etc. ) made in connection with

such

se

r

vices

or

required

as

maintenance,

nor to

normal

dete

r ior

ation

of

so

ft

trim

and

appearance

items

(suc

h

as

pain

t,

upho

l-

stery,

rubber

-li

ke

items

,

etc

. )

due

to

wear

and

exposure

.

THIS WARRANTY

IS

EXPRESSLY

IN

LIEU OF

ANY

OTHER WARRANTIES, EXPRESSED

OR

I

MPL

I

ED

IN

FACT

OR

BY LAW , IN

CLUD

ING ANY IM

PL

IED WARRA

NTY

OF

MERC

HAN

TAB

ILITY OR

FITNESS

FOR

A

PARTICULAR

P URPOSE,

AND

OF

A

NY

OTHER OBLIGAT

ION

OR LIABILITY

ON

THE PART OF CESSNA

TO

ANYONE OF

ANY

N

AT

URE WHATSOEVER BY REASON OF

THE

MANUFACTURE

AND

/ OR SALE OR

THE USE OF

SUCH

AIRCRAFT

PRODUCTS, INCLUDING LIABILITY FOR

CONSE-

QUENTIAL

OR

SPEC

IAL

DAMAGES.

AND CESSNA NEIT HER ASSUMES NOR AU-

THORIZES ANYONE

TO

ASSUME FOR IT A

NY

OTHER OBLIGATI

ON

OR LIABILITY

IN CONNECT

ION

WITH

SUC

H AIRCRAFT PRODUCTS.

SERVI

C

ING

REQUIREMENTS

FUEL

:

AVIATIO

N

GRADE

--

80/

87

MINIMUM G

RAD

E

CAPACITY

EACH

ST

ANDARD

TA

NK

--

13 G

ALLON

S

CAPAC

I

TY

EACH

LO

NG

RANGE

TA

K - - 19 G

ALLO

S

ENGINE

OIL

:

AVIAT

ION GRADE - - SAE 40 A

BOVE

40 ° F.

S

AE

10W30

OR

SAE

20

BELOW

40°

F.

(MUL

TI

-V

I

SCOS

I

TY

OIL WIT H A RANGE

OF

S

AE

10W30

IS

RE

CO

MMENDED

FOR

I

MPROVED

ST

ARTI

NG

IN C

OLD

WEA

T

HER.

DETERGENT

OR

DIS

PERSANT

OIL

,

CON-

FORMI

NG

TO

CONT

I

NENTAL

MOTORS

SP ECI

F'I

C

ATION

MHS-24A,

MUST

BE

USED.

CA

PAC

ITY

OF

E CI

NE

SU

MP

--

6

QUARTS

(DO NOT

OPERATE

0

LE

SS

THAN

4 Q U

ART

S.

TO

MI

NIMIZE

LO

SS

OF

OIL

THRO

UG

H

BRE

AT

H

ER

, FI

LL

TO

5

QUART

LEVEL

FOR

ORMAL

FL

IGHTS

OF

LE

SS

THA 3

HO

URS.

FOR

EXTE

OED

FL

IGHT . F

ILL

TO

6

QUARTS

.

IF

OPTIO

AL

OIL

FILTER

IS I

ST

ALLED.

0 E

ADD!TIO

'

AL

QUART

IS

REQUIRED

WHE

THE

FILTER

E

LEME

NT

IS C

HA

NGED.

HYDRAULIC

FLUID

:

MIL

- H

-5606

HYDRAUL

IC F

LUID

TIRE

PRESSURE:

NOSE

WH

EE

L -

--

30

PSI

0 5:

00

X 5 T

ID

E

35

PSI

ON 6:

00

X 6

TIRE

(

OPT

)

MAI!\

WHEELS

--

21

PSI 0 6:

00

X 6

TIRES

NOSE GEAR

SHO

CK STRUT:

KEEP

FILLED

WITH

FL

UID A D I

FLATED

TO

20 P

SI.

00

OT

OVER-

I

FLATE.

~

Cessna.

"

TAKE

YOUR CESSNA HOME

FOR SERVICE

AT

THE

SIGN

OF

THE

CESSNA

SH

IELD

".

CESSNA AIRCRAFT

COMP

AN Y

~

WI CHITA ,

KAN

SAS

ll

lll

llll

ll

lll

l

ll

llllll

lll

lllll

ll

l

D62

4- 13

Cessna 150 1969 El manual del propietario

Cessna 150 1969 El manual del propietario

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