What follows is the raw text from a RareAviation.com document available for download. This text can be helpful if you would like to confirm the document contains specific information you are interested in. Title: Cessna 177 Cardinal 1969 Owner’s Manual Link: https://rareaviation.com/product/cessna-177-cardinal-1969-owners-manual --- RAW UNFORMATTED TEXT BELOW --- MORE PEOPLE BUY AND FLY CESSNA AIRPLANES OWNERS MANUAL PERFOi MANCE - SPECIFICATIONS J- = Model 177 = Cardi nal GROSS WEIGHT . 2500 lbs 2500 lbs SPEED: Top Speed at Sea Level . 147 mph 150 mph Cruise, 75% Power at 9500 ft RANGE: . 135 mph 138 mph Cruise, 75% Power at 9500 ft . 635 miles 650 miles 48 Gal., No Reserve 4.7 hours 4.7 hours 135 mph 138 mph Optimum Range at 10, 000 ft . 755 miles 770 miles 48 Gal., No Reserve 6.5 hours 6.5 hours 116 mph 118 mph RATE OF CLIMB AT SEA LEVEL . 760 fpm 760 fpm SERVICE CEILING TAKE-OFF: . 15,800 ft 15, 800 ft Ground Run - 845 ft 845 ft Total Distance Over 50-Foot Obstacle. . LANDING: . 1575 ft 1575 ft Landing Roll . 435 ft 435 ft Total Distance Over 50-Foot Obstacle. . . 1220 ft 1220 ft EMPTY WEIGHT: (Approximate) . 1365 lbs 1440 lbs BAGGAGE . 120 lbs 120 lbs WING LOADING: Pounds/Sq Foot . 14.5 14. 5 POWER LOADING: Pounds/HP . 13.9 13.9 FUEL CAPACITY: Total . 49 gal. 49 gal. OIL CAPACITY: Total . 8 qts 8 qts PROPELLER: Fixed Pitch (Diameter) . . . ENGINE: . 76 inches 76 inches Lycoming Engine . O-360-A2F O-360-A2F 180 rated HP at 2700 RPM * This manual covers operation of the Model 177/Cardinal which is certificated as Model 177A under FAA Type Certificate No. A13CE. D62713RAND75008/21/68 CONGRATULATIONS......... Welcome to the ranks of Cessna 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, either for business or pleasure, a pleasant and profitable experience. This Owner's Manual has been prepared as a guide to help you get the most pleasure and utility from your Model 177/Cardinal. It contains in- formation about your Cessna's equipment, operating procedures, and performance; and suggestions for its servicing and care. We urge you to read it from cover to cover, and to refer to it frequently. Our interest in your flying pleasure has not ceased with your purchase of a Cessna. World-wide, the Cessna Dealer Organization backed by the Cessna Service 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. TflE 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 Letters, published by Cessna Aircraft Company. We urge all Cessna owners to use the Cessna Dealer Organization to the fulles :. A Current Cessna Dealer Directory accompanies your new airplane. The Direct ory is revised frequently, and a current copy can be obtained from your Cessna Dealer. Make your Directory one of your cross-country flight planning aids; a warm welcome awaits you at every Cessna Dealer. i TABLE OF CONTENTS ... . . ---- -- Page - SECTION I - OPERATING CHECK LIST__ 1-1 SECTION II - DESCRIPTION AND OPERATING DETAILS______ 2-1 SECTION III - OPERATING LIMITATIONS_ 3-1 SECTION IV - CARE OF THE AIRPLANE__ 4-1 OWNER FOLLOW-UP SYSTEM________4-10 SECTION V - OPERATIONAL DATA____ 5-1 SECTION VI - OPTIONAL SYSTEMS____ 6-1 ALPHABETICAL INDEX_________________Index-1 Tlhis manual describes the operation and performance of both the Cessna Model 177 and the Cardinal. Equipment described as "Optional" denotes that the subject equipment is optional on the Model 177. Much of this equipment is standard on the Cardinal. I iii Turn master switch "ON" and check fuel quantity indicators, then turn master switch "OFF." Check ignition switch "OFF." Check fuel selector valve handle "BOTH ON." Remove control wheel lock. Check baggage door for security. Remove rudder gust lock, if installed. Disconnect tail tie-down. Check fuel bay vent opening (at wing tip trailing edge) for stoppage. Disconnect wing tie-down. Check main wheel tire for proper inflation. for about four seconds to clear fuel strainer of possible water and sediment. Check strainer drain closed. If water is observed, there is a possibility that the fuel bay sumps contain water. Thus, the drain plugs in the fuel bay sumps, fuel selector valve, fuel vent line, and fuel reservoir should be removed to check for presence of water. Check propeller and spinner for nicks and security. Check nose wheel strut and tire for proper inflation. Disconnect tie-down rope. Inspect airspeed static source hole on side of fuselage for stoppage (both sides). b. Check oil level. Do nut operate with less than six quarts. Fill for extended flight. Before first flight of day and after each refueling, pull out strainer drain knob Check stall warning vent opening for stoppage. Remove pitot tube cover, if installed, check pitot tube opening for stoppage.Figure 1-1 Section / OPERATING CHECK LIST One of the first steps in obtaining the utmost performance, service, and flying enjoyment from your Cessna is to familiarize yourself with your airplane's equipment, systems, and controls. This can best be done by reviewing this equipment while sitting in the airplane. Those items whose function and operation are not obvious are covered in Section II. Section I lists, in Pilot's Check List form, the steps necessary to operate your airplane efficiently and safely. It is not a check list in its true form as it is considerably longer, but it does cover briefly all of the points that you should know for a typical flight. The flight and operational characteristics of your airplane are normal in all respects. There are no "unconventional" characteristics or opera- tions that need to be mastered. All controls respond in the normal way within the entire range of operation. All airspeeds mentioned in Sections I and II are indicated airspeeds. Corresponding calibrated airspeed may be obtained from the Airspeed Correction Table in Section V. BEFORE ENTERING THE AIRPLANE. (1) Make an exterior inspection in accordance with figure 1-1. BEFORE STARTING THE ENGINE. Seats and Seat Belts -- Adjust and lock. Fuel Selector -- "BOTH ON." Fuel Shut-Off Valve Knob -- Check safety wired to "ON" position. Radios and Flashing Beacon -- "OFF. " Brakes -- Test and set. 1-1 (2) (3 (4) (5) STARTING THE ENGINE. (1) Mixture Rich. (2) Carburetor Heat -- Cold. (3) Master Switch -- "ON." (4) Primer 1-3 strokes (depending on temperature; none required when engine is warm). Primer locked. (5) Throttle -- Open 1/2. (6) Propeller Area Clear. (7) Ignition Switch -- "START." (8) Release ignition switch to "BOTH" when engine starts. (9) Oil Pressure -- Check. BEFORE TAKE-OFF. (1) Parking Brake -- Set. (2) Cabin Doors -- Closed and locked. (3) Flight Controls -- Check. (4) Trim Tab -- "TAKE-OFF setting. (5) Throttle Setting 1800 RPM. (6) Engine Instruments and Ammeter Check. (7) Carburetor Heat Check operation. (8) Magnetos -- Check (RPM drop should not exceed 125 RPM on either magneto or 50 RPM differential between magnetos). (9) Auxiliary Fuel Pump -- Check operation. NOTE Gravity feed will normally supply satisfactory fuel flow if the engine-driven fuel pump should fail. However, if fuel pressure drops below 2 psi, use the auxiliary fuel pump. (10) Suction Gage Check (4. 6 to 5.4 inches of mercury). (11) Flight Instruments and Radios Set. (12) Navigation Lights and Flashing Beacon "ON", as required. (13) Optional Autopilot or Wing Leveler -- "OFF. " TAKE-OFF. NORMAL TAKE-OFF. (1) Wing Flaps -- 0 to 10. 1-2 (2) Carburetor Heat -- Cold. (3) Power -- Full throttle (applied smoothly). (4) Airplane Attitude -- Lift nose wheel at 60 MPH. (5) Climb Speed -- 90 MPH. (6) Retract flaps (if extended). MAXIMUM PERFORMANCE TAKE-OFF. (1) Wing Flaps --15. (2) Carburetor Heat -- Cold. (3) Brakes Apply. (4) Power -- Full throttle. (5) Brakes -- Release. (6) Airplane Attitude -- Slightly tail low. (7) Climb Speed 65 MPH until all obstacles are cleared, then set up climb speed as shown in "MAXIMUM PERFORMANCE CLIMB" paragraph. (8) Wing Flaps -- Retract after obstacles are cleared. CLIMB. NORMAL CLIMB. (1) Airspeed 90 to 100 MPH. (2) Power Full throttle. (3) Mixture -- Full rich (mixture may be leaned above 5000 feet). MAXIMUM PERFORMANCE CLIMB. (1) Airspeed -- 89 MPH at sea level to 85 MPH at 10, 000 feet. (2) Power -- Full throttle. (3) Mixture -- Full rich (mixture may be leaned above 5000 feet). CRUISING. (1) Power -- 2200 to 2700 RPM. NOTE Maximum cruise RPM varies with altitude. For details, refer to Section V. (2) Trim Tab -- Adjust. (3) Mixture -- Lean when power setting is 75% or less. 1-3 LET-DOWN. (1) Mixture -- Rich. (2) Power --As desired. (3) Carburetor Heat As required to prevent carburetor icing. BEFORE LANDING. (1) Fuel Selector "BOTH ON." (2) Mixture Rich. (3) Carburetor Heat -- Apply full heat before closing throttle. (4) Airspeed -- 80 to 90 MPH (flaps up). (5) Wing Flaps As desired (0 to 10 below 130 MPH, 10 to 30 below 105 MPH). (6) Airspeed -- 70 to 80 MPH (flaps down). (7) Trim Tab -- Adjust. BALKED LANDING (GO-AROUND). (1) Power -- Full throttle. (2) Carburetor Heat -- Cold. (3) Wing Flaps -- Retract to 20. (4) Upon reaching an airspeed of approximately 75 MPH, retract flaps slowly. NORMAL LANDING. (1) Touchdown Main wheels first. (2) Landing Roll -- Lower nose wheel gently. (3) Braking -- Minimum required. AFTER LANDING. (1) Wing Flaps Up. (2) Carburetor Heat -- Cold. 1-4 SECURE AIRCRAFT. (1) Mixture -- Idle cut-off (pulled full out). (2) All Switches -- Off. (3) Brakes -- Set. (4) Control Lock Installed. 1-5 INSTRUMENT PANEL 1. Carburetor Air Temperature Gage (Opt.) 10. 11. Radio Selector Switches (Opt.) ADF Bearing Indicator (Opt.) 25. 26. Ash Tray Microphone 2. Suction Gage (Opt.) 12. Rear View Mirror (Opt.) 27. Cigar Lighter 3. Marker Beacon Lights and 13. Radios (Opt.) 28. Carburetor Heat Control Knob Switches (Opt.) 14. Optional Instrument Space 29. Fuel Shut-Off Valve Knob 4. Fuel Pressure Gage and 15. Map Compartment 30. Stabilator Trim Control Wheel Ammeter 16. Optional Radio Space 31. Electrical Switches 5. Left Fuel Quantity and Oil 17. Circuit Breakers 32. Parking Brake Handle1 Pressure Gages 18. Wing Flap Switch 33. Instrument and Radio Dial 6. Aircraft Registration Number 19. Defroster Knob Light Rheostats 7. Flight Instrument Group 20. Cabin Air/Heat Knob 34. Ignition-Starter Switch 8. Right Fuel Quantity and Oil 21. Autopilot Control Unit (Opt.) 35. Auxiliary Fuel Pump Switch Temperature Gages 22. Mixture Control Knob 36. Master Switch 9. Tachometer 23. Autopilot-Omni Switch (Opt.) 37. Primer 24. Throttle 1 Figure 2-1. 1-6 Section II DESCRIPTION AND OPERATING DETAILS The following paragraphs describe the systems and equipment whose function and operation is not obvious when sitting in the airplane. This section also covers in somewhat greater detail some of the items listed in Check List form in Section I that require further explanation. FUEL SYSTEM. Fuel is supplied to the engine from two integral fuel bays, one in each wing. Usable fuel in each bay, for all flight conditions, is 24 gallons when completely filled. The fuel capacity of this aircraft has been designed to provide the owner with a choice of long range capability with partial cabin loading or reduced range with full cabin loading. For example, with full cabin load- ing, it normally will be necessary to reduce the fuel load to keep the air- craft within approved weight and balance limits. (Refer to Section III for weight and balance control procedures.) A 21 gallon marker, in the form of a series of small holes just inside the filler neck, is provided to facili- tate fueling to reduced fuel loads. Fuel from each wing fuel bay flows through a selector valve, small reservoir, and fuel shut-off valve to the fuel strainer. From here, it is routed to an engine-driven pump which delivers the fuel under pressure to the carburetor. An electric auxiliary fuel pump parallels the engine- driven pump and is used when fuel pressure drops below 2 psi. K_is_not necessary to have the auxiliary pump operating during normal take-off and TandingT~~since gravity feed will supply adequate fuel flow to the carburetor wfTh thb engine-driven pump inoperative. However, gravity flow Is con- ' sideratjly reduced at maximum performance take-off arid~climb attitudes^ _and the auxiliary fuel pump wouIcThe required if the engine-driven pump should fail during these maneuvers. 2-1 FUEL SYSTEM SCHEMATIC VENT RIGHT FUEL BAY LEFT FUEL BAY ENGINE PRIMER VACUUM RELIEF CHECK VALVE TO ENGINE THROTTLE CODE STRAINER DRAIN KNOB ENGINE FUEL PUMP SELECTOR VALVE MIXTURE CONTROL KNOB FUEL PRESSURE GAGE FUEL SHUT-OFF VALVE KNOB VACUUM RELIEF CHECK VALVE FUEL RESERVOIR FUEL SHUT-OFF VALVE AUXILIARY FUEL PUMP FUEL STRAINER SWITCH CARBURETOR TO ENGINE CYLINDERS FUEL SUPPLY VENT ______MECHANICAL LINKAGE ELECTRICAL CONNECTION VENT Figure 2-2. 2-2 NOTE Take off with the fuel selector valve handle in the "BOTH ON" position to prevent inadvertent take-off on an empty bay. However, during long range flight with the selector valve handle in the "BOTH ON position, unequal fuel flow from each bay may occur if the wings are not maintained exactly level. Resulting wing heaviness can be alleviated gradually by turning the selector valve handle to the fuel bay in the "heavy wing. " The recommended cruise fuel man- agement procedure for extended flight is to use the left and right bay alternately. For fuel system servicing information, refer to Lubrication and Servicing Procedures in Section IV. ELECTRICAL SYSTEM. Electrical energy is supplied by a 14-volt, direct-current system powered by an engine-driven alternator (see figure 2-3). The 12-volt battery is located aft of the rear cabin Wall. Power is supplied to all electrical circuits through a split bus bar, one side containing electronic system circuits and the other side having general electrical system cir- cuits. Both sides of the bus are on at all times except when either an external power source is connected or the starter switch is turned on; then a power contactor is automatically activated to open the circuit to the electronic bus. Isolating the electronic circuits in this manner pre- vents harmful transient voltages from damaging the semi-conductors in the electronic equipment. AMMETER. The ammeter indicates the flow of current, in amperes, from the alternator to the battery or from the battery to the aircraft electrical system. When the engine is operating and the master switch is "ON, " the ammeter indicates the charging rate applied to the battery. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the discharge rate of the battery. CIRCUIT BREAKERS AND FUSES. Most of the electrical circuits in the airplane are protected by 2-3 Figure 2-3. 2-4 "push-to-reset" circuit breakers mounted on the right side of the instru- ment panel. Exceptions to this are the battery contactor closing (external power) circuit and optional clock and flight hour recorder circuits which have fuses mounted near the battery. Also, the cigar lighter is protected by a manually-reset type circuit breaker mounted directly on the back of the lighter behind the instrument panel. A pair of automatically-resetting circuit breakers mounted behind the instrument panel protect the alter- nator field circuit and the optional turn-and-bank indicator or turn coordinator (and wing leveler) circuits. FLASHING BEACON. The flashing beacon should not be used when flying through clouds or overcast; the flashing light reflected from water droplets or particles in the atmosphere, particularly at night, can produce vertigo and loss of orientation. CONTROL WHEEL MAP- LIGHT (OPT). A map light may be mounted on the bottom of the pilot's control wheel. The light illuminates the lower portion of the cabin just forward of the pilot and is helpful when checking maps and other flight data during night operations. To operate the light, first turn the "NAV LIGHTS" switch on, then adjust the map light's intensity with the knurled rheostat knob located at the bottom of the control wheel. CABIN HEATING, VENTILATING AND DEFROSTING SYSTEM. The volume and blending of heated and cool air from the main cabin heat and ventilating system is controlled by a single push-pull control knob labeled "CABIN AER./HEAT. " When the knob is positioned full in, no air flows into the cabin. As the knob is pulled out to approximately one inch of travel (as noted by a notch on the control shaft) the volume of unheated fresh air entering the cabin is increased. Further actuation of the control knob (past the notch) toward the full out position blends in heated fresh air in increasing amounts. Front cabin heat and ventilating air from the main heat and ventilating system is supplied by outlet holes spaced across a cabin manifold located just forward of and above the pilot's and copilot's feet. Rear cabin heat 2-5 and air is supplied by two ducts from the manifold, one extending down each side of the cabin to an outlet at the front door post at floor level. Windshield defrost air is supplied from the same manifold which provides cabin air; therefore, the temperature of the defrosting air is the same as cabin air. A push-pull control knob, labeled "DEFROST", regulates the volume of air to the windshield. Pull the knob out as needed for defrosting. Separate adjustable ventilators supply additional air; two mounted in a console in the forward cabin ceiling supply air to the pilot and copilot, and two optional individual ventilators in the rear cabin ceiling provide air to the rear seat passengers. Additional ventilation is available through an openable ventilation window in each cabin door. Each window can be opened at speeds up to 120 MPH by rotating the crank located below the window. STARTING ENGINE. Ordinarily the engine starts easily with one or two strokes of the primer in warm temperatures to six strokes in cold weather, with the throttle open approximately 1/2 inch. In extremely cold temperatures, it may be necessary to continue priming while cranking. No priming is required when the engine is warm. Weak intermittent explosions followed by puffs of black smoke from the exhaust stack indicates overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the following procedure: Set the mixture control full lean and the throttle full open; then crank the engine through several revolutions with the starter. Repeat the starting procedure without any additional priming. If the engine is underprimed (most likely in cold weather with a cold engine) it will not fire at all, and additional priming will be necessary. As soon as the cylinders begin to fire, open the throttle slightly to keep it running. After starting, if the oil gage does not begin to show pressure within 30 seconds in the summertime and about twice that long in very cold weather, stop the engine and investigate. Lack of oil pressure can cause serious engine damage. 2-6 NOTE Additional details concerning cold weather starting and operation may be found under "COLD WEATHER OPERATION" paragraph in this section. TAXIING. When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see taxiing diagram, figure 2-4) to maintain directional control and balance. The carburetor heat control knob should be pushed full in during all ground operations unless heat is absolutely necessary for smooth engine operation. When the knob is pulled out to the heat position, air entering the engine is not filtered. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. BEFORE TAKE-OFF. WARM-UP. Since the engine is closely cowled for efficient in-flight engine cool- ing, precautions should be taken to avoid overheating during prolonged engine operation on the ground. Also, long periods of idling at low RPM may cause fouled spark plugs. If the engine accelerates smoothly, the airplane is ready for take-off. MAGNETO CHECK. The magneto check should be made at 1800 RPM as follows: Move the ignition switch first to "R" position, and note RPM. Next move switch back to "BOTH" to clear the other set of plugs. Then move switch to "L position and note RPM. Magneto RPM drop should not exceed 125 RPM on either magneto or show greater than 50 RPM differential between magnetos. If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. 2-7 TAXIING DIAGRAM CODE WIND DIRECTION NOTE Strong quartering tail winds require caution. Avoid sudden bursts of the throttle and sharp braking when the airplane is in this attitude. Use the steerable nose wheel and rudder to maintain direction. Figure 2-4. 2-8 An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified. TAKE-OFF. POWER CHECK. It is important to check full-throttle engine operation early in the take-off run. Any signs of rough engine operation or sluggish engine acceleration is good cause for discontinuing the take-off. If this occurs, you are justified in making a thorough full-throttle, static runup before another take-off is attempted. The engine should run smoothly and turn approximately 2360 to 2460 RPM with carburetor heat off. Smooth and uniform throttle application should be used to insure best engine acceleration and to give long engine life. This technique is impor- tant under hot weather conditions which may cause a rich mixture that could hinder engine response if the throttle is applied too rapidly. Full-throttle runups over loose gravel are especially harmful to pro- peller tips. When take-offs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the air- plane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. When unavoid- able small dents appear in the propeller blades, they should be corrected immediately as described in Section IV under propeller care. Prior to take-off from fields above 5000 feet elevation, the mixture should be leaned to give maximum RPM in a full-throttle, static runup. WING FLAP SETTINGS. Take-offs are accomplished with the wing flaps set in the 0 to 15 position. The preferred flap setting for normal take-off is 10. This flap setting (in comparison to flaps up) produces a shorter ground run, easier lift-off, shorter total distance over the obstacle, and increased visibility over the nose in the initial climb-out. For minimum ground run, a 15 flap setting should be used. This setting gives a 10% shorter ground run and approximately the same total distance as compared to the 10 flap setting. 2-9 For take-offs from high-elevation airports, especially in hot weather, a flaps-up take-off may be preferable where take-off climb would be marginal with 10 to 15 flaps. Flap settings of greater than 15 are not recommended at any time for take-off. PERFORMANCE CHARTS. Consult the Take-Off Data chart in Section V for take-off distances with 15 flaps under various gross weight, altitude, headwind, tempera- ture, and runway surface conditions. CROSSWIND TAKE-OFFS. Take-offs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after take-off. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. CLIMB. CLIMB DATA. For detailed data, refer to the Maximum Rate-Of-Climb Data chart in Section V. CLIMB SPEEDS. Normal climbs are performed at 90 to 100 MPH with flaps up and full throttle for best engine cooling. The mixture should be full rich below 5000 feet and may be leaned above 5000 feet for smoother engine opera- tion. The maximum rate-of-climb speeds range from 89 MPH at sea level to 85 MPH at 10, 000 feet. If an obstacle dictates the use of a steep climb angle, the best angle-of-climb speed should be used with flaps up and full throttle. These speeds vary from 76 MPH at sea level to 79 MPH at 10, 000 feet. NOTE Steep climbs at these low speeds should be of short duration to improve engine cooling. 2-10 GO-AROUND CLIMB. In a balked landing (go-around) climb, apply full throttle smoothly, remove carburetor heat, and reduce wing flaps promptly to 20. Upon reaching an airspeed of approximately 75 MPH, flaps should be slowly retracted to the full up position. If obstacles are immediately ahead during the go-around, the wing flaps should be left at 20 until obstacles are cleared. CRUISE. Normal cruising is done between 65% and 75% power. The power settings required to obtain these powers at various altitudes and outside air temperatures can be determined by using your Cessna Power Com- puter or the OPERATIONAL DATA, Section V. Cruising can be done most efficiently at high altitudes because of lower air density and, therefore, higher true airspeeds for the same power. This is illustrated in figure 2-5, which shows performance at 75% power at various altitudes. All figures are based on lean mixture, 48 gallons of fuel (no reserve), zero wind, standard atmospheric conditions, and 2500 pounds gross weight. OPTIMUM CRUISE PERFORMANCE ALTITUDE RPM TRUE AIRSPEED RANGE Sea Level 2470 128 605 5000 ft. 2600 133 630 9500 ft. Full Throttle 138 650 Figure 2-5. 2-11 To achieve the lean mixture fuel consumption figures shown in Section V, the mixture should be leaned as follows: pull mixture control out until engine speed peaks and begins to fall off, then enrichen slightly back to peak RPM. Carburetor ice, as evidenced by an unexplained drop in RPM, can be removed by application of full carburetor heat. Upon regaining the original RPM (with heat off), use the minimum amount of heat (by trial and error) to prevent ice from forming. Since heated air causes a richer mixture, readjust the mixture setting when carburetor heat is used con- tinuously in cruising flight. The use of full carburetor heat is recommended during flight in very heavy rain to avoid the possibility of engine stoppage due to excessive water ingestion. The mixture setting should be readjusted for smoothest operation. STALLS. The stall characteristics are conventional and aural warning is pro- vided by a stall warning horn which sounds between 5 and 10 MPH above the stall in all configurations. Power-off stall speeds at maximum gross weight and aft c.g. posi- tion are presented on page 5-2 as calibrated airspeeds since indicated airspeeds are unreliable near the stall. LANDING. Normal landings are made power-off with any flap setting. Sideslips or forward slips are permitted with any desired flap setting. Landings should be made on the main wheels first to reduce the land- ing speed and subsequent need for braking in the landing roll. The nose wheel is lowered to the runway gently after the speed has diminished to avoid unnecessary nose gear loads. This procedure is especially impor- tant in rough or soft field landings. Full down stabilator (control wheel positioned full forward) should not be used during the ground roll. This reduces the weight on the main wheels which causes poor braking and increases the possibility of sliding ie tires. 2-12 SHORT FIELD LANDINGS. For short field landings, make a power-off approach at approximately 70 MPH with full flaps, and land on the main wheels first. Immediately after touchdown, lower the nose gear to the ground and apply heavy brak- ing as required. For maximum brake effectiveness after all three wheels are on the ground, retract the flaps and apply nose up stabilator, but do not permit the nose wheel to raise off the ground. Apply maximum possi- ble brake pressure without sliding the tires. CROSSWIND LANDINGS. When landing in a strong crosswind, use the minimum flap setting re- quired for the field length. Although the crab or combination method of drift correction may be used, the wing-low method gives the best control. After touchdown, hold a straight course with the steerable nose wheel and occasional braking if necessary. The maximum allowable crosswind velocity is dependent upon pilot capability rather than airplane limitations. With average pilot technique, direct crosswinds of 15 knots can be handled with safety. COLD WEATHER OPERATION. STARTING. Prior to starting on a cold morning, it is advisable to pull the pro- peller through several times by hand to "break loose" or "limber" the oil, thus conserving battery energy. In extremely cold (0F and lower) weather, the use of an external preheater and an external power source are recommended whenever possible to obtain positive starting and to re- duce wear and abuse to the engine and the electrical system. Pre-heat will thaw the oil trapped in the oil cooler, which probably will be con- gealed prior to starting in extremely cold temperatures. When using an external power source, the position of the master switch is important. Refer to Section VI, paragraph GROUND SERVICE PLUG RECEPTACLE, for operating details. Cold weather starting procedures are as follows: With Preheat: (1) With ignition switch "OFF" and throttle closed, prime the engine four to eight strokes as the propeller is being turned over by hand. 2-13 NOTE Use heavy strokes of the primer for best atomization of fuel. After priming, push primer all the way in and turn to the locked position to avoid the possibility of the engine drawing fuel through the primer. (2) Propeller Area -- Clear. (3) Master Switch -- "ON. " (4) Throttle -- Open 1/2". (5) Ignition Switch -- "START." (6) Release ignition switch to "BOTH" when engine starts. (7) Oil Pressure -- Check. Without Preheat: (1) Prime the engine six to ten strokes while the propeller is being turned by hand with the throttle closed. Leave the primer charged and ready for a stroke. (2) Propeller Area -- Clear. (3) Master Switch -- "ON. " (4) Pump throttle rapidly to full open twice. Return to 1/2 inch open position. (5) Ignition Switch -- "START. " (6) Release ignition switch to "BOTH" when engine starts. (7) Continue to prime the engine until it is running smoothly, or alternately, pump the throttle rapidly over the first 1/4 of total travel. (8) Oil Pressure -- Check. (9) Pull carburetor heat knob full on after the engine has started. Leave on until the engine is running smoothly. (10) Lock primer. NOTE If the engine does not start during the first few attempts, or if engine firing diminishes in strength, it is probable that the spark plugs have been frosted over. Preheat must be used before another start is attempted. IMPORTANT Pumping the throttle may cause raw fuel to accumulate in the intake air duct, creating a fire hazard in the event 2-14 of a backfire. If this occurs, maintain a cranking action to suck the flames into the engine. An outside attendant with a fire extinguisher is advised for cold starts without preheat. During cold weather operations, no indication will be apparent on the oil temperature gage prior to take-off if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), accelerate the engine several times to higher engine RPM. If the engine accelerates smoothly and the oil pressure remains normal and steady, the airplane is ready for take-off. FLIGHT OPERATIONS. Take-off is made normally with carburetor heat off. Avoid excessive leaning in cruise. Carburetor heat may be used to overcome any oc- casional engine roughness due to ice. When operating in sub-zero temperature, avoid using partial carbu- retor heat. Partial heat may increase the carburetor air temperature to the 32 to 70 F range, where icing is critical under certain atmospheric conditions. Refer to Section VI for cold weather equipment. HOT WEATHER OPERATION. The general warm temperature starting information on page 2-6 is appropriate. Avoid prolonged engine operation on the ground. 2-15 Section III ___________________ ______________________________________ OPERATING LIMITATIONS OPERATIONS AUTHORIZED. Your Cessna exceeds the requirements for airworthiness as set forth by the United States Government, and is certificated under FAA Type Cer- tificate No. A13CE as Cessna Model No. 177A. With standard equipment, the airplane is approved for day and night operations under VFR. Additional optional equipment is available to in- crease its utility and to make it authorized for use under IFR day and night. An owner of a properly equipped Cessna is eligible to obtain ap- proval for its operation on single-engine scheduled airline service under VFR. Your Cessna Dealer will be happy to assist you in selecting equip- ment best suited to your needs. MANEUVERS-NORMAL CATEGORY. This airplane is certificated in both the normal and utility category. The normal category is applicable to airplanes intended for non-aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls) and turns in which the angle of bank is not more than 60. In connection with the foregoing, the following gross weight and flight load factors apply: Gross Weight..................................... 2500 lbs Flight Load Factor * Flaps Up...............................+3.8 -1.52 * Flaps Down............................+3.5 *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. Your airplane must be operated in accordance with all FAA-approved markings, placards and check lists in the airplane. If there is any infor- mation in this section which contradicts the FAA-approved markings, placards and check lists, it is to be disregarded. 3-1 MANEUVERS-UTILITY CATEGORY. This airplane is not designed for purely aerobatic flight. However, in the acquisition of various certificates such as commercial pilot, in- strument pilot and flight instructor, certain maneuvers are required by the FAA. All of these maneuvers are permitted in this airplane when operated in the utility category. In connection with the utility category, the following gross weight and flight load factors apply, with maximum entry speeds for maneuvers as shown: Gross Weight................................... 2200 lbs Flight Maneuvering Load Factor Flaps Up...............................+4.4 -1.76 Flaps Down...........................+3.5 In the utility category, the baggage compartment and rear seat must not be occupied. No aerobatic maneuvers are approved except those listed below: MANEUVER MAXIMUM ENTRY SPEED Chandelles................................. Lazy Eights............................... Steep Turns............................... Stalls (Except Whip Stalls).................. Spins..................................... 117 mph (101 knots) 117 mph (101 knots) 117 mph (101 knots) Slow Deceleration Slow Deceleration NOTE For spin recovery, apply full opposite rudder followed by neutral stabilator. When airplane rotation has stopped, use moderate back pressure on stabilator to avoid exces- sive loads while recovering from the resulting dive. In- tentional spins with flaps extended are prohibited. Aerobatics that may impose high inverted loads should not be attempt- ed. The important thing to bear in mind in flight maneuvers is that the airplane is clean in aerodynamic design and will build up speed quickly with the nose down. Proper speed control is an essential requirement for execution of any maneuver, and care should always be exercised to avoid excessive speed which in turn can impose excessive loads. In the execution of all maneuvers, avoid abrupt use of controls. 3-2 AIRSPEED LIMITATIONS (CAS). The following is a list of the certificated calibrated airspeed (CAS) limitations for the airplane. Never Exceed Speed (glide or dive, smooth air)........185 MPH Maximum Structural Cruising Speed.....................150 MPH Maximum Speed Flaps 10.........................................130 MPH Flaps 10 to 30..................................105 MPH Maximum Maneuvering Speed.............................117 MPH The maximum speed at which abrupt control travel can be used without exceeding the design load factor. AIRSPEED INDICATOR MARKINGS. The following is a list of the certificated calibrated airspeed markings (CAS) for the airplane. Never Exceed (glide or dive, smooth air) .... 185 MPH (red line) Caution Range....................... 150-185 MPH (yellow arc) Normal Operating Range............... 66-150 MPH (green arc) Flap Operating Range (10 to 30) .... 56-105 MPH (white arc) ENGINE OPERATION LIMITATIONS. Power and Speed........................180 BHP at 2700 RPM ENGINE INSTRUMENT MARKINGS. OIL TEMPERATURE GAGE. Normal Operating Range Maximum Allowable. . OIL PRESSURE GAGE. Minimum Idling. . . . Normal Operating Range Maximum........... . . .Green Arc 245 F (red line) . . 25 psi (red line) 60-90 psi (green arc) . .100 psi (red line) 3-3 fuel pressure gage. Minimum............. Normal Operating Range. Maximum............. FUEL QUANTITY INDICATORS. Empty (0. 5 gallons unusable each tank) . . . 2 psi (red line) .2-8 psi (green arc) . . . 8 psi (red line) ......................E (red line) TACHOMETER. Normal Operating Range: At sea level .... At 5000 feet .... At 10, 000 feet . . . Maximum Allowable . . 2200-2500 (inner green arc) 2200-2600 (middle green arc) . 2200-2700 (outer green arc) ............. 2700 (red line) CARBURETOR AIR TEMPERATURE GAGE (OPT). Icing Range..........................-15 to 5 C (yellow arc) WEIGHT AND BALANCE. The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. To figure the weight and balance for your particular airplane, use the Sample Problem, Loading Graph, and Center of Gravity Moment Envelope as follows: Take the licensed Empty Weight and Moment/1000 from the Weight and Balance Data sheet, plus any changes noted on forms FAA-337, carried in your airplane, and write them down in the proper columns. Using the Loading Graph, determine the moment/1000 of each item to be carried. Total the weights and moments/1000 and use the Center of Gravity Moment Envelope to determine whether the point falls within the envelope, and if the loading is acceptable. NOTE The Weight and Balance Data Sheet noted above is included in the aircraft file. The Loading Graph and Center of Gravity Moment Envelope shown in this section are also on the sheet titled Loading/Center of Gravity Charts and Weighing Procedure which is provided in the aircraft file. 3-4 3-5 SAMPLE LOADING PROBLEM SAMPLE AIRPLANE YOUR AIRPLANE ST? . Weight (lbs.) Moment (lb. -ins. /1000) Weight (lbs.) Moment (lb. -ins. /1000) i. Licensed Empty Weight (Sample Airplane) . . . 1410 147.7 /SS# >ov.S 2. Oil (8 Qts. - Full oil may be assumed for all flights) 15 0.7 15 0.7 7C7 3. Fuel (48 Gal. at 6 Lbs. /Gallon) 288 32.3 7 e" z 3^3 / / X 4. Pilot and Front Passenger 340 31.6 5. Rear Passengers 340 45.6 6. Baggage (or Passenger on Auxiliary Seat).... 107' 17. 3 '(of. 7 7. TOTAL WEIGHT AND MOMENT 2500 275.2 8. Locate this point (2500 at 275. 2) on the center of gravity moment envelope, and since this point falls within the envelope, the loading is acceptable. f Q. ?-Pc6 LOAD WEIGHT (POUNDS)LOADED AIRCRAFT WEIGHT (POUNDS) LOADED AIRCRAFT MOMENT/IOOO (POUND - INCHES) Section It! CARE OF THE AIRPLANE If your airplane is to retain that new plane performance and depend- ability, certain inspection and maintenance requirements must be fol- lowed. It is wise to follow a planned schedule of lubrication and pre- ventative maintenance based on climatic and flying conditions encountered in your locality. Keep in touch with your Cessna Dealer and take advantage of his knowledge and experience. He knows your airplane and how to maintain it. He will remind you when lubrications and oil changes are necessary, and about other seasonal and periodic services. GROUND HANDLING. The airplane is most easily and safely maneuvered by hand with the tow-bar attached to the nose wheel. NOTE When using the tow-bar, never exceed the turning angle of 45, either side of center, or damage to the gear will result. MOORING YOUR AIRPLANE. Proper tie-down procedure is your best precaution against damage to your parked airplane by gusty or strong winds. To tie-down your air- plane securely, proceed as follows: (1) Set the parking brake and install the control wheel lock. (2) Install a surface control lock over the fin and rudder. 4-1 (3) Tie sufficiently strong ropes or chains (700 pounds tensile strength) to the wing and tail tie-down fittings and secure each rope to a ramp tie-down. (4) Tie a rope (no chains or cables) to the nose gear strut and secure to a ramp tie-down. (5) Install a pitot tube cover. WINDSHIELD - WINDOWS. The plastic windshield and windows should be cleaned with an aircraft windshield cleaner. Apply the cleaner sparingly with soft cloths, and rub with moderate pressure until all dirt, oil scum and big stains are re- moved. Allow the cleaner to dry, then wipe it off with soft flannel cloths. If a windshield cleaner is not available, the plastic can be cleaned with soft cloths moistened with Stoddard solvent to remove oil and grease. NOTE Never use gasoline, benzine, alcohol, acetone, carbon tetrachloride, fire extinguisher or anti-ice fluid, lacquer thinner or glass cleaner to clean the plastic. These ma- terials will attack the plastic and may cause it to craze. Follow by carefully washing with a mild detergent and plenty of water. Rinse thoroughly, then dry with a clean moist chamois. Do not rub the plastic with a dry cloth since this builds up an electrostatic charge which attracts dust. Waxing with a good commercial wax will finish the clean- ing job. A thin, even coat of wax, polished out by hand with clean soft flannel cloths, will fill in minor scratches and help prevent further scratching. Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated since the cover may scratch the plastic surface. PAINTED SURFACES. The painted exterior surfaces of your new Cessna have a durable, long lasting finish and, under normal conditions, require no polishing or buffing. Approximately 15 days are required for the paint to cure com- pletely; in most cases, the curing period will have been completed prior to delivery of the airplane. In the event that polishing or buffing is re- quired within the curing period, it is recommended that the work be done 4-2 by someone experienced in handling uncured paint. Any Cessna Dealer can accomplish this work. Generally, the painted surfaces can be kept bright by washing with water and mild soap, followed by a rinse with water and drying with cloths or a chamois. Harsh or abrasive soaps or detergents which cause corrosion or make scratches should never be used. Remove stubborn oil and grease with a cloth moistened with Stoddard solvent. Waxing is unnecessary to keep the painted surfaces bright. However, if desired, the airplane may be waxed with a good automotive wax. A heavier coating of wax on the leading edges of the wings and tail and on the engine nose cap and propeller spinner will help reduce the abrasion encountered in these areas. When the airplane is parked outside in cold climates and it is neces- sary to remove ice before flight, care should be taken to protect the paint- ed surfaces during ice removal with chemical liquids. A 50-50 solution of isopropyl alcohol and water will satisfactorily remove ice accumulations without damaging the paint. A solution with more than 50% alcohol is harmful and should be avoided. While applying the de-icing solution, keep it away from the windshield and cabin side windows since the alcohol will attack the plastic and may cause it to craze. ALUMINUM SURFACES. The clad aluminum surfaces of your Cessna may be washed with clear water to remove dirt; oil and grease may be removed with gasoline, naptha, carbon tetrachloride or other non-alkaline solvents. Dulled alu- minum surfaces may be cleaned effectively with an aircraft aluminum polish. After cleaning, and periodically thereafter, waxing with a good auto- motive wax will preserve the bright appearance and retard corrosion. Regular waxing is especially recommended for airplanes operated in salt water areas as a protection against corrosion. PROPELLER CARE. Preflight inspection of propeller blades for nicks, and wiping them occasionally with an oily cloth to clean off grass and bug stains will as- sure long, trouble-free service. It is vital that small nicks on the pro- 4-3 peller, particularly near the tips and on the leading edges, are dressed out as soon as possible since these nicks produce stress concentrations, and if ignored, may result in cracks. Never use an alkaline cleaner on the blades; remove grease and dirt with carbon tetrachloride or Stoddard solvent. INTERIOR CARE. To remove dust and loose dirt from the upholstery and carpet, clean the interior regularly with a vacuum cleaner. Blot up any spilled liquid promptly with cleansing tissue or rags. Don't pat the spot; press the blotting material firmly and hold it for sev- eral seconds. Continue blotting until no more liquid is taken up. Scrape off stickly materials with a dull knife, then spot-clean the area. Oily spots may be cleaned with household spot removers, used spar- ingly. Before using any solvent, read the instructions on the container and test it on an obscure place on the fabric to be cleaned. Never satu- rate the fabric with a volatile solvent; it may damage the padding and backing materials. Soiled upholstery and carpet may be cleaned with foam-type detergent, used according to the manufacturer's instructions. To minimize wetting the fabric, keep the foam as dry as possible and remove it with a vacuum cleaner. The plastic trim, headliner, instrument panel and control knobs need only be wiped off with a damp cloth. Oil and grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard solvent. Volatile solvents, such as mentioned in paragraphs on care of the windshield, must never be used since they soften and craze the plastic. INSPECTION SERVICE AND INSPECTION PERIODS. With your airplane you will receive an Owner's Service Policy. Cou- pons attached to the policy entitle you to an initial inspection and the first 100-hour inspection at no charge. If you take delivery from your Dealer, he will perform the initial inspection before delivery of the airplane to you. If you pick up the airplane at the factory, plan to take it to your 4-4 Dealer reasonably soon after you take delivery on it. This will permit him to check it over and to make any minor adjustments that may appear necessary. Also, plan an inspection by your Dealer at 100 hours or 180 days, whichever comes first. This inspection also is performed by your Dealer for you at no charge. While these important inspections will be performed for you by any Cessna Dealer, in most cases you will prefer to have the Dealer from whom you purchased the airplane accomplish this work. Federal Aviation Regulations require that all airplanes have a peri- odic (annual) inspection as prescribed by the administrator, and per- formed by a person designated by the administrator. In addition, 100- hour periodic inspections made by an "appropriately-rated mechanic" are required if the airplane is flown for hire. The Cessna Aircraft Company recommends the 100-hour periodic inspection for your air- plane. The procedure for this 100-hour inspection has been carefully worked out by the factory and is followed by the Cessna Dealer Organ- ization. The complete familiarity of the Cessna Dealer Organization with Cessna equipment and with factory-approved procedures provides the highest type of service possible at lower cost. AIRCRAFT FILE. There are miscellaneous data, information and licenses that are a part of the aircraft file. The following is a check list for that file. In addition, a periodic check should be made of the latest Federal Aviation Regulations to insure that all data requirements are met.To be displayed in the aircraft at all times: (1) Aircraft Airworthiness Certificate (Form FAA-1362B). (2) Aircraft Registration Certificate (Form FAA-500A). (3) Aircraft Radio Station License (Form FCC-404, if transmitter installed). To be carried in the aircraft at all times: (1) Weight and Balance, and associated papers (latest copy of the Repair and Alteration Form, Form FAA-337, if applicable). (2) Aircraft Equipment List. 4-5 C. To be made available upon request: (1) Aircraft Log Book. (2) Engine Log Book. NOTE Cessna recommends that these items, plus the Owner's Manual, "Cessna Flight Guide" (Flight Computer), and Service Policies, be carried in the aircraft at all times. Most of the items listed are required by the United States Federal Aviation Regulations. Since the regulations of other nations may require other documents and data, owners of exported aircraft should check with their own aviation officials to determine their individual requirements. 4-6 LUBRICATION AND SERVICING PROCEDURES Specific servicing information is provided here for items requiring daily attention. A Servicing Intervals Check List is included to inform the pilot when to have other items checked and serviced. DAILY FUEL BAY FILLERS: Service after each flight with 100/130 minimum grade fuel. Fill each bay to top of filler for a total capacity of 24. 5 gallons in each bay. A 21 gallon marker, in the form of a series of small holes just inside the filler neck, is provided to facilitate fueling to reduced fuel loads. FUEL STRAINER: Before the first flight of the day and after each refueling, pull out fuel strainer drain knob for about four seconds, to clear fuel strainer of possible water and sediment. Release drain knob, then check that strainer drain is closed after draining. If water is observed, there is a possibility that the fuel bay sumps contain water. Thus, the drain plugs in the fuel bay sumps, fuel selector valve, fuel vent line, and fuel reservoir should be removed to check for presence of water. OIL DIPSTICK: Check oil level before each flight. Do not operate on less than 6 quarts. To minimize loss of oil through breather, fill to 7 quart level for nor- mal flights of less than 3 hours. For extended flight, fill to 8 quarts. If an optional oil filter is installed, one additional quart is required when the filter element is changed. OIL FILLER: When preflight check shows low oil level, service with aviation grade engine oil; SAE 50 above 60F, SAE 10W30 or SAE 30 at temperatures from 0 to 70 F, and SAE 10W30 or SAE 20 at temperatures below 10 F. (Multi-viscosity oil with a range of SAE 10W30 is recom- mended for improved starting and lubrication during warm-up in cold weather.) Detergent or dispersant oil, conforming to Lycoming Specification No. 30IE, must be used. Your Cessna Dealer can supply approved brands of oil. NOTE To promote faster ring seating and improved oil control, your Cessna was delivered from the factory with straight mineral oil (non-detergent). This "break-in" oil should be used only for the first 50 hours of operation, or until oil consumption has stabilized, at which time it must be replaced with detergent oil. 4-7 SERVICING INTERVALS CHECK LIST FIRST 25 HOURS ENGINE OIL SUMP, OIL COOLER AND OIL FILTER After the first 25 hours of operation, drain the engine oil sump and oil cooler and clean both the oil suction strainer and oil pressure screen. If an optional oil filter is installed, change filter element at this time. Refill the sump with straight mineral oil (non-detergent) and use until a total of 50 hours have accumulated or oil consumption has stabilized, then change to detergent oil. EACH 50 HOURS BATTERY Check and service. Check oftener (at least every 30 days) if operating in hot weather. ENGINE OIL SUMP, OIL COOLER AND OIL FILTER --On airplanes not equipped with an optional oil filter, drain the engine oil sump and oil cool- er and clean both the oil suction strainer and oil pressure screen. On airplanes which have an optional oil filter, the oil change interval may be extended to 100-hour intervals providing the oil filter element is changed at 50-hour intervals. Change engine oil at least every four months even though less than 50 hours have accumulated. Reduce periods for pro- longed operation in dusty areas, cold climates, or when short flights and long idle periods result in sludging conditions. CARBURETOR AIR FILTER -- Clean or replace. Under extremely dusty conditions, daily maintenance of the filter is recommended. EACH 100 HOURS SPARK PLUGS -- Clean, test and regap. BRAKE MASTER CYLINDERS Check and fill. SHIMMY DAMPENER -- Check and fill. FUEL STRAINER -- Disassemble and clean. FUEL BAY SUMP DRAINS -- Drain water and sediment. FUEL SELECTOR VALVE DRAIN PLUG -- Drain water and sediment. FUEL VENT LINE DRAIN PLUG Drain water and sediment. FUEL RESERVOIR DRAIN PLUG Drain water and sediment. AUXILIARY FUEL PUMP FILTER Remove and clean. SUCTION RELIEF VALVE INLET FILTER (OPT.) Clean. Replace at engine overhaul period. 4-8 SERVICING INTERVALS CHECK LIST (Continued) EACH 500 HOURS VACUUM SYSTEM AIR FILTER (OPT.) -- Replace filter element. Re- place sooner if suction gage reading drops to 4.6 in. Hg. WHEEL BEARINGS Lubricate at first 100 hours and at 500 hours thereafter. Reduce lubrication interval to 100 hours when operating in dusty or sea coast areas, during 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 40 psi. 4-9 OWNER FOLLOW UP SYSTEM Your Cessna Dealer has an owner follow-up system to notify you when he receives information that applies to your Cessna. In addi- tion, if you wish, you may choose to receive similar notification directly from the Cessna Service Department. A subscription card is supplied in your aircraft file for your use, should you choose to request this service. Your Cessna Dealer will be glad to supply you with details concerning these follow-up programs, and stands ready through his Service Department to supply you with fast, efficient, low cost service. PUBLICATIONS Various publications and flight operation aids are furnished in the air- craft when delivered from the factory. These items are listed below. OWNER'S MANUALS FOR YOUR AIRCRAFT ELECTRONICS AND AUTOPILOT CESSNA FLIGHT GUIDE (FLIGHT COMPUTER) SALES AND SERVICE DEALER DIRECTORY The following additional publications, plus many other supplies that are applicable to your aircraft, are available from your Cessna Dealer. SERVICE MANUALS AND PARTS CATALOGS FOR YOUR AIRCRAFT ENGINE AND ACCESSORIES ELECTRONICS AND AUTOPILOT Your Cessna Dealer has a current catalog of all available Customer Services Supplies, many of which he keeps on hand. If supplies are not in stock, your Cessna Dealer will be happy to order for you. 4-10 Section V OPERATIONAL DATA The operational data shown on the following pages are compiled from actual tests with the airplane and engine in good condition and using average piloting technique. You will find this data a valuable aid when planning your flights. A power setting selected from the range chart usually will be more efficient than a random setting, since it will permit you to estimate your fuel consumption more accurately. You will find that using the chart and your Power Computer will pay dividends in overall efficiency. Cruise and range performance shown in the chart on page 5-4 are based on flight test using a McCauley 1A170/EFA7656 propeller. Other conditions of the tests are shown in the chart headings. Allowances for fuel reserve, headwinds, take-offs, and climb, and variations in mixture leaning technique should be made and are in addition to those shown on the chart. Other indeterminate variables such as carburetor metering- characteristics, engine and propeller conditions, and turbulence of the atmosphere may account for variations of 10% or more in maximum range. Remember that the charts contained herein are based on standard day conditions. For more precise power, fuel consumption, and endurance information, consult the Cessna Flight Guide (Power Computer) supplied with your aircraft. With the Flight Guide, you can easily take into account temperature variations from standard at any flight altitude. 5-1 AIRSPEED CORRECTION TABLE FLAPS UP IAS-MPH CAS-MPH 60 64 70 74 80 84 90 93 100 103 110 112 120 121 130 130 140 139 150 148 FLAPS 10 IAS-MPH 60 70 80 90 100 110 120 130 CAS-MPH 64 73 83 92 101 111 120 130 FLAPS 30 IAS-MPH CAS-MPH 50 54 60 64 70 74 80 83 90 92 100 100 105 104 Figure 5-1. power off STALLING SPEEDS mph - cas GROSS WEIGHT 2500 LBS ANGLE OF BANK / / 1 20 40 60 0 CONDITION FLAPS UP 66 68 75 93 FLAPS 10 60 62 69 85 FLAPS 30 56 58 63 79 Figure 5-2. 5-2 5-3 TAKE-OFF DATA TAKE-OFF DISTANCE FROM HARD SURFACE RUNWAY WITH FLAPS 15 GROSS WEIGHT POUNDS IAS AT 50' MPH HEAD WIND KNOTS AT SEA LEVEL & 59F AT 2500 FT. & 50F AT 5000 FT. & 41F AT 7500 FT. L 32F GROUND RUN TOTAL TO CLEAR 50 FT OBS GROUND RUN TOTAL TO CLEAR 50 FT OBS GROUND RUN TOTAL TO CLEAR 50 FT OBS GROUND Rl^N TOTAL TO CLEAR 50 FT OBS 2500 65 0 10 20 845 580 365 1575 1185 840 1005 705 450 1850 1405 1010 1210 860 565 2255 1735 1270 1470 1060 710 2845 2215 1650 2200 61 0 10 20 630 425 255 1220 900 620 750 510 315 1410 1050 735 900 620 390 1670 1255 895 1085 765 495 2015 1540 1110 1900 57 0 10 20 455 295 165 945 685 460 540 355 205 1070 785 535 640 430 260 1240 915 630 770 525 325 1455 1085 760 NOTES: 1. Increase distance 10% for each 20F above standard temperature for particular altitude. 2. For operation on a dry, grass runway, increase distances (both "ground run" and "total to clear 50 ft. obstacle") by 7% of the "total to clear 50 ft. obstacle" figure. MAXIMUM RATE-OF-CLIMB DATA GROSS WEIGHT POUNDS AT SEA LEVEL L 59F AT 5000 FT & 41 F AT 10,000 FT & 23F AT 15,000 FT L 5F IAS MPH RATE OF CLIMB FT/MIN GAL. OF FUEL USED IAS MPH RATE OF CLIMB FT/MIN FROM S.L. FUEL USED IAS MPH RATE OF CLIMB FT/MIN FROM S.L. FUEL USED IAS MPH RATE OF CLIMB FT/MIN FROM S.L. FUEL USED 2500 89 760 1.5 87 550 3.3 85 340 5.2 83 135 8.6 2200 87 925 1. 5 85 720 2.9 83 510 4.2 81 305 6.0 1900 85 1130 1.5 83 920 2.6 81 715 3.6 79 510 4.8 NOTES: 1. Flaps up, full throttle and mixture leaned for smooth operation above 5000 ft. 2. Fuel used includes warm up and take-off allowance. 3. For hot weather, decrease rate of climb 20 ft./min. for each 10F above standard day temperature for particular altitude. Figure 5-3. I CRUISE Sc RANGE PERFORMANCE CARDINAL Gross Weight- 2500 Lbs. Standard Conditions Zero Wind Lean Mixture 48 Gal. of Fuel (No Reserve) NOTE: Maximum cruise is normally limited to Model 177 are 2 to 3 MPH less than 75% p shown jelow Cruise speeds for the standard for the Cardinal configuration. ALT. RPM % BHP TAS MPH GAL / HOUR ENDR. HOURS RANGE MILES 2500 2700 2600 2500 2400 2300 2200 2100 91 81 72 65 58 52 47 143 135 128 121 115 109 102 12. 6 11.0 9.7 8.6 7.7 7. 0 6. 5 3.8 4.4 5.0 5.6 6. 2 6.8 7.4 545 590 635 675 715 745 755 5000 2700 2600 2500 2400 2300 2200 2100 84 75 68 61 55 50 45 140 133 127 121 115 107 91 11.4 10.1 9.0 8.1 7.4 6. 8 6.2 4.2 4.7 5. 3 5.9 6. 5 7.1 7.7 590 630 675 710 745 765 695 7500 2700 2600 2500 2400 2300 2200 78 71 64 58 53 48 138 132 126 120 113 100 10. 5 9.4 8. 5 7.7 7.1 6. 5 4.6 5.1 5.6 6.2 6.8 7.4 630 670 710 745 765 735 10, 000 2650 2600 2500 2400 2300 70 67 61 55 50 134 131 125 118 106 9.3 8.9 8. 1 7.4 6.8 5. 2 5.4 6. 0 6. 5 7. 1 690 710 745 770 750 12, 500 2650 2600 2500 2400 66 63 58 53 133 130 123 112 8.8 8.4 7.7 7.1 5. 5 5.7 6.3 6.8 725 745 770 760 Figure 5-4. 5-4 LANDING DISTANCE TABLE LANDING DISTANCE WITH FLAPS 30, POWER OFF, AND NO WIND ON HARD SURFACE RUNWAY GROSS WEIGHT POUNDS IAS AT 50 MPH AT SEA LEVEL & 59F AT 2500 FT. & 50F AT 5000 FT. & 41F AT 7500 FT. & 32F GROUND ROLL TOTAL TO CLEAR 50 FT. OBS. GROUND ROLL TOTAL TO CLEAR 50 FT. OBS. GROUND ROLL TOTAL TO CLEAR 50 FT. OBS. GROUND ROLL TOTAL TO CLEAR 50 FT. OBS. 2500 70 435 1220 460 1290 490 1370 515 1450 NOTES: 1. Reduce landing distance 10% for each 4 knots of headwind. 2. For operation on a dry, grass runway, increase distances (both "ground roll" and "total to clear 50 ft. obstacle") by 20% of the "total to clear 50 ft. obstacle" figure. 5-5 Figure 5-5. MAXIMUM GLIDE SPEED 80 MPH (IAS) PROPELLER WINDMILLING FLAPS UP ZERO WIND Figure 5-6. 5-6 Section F/ OPTIONAL SYSTEMS This section contains a description, operating procedures, and per- formance data (when applicable) for some of the optional equipment which may be installed in your Cessna. Owner's Manual Supplements are pro- vided to cover operation of other optional equipment systems when in- stalled in your airplane. Contact your Cessna Dealer for a complete list of available optional equipment. COLD WEATHER EQUIPMENT WINTERIZATION KIT. For continuous operation in temperatures consistently below 20F, the Cessna winterization kit should be installed to improve engine opera- tion. The kit consists of two baffles to cover the side inlets of the cowling nose cap, and insulation for the crankcase breather line. Once installed, the crankcase breather insulation is approved for permanent use in both cold and hot weather. GROUND SERVICE PLUG RECEPTACLE. A ground service plug receptacle may be installed to permit the use of an external power source for cold weather starting and during lengthy maintenance work on the airplane electrical system (with the exception of electronic equipment). NOTE Electrical power for the airplane electrical circuits is provided through a split bus bar having all elec- 6-1 tronic circuits on one side of the bus and other elec- trical circuits on the other side of the bus. When an external power source is connected, a contactor auto- matically opens the circuit to the electronic portion of the split bus bar as a protection against damage to the semi-conductors in the electronic equipment by transient voltages from the power source. Therefore, the external power source can not be used as a source of power when checking electronic components. Just before connecting an external power source (generator type or battery cart), the master switch should be turned "ON." The ground service plug receptacle circuit incorporates a polarity reversal protection. Power from the external power source will flow only if the ground service plug is correctly connected to the airplane. If the plug is accidentally connected backwards, no power will flow to the air- plane's electrical system, thereby preventing any damage to electrical equipment. The battery and external power circuits have been designed to com- pletely eliminate the need to "jumper across the battery contactor to close it for charging a completely "dead" battery. A special fused cir- cuit in the external power system supplies the needed "jumper" across the contacts so that with a "dead battery and an external power source applied, turning the master switch "ON" will close the battery contactor. STATIC PRESSURE ALTERNATE SOURCE VALVE. A static pressure alternate source valve may be installed below the left side of the instrument panel in the static system for use when the ex- ternal static source is malfunctioning. This valve also permits draining condensate from the static lines. If erroneous instrument readings are suspected due to water or ice in the static pressure lines, the static pressure alternate source valve should be opened, thereby supplying static pressure from the cabin. Cabin pressures will vary, however, with open cabin ventilators or win- dows. The most adverse combinations will result in airspeed and alti- meter variations of no more than 6 MPH and 80 feet, respectively. 6-2 RADIO SELECTOR SWITCHES RADIO SELECTOR SWITCH OPERATION. Operation of the radio equipment is normal as covered in the respec- tive radio manuals. When more than one radio is installed, an audio switching system is necessary. The operation of this switching system is described below. TRANSMITTER SELECTOR SWITCH. The transmitter selector switch is labeled "TRANS, " and has two positions. When two transmitters are installed, it is necessary to switch the microphone to the radio unit the pilot desires to use for transmission. This is accomplished by placing the transmitter selector switch in the position corresponding to the radio unit which is to be used. The up posi- tion selects the upper transmitter and the down position selects the lower transmitter. RADIO SELECTOR SWITCHES ----------SPEAKER 1 2 ADF DME SWITCHES CONTROL SPEAKER- PHONE FUNCTION OF COMMUNICATION AND NAVIGATION EQUIPMENT Figure 6-1. 6-3 The installation of Cessna radio equipment provides certain audio back-up capabilities and transmitter selector switch functions that the pilot should be familiar with. When the transmitter selector switch is placed in the No. 1 or No. 2 position, the audio amplifier of the corres- ponding transceiver is utilized to provide the speaker audio for all radios. If the audio amplifier in the selected transceiver fails, as evidenced by loss of speaker audio for all radios, place the transmitter selector switch in the other transceiver position. Since an audio amplifier is not utilized for headphones, a malfunctioning amplifier will not affect headphone oper- ation. SPEAKER-PHONE SWITCHES. The speaker-phone switches determine whether the output of the re- ceiver in use is fed to the headphones or through the audio amplifier to the speaker. Place the switch for the desired receiving system either in the up position for speaker operation or in the down position for head- phones. AUTOPILOT-OMNI SWITCH. When a Nav-O-Matic autopilot is installed with two compatible omni receivers, an autopilot-omni switch is utilized. This switch selects the omni receiver to be used for the omni course sensing function of the auto- pilot. The switch is mounted just to the left of the autopilot control unit located at the bottom of the radio stack in the center of the instrument panel. The switch positions, labeled "OMNI 1" and "OMNI 2", corres- pond to the omni receivers in the radio panel stack. 6-4 WING LEVELER A wing leveler may be installed to augment the lateral and directional stability of the airplane. The system uses the Turn Coordinator for roll and yaw sensing. Vacuum pressure, from the engine-driven vacuum pump, is routed from the Turn Coordinator to cylinder-piston servo units attached to the aileron and rudder control systems. As the airplane de- viates from a wing level attitude or a given direction, vacuum pressure in the servo units is increased or relieved as needed to actuate the aile- rons and rudder to oppose the deviations. The rudder action effectively corrects adverse yaw induced by the ailerons. A separately mounted push-pull control knob, labeled "WING LVLR, " is provided on the left side of the instrument panel to turn the system on and off. A "ROLL TRIM" control knob on the Turn Coordinator is used for manual roll trim control to compensate for asymmetrical loading of fuel and passengers, and to optimize system performance in climb, cruise and let-down. OPERATING CHECK LIST TAKE-OFF. (1) 'WING LVLR" Control Knob -- Check in off position (full in). CLIMB. (1) Adjust stabilator trim for climb. (2) 'WING LVLR" Control Knob -- Pull control knob "ON. " (3) "ROLL TRIM" Control Knob -- Adjust for wings level attitude. CRUISE. (1) Adjust power and stabilator trim for level flight. (2) "ROLL TRIM Control knob -- Adjust as desired. 6-5 DESCENT. (1) Adjust power and stabilator trim for desired speed and rate of descent. (2) "ROLL TRIM" Control knob -- Adjust as desired. LANDING. (1) Before landing, push "WING LVLR" control knob full in to the off position. EMERGENCY PROCEDURES If a malfunction should occur, the system is easily overpowered with pressure on the control wheel. The system should then be turned off. In the event of partial or complete vacuum failure, the wing leveler will auto- matically become inoperative. However, the Turn Coordinator used with the wing leveler system will not be affected by loss of vacuum since it is designed with a "back-up" system enabling it to operate from either vac- uum or electrical power in the event of failure of one of these sources. OPERATING NOTES (1) The wing leveler system may be overpowered at any time without damage or wear. However, for extended periods of maneuvering it may be desirable to turn the system off. (2) It is recommended that the system not be engaged during take-off and landing. Although the system can be easily overpowered, servo forces could significantly alter the manual "feel" of the aileron control, especially should a malfunction occur. 6-6 TRUE AIRSPEED INDICATOR A true airspeed indicator is available to replace the standard air- speed indicator in your airplane. The true airspeed indicator has a cali- brated rotatable ring which works in conjunction with the airspeed indi- cator dial in a manner similar to the operation of a flight computer. TO OBTAIN TRUE AIRSPEED, rotate ring until pressure altitude is aligned with outside air temperature in degrees Fahrenheit. Then read true airspeed on rotatable ring opposite airspeed needle. NOTE Pressure altitude should not be confused with indicated altitude. To obtain pressure altitude, set barometric scale on altimeter to "29.92" and read pressure altitude on altimeter. Be sure to return altimeter barometric scale to original barometric setting after pressure alti- tude has been obtained. FUEL BAY QUICK-DRAIN VALVE KIT Two fuel bay quick-drain valves and a fuel sampler cup are available as a kit to facilitate daily draining and inspection of fuel in the fuel bays for the presence of water and sediment. The valves replace existing fuel bay drain plugs located at the lower inboard area of the wing. The fuel sampler cup, which may be stowed in the map compartment, is used to drain the valves. The sampler cup has a probe in the center of the cup. When the probe is inserted into the hole in the bottom of the drain valve and pushed upward, fuel flows into the cup to facilitate visual inspection of the fuel. As the cup is removed, the drain valve seats, stopping the flow of fuel. 6-7 CARBURETOR AIR TEMPERATURE GAGE A carburetor air temperature gage may be installed in the airplane to help detect carburetor icing conditions. The gage is marked with a yellow arc between -15 and +5C. The yellow arc indicates the carbu- retor temperature range where carburetor icing can occur; a placard on the gage reads "KEEP NEEDLE OUT OF YELLOW ARC DURING POSSI- BLE ICING CONDITIONS." Visible moisture or high humidity can cause carburetor ice formation, especially in idle or low power conditions. Under cruising conditions, the formation of ice is usually slow, providing time to detect the loss of RPM caused by the ice. Carburetor icing during take-off is rare since the full- open throttle condition is less susceptible to ice obstruction. If the carburetor air temperature gage needle moves into the yellow arc during potential carburetor icing conditions, or there is an unex- plained drop in RPM, apply full carburetor heat. Upon regaining the original RPM (with heat off), determine by trial and error the minimum amount of carburetor heat required for ice-free operation. NOTE Carburetor heat should not be applied during take-off unless absolutely necessary to obtain smooth engine acceleration (usually in sub-zero temperatures). 6-8 ALPHABETICAL INDEX A ADF Bearing Indicator, 1-6 After Landing, 1-4 Air Filter, Carburetor, 4-8 Aircraft, before entering, 1-1 file, 4-5 ground handling, 4-1 inspection service-periods, 4-4 lubrication and servicing, 4-7, 4-8 mooring, 4-1 registration number, 1-6 securing, 1-5 Airspeed Correction Table, 5-2 Airspeed Indicator Markings, 3-3 Airspeed Limitations, 3-3 Alternator, 2-4 Aluminum Surfaces, 4-3 Ammeter, 1-6, 2-3, 2-4 Ash Tray, 1-6 Authorized Operations, 3-1 Autopilot Control Unit, 1-6 Autopilot-Omni Switch, 1-6, 6-4 Auxiliary Fuel Pump, 2-2 filter, 4-8 switch, 1-6, 2-2 B Baggage, inside front cover Balked Landing (Go-Around), 1-4 Battery, 2-4, 4-8 Battery Contactor, 2-4 Beacon, Flashing, 2-5 Beacon, Marker, 1-6 Before Entering Airplane, 1-1 Before Landing, 1-4 Before Starting Engine, 1-1 Before Take-Off, 1-2, 2-7 magneto check, 2-7 warm-up, 2-7 Brake Master Cylinders, 4-8 c Cabin Air/Heat Knob, 1-6 Cabin Heating, Ventilating and Defrosting System, 2-5 Capacity, fuel, inside covers, 2-1 oil, inside covers Carburetor, 2-2 air filter, 4-8 air temperature gage, 1-6, 3-4, 6-8 heat control knob, 1-6 Care, exterior, 4-2, 4-3 interior, 4-4 propeller, 4-3 Center of Gravity Moment Envelope, 3-7 Check, Magneto, 2-7 Cigar Lighter, 1-6, 2-4 Circuit Breakers and Fuses, 1-6,2-3 Climb, 1-3, 2-10 data, 2-10, 5-3 go-around climb, 2-11 maximum performance, 1-3 normal, 1-3 speeds, 2-10 Clock, 2-4 Cold Weather Equipment, 6-1 ground service receptacle, 6-1 static pressure alternate source valve, 6-2 winterization kit, 6-1 Index-1 Cold Weather Operation, 2-13 flight operations, 2-15 starting, 2-13 Correction Table, Airspeed, 5-2 Crosswind Landings, 2-13 Crosswind Take-Offs, 2-10 Cruise, 2-11 Cruise and Range Performance, 5-4 Cruise Performance, Optimum, 2-11 Cruising, 1-3, 2-11 D Data, climb, 2-10, 5-3 fuel system, 2-1 landing, 5-5 take-off, 5-3 Defroster Knob, 1-6 Diagram, electrical system, 2-4 exterior inspection, iv fuel system, 2-2 principal dimensions, ii taxiing, 2-8 Dimensions, Principal, ii Dipstick, Oil, 4-7 Drain Knob, Fuel Strainer, 2-2 Drain Plug, Fuel Line, 4-8 Drain Plugs, Fuel Bay, 4-8 E Electrical System, 2-3 alternator, 2-4 ammeter, 1-6, 2-3, 2-4 battery, 2-4, 4-8 battery contactor, 2-4 circuit breakers and fuses, 1-6, 2-3 clock, 2-4 flashing beacon, 2-5 flight hour recorder, 2-4 ground service plug receptacle, 2-4, 6-1 ignition-starter switch, 1-6, 2-4 magnetos, 2-4 master switch, 1-6, 2-4 reverse polarity contactor, 2-4 schematic, 2-4 split bus contactor, 2-4 starter, 2-4 starter contactor, 2-4 switches, 1-6 voltage regulator, 2-4 Emergency Procedures, 6-6 Empty Weight, inside front cover Engine, inside front cover before starting, 1-1 fuel pump, 2-2 instrument markings, 3-3 operation limitations, 3-3 primer, 2-2 starting, 1-2, 2-6, 2-13 Envelope, Center of Gravity, 3-7 Equipment, Cold Weather, 6-1 Exterior Care, 4-2, 4-3 Exterior Inspection Diagram, iv F File, Aircraft, 4-5 Flashing Beacon, 2-5 Flight Hour Recorder, 2-4 Flight Instrument Group, 1-6 Flight Operations, 2-15 Fuel and Oil Gages, 1-6, 3-3 Fuel Specification and Grade, inside back cover Fuel System, 2-1 bay, left and right, 2-2 bay fillers, 4-7 capacity, inside covers, 2-1 carburetor, 2-2 fuel vent line drain plug, 4-8 Index-2 fuel bay sump drains, 4-8 mixture control knob, 1-6, 2-2 pressure gage, 1-6, 2-2, 3-3 primer, 1-6, 2-2 pump, 2-2 quantity data, 2-1 quantity indicators, 1-6, 3-4 quick-drain valve kit, 6-7 reservoir, 2-2 reservoir drain plug, 4-8 schematic, 2-2 selector valve, 2-2 selector valve drain plug, 4-8 shut-off valve, 2-2 shut-off valve knob, 1-6, 2-2 strainer, 2-2, 4-7, 4-8 strainer drain knob, 2-2 throttle, 1-6, 2-2 G Glide, Maximum, 5-6 Gross Weight, inside front cover Ground Handling, 4-1 Ground Service Plug Receptacle, 2-4, 6-1 H Handling Airplane on Ground, 4-1 Heating and Ventilation System, Cabin, 2-5 Hot Weather Operation, 2-15 Hydraulic Fluid Specification, inside back cover Ignition-Starter Switch, 1-6, 2-4 Indicators, Fuel Quantity, 1-6, 3-4 Inspection Diagram, Exterior, iv Inspection Service-Periods, 4-4 Instrument and Radio Dial Lights Rheostats, 1-6 Instrument Markings, 3-3 Instrument Panel, 1-6 Interior Care, 4-4 Landing, inside front cover, 2-12 after, 1-4 before, 1-4 crosswind, 2-13 distance table, 5-5 normal, 1-4 short field, 2-13 Let-Down, 1-4 Light, flashing beacon, 2-5 map, 2-5 Limitations, Airspeed, 3-3 Limitations, Engine Operation, 3-3 Loading Graph, 3-6 Loading Problem, Sample, 3-5 Lubrication and Servicing Procedures, 4-7 M Magneto Check, 2-7 Magnetos, 2-4 Maneuvers, Normal Category, 3-1 Maneuvers, Utility Category, 3-2 Map Compartment, 1-6 Map Light, Control Wheel, 2-5 Marker Beacon Lights and Switches, 1-6 Markings, Instrument, 3-3 Master Cylinders, Brake, 4-8 Master Switch, 1-6, 2-4 Maximum Glide, 5-6 Maximum Performance Climb, 1-3 Maximum Performance Take-Off, 1-3 Maximum Rate-of-Climb Data, 5-3 Microphone, 1-6 Mirror, Rear View, 1-6 Index-3 Mixture Control Knob, 1-6, 2-2 Moment Envelope, Center of Gravity, 3-7 Mooring Your Airplane, 4-1 N Normal Category Maneuvers, 3-1 Normal Climb, 1-3 Normal Landing, 1-4 Normal Take-Off, 1-3 Nose Gear, shock strut, inside back cover, 4-9 o Oil Specification and Grade, inside back cover Oil System, capacity, inside covers filter, 4-8 oil filler and dipstick, 4-7 oil sump, cooler, filter, 4-8 pressure gage, 1-6, 3-3 pressure switch, 2-4 temperature gage, 3-3 Operating Limitations, Engine, 3-3 Operation, Cold Weather, 2-13 Operation, Hot Weather, 2-15 Operations Authorized, 3-1 Optimum Cruise Performance, 2-11 Optional Radio Space, 1-6 Owner Follow-Up System, 4-10 P Painted Surfaces, 4-2 Parking Brake Handle, 1-6 Performance Charts, 2-10 Performance Specifications, inside front cover Power Loading, inside front cover Primer, Engine, 1-6, 2-2 Principal Dimensions, 11 Propeller, inside front cover care, 4-3 Publications, 4-10 Q Quick-Drain Valve Kit, Fuel, 6-7 R Radio, 1-6 dial lights rheostat, 1-6 Radio Selector Switches, 1-6, 6-3 autopilot-omni switch, 6-4 selector switch operation, 6-3 speaker-phone switches, 6-4 transmitter selector switch, 6-3 Range, inside front cover Range and Cruise Performance, 5-4 Rate-of-Climb, inside front cover, 5-3 Rear View Mirror, 1-6 Regulator, Voltage, 2-4 Reverse Polarity Contactor, 2-4 s Sample Loading Problem, 3-5 Schematic, Fuel System, 2-2 Secure Aircraft, 1-5 Selector Valve, Fuel, 2-2 Service Ceiling, inside front cover Servicing Intervals Check List, 4-8 Servicing Procedures, 4-7 Servicing Requirements Table, inside back cover Shimmy Dampener, 4-8 Shock Strut, Nose Gear, inside back cover, 4-9 Short Field Landing, 2-13 Spark Plugs, 4-8 Speaker-Phone Switches, 6-4 Index-4 Specification and Grade, fuel, inside back cover hydraulic fluid, inside back cover oil, inside back cover Specifications - Performance, inside front cover Speed, inside front cover Speed, Climb, 2-10 Split Bus Contactor, 2-4 Stabilator Trim Control Wheel, 1-6 Stalling Speeds Chart, 5-2 Stalls, 2-12 Starter, 2-4 Starter Contactor, 2-4 Starting Engine, 1-2, 2-6, 2-13 Static Pressure Alternate Source Valve, 6-2 Strainer, Fuel, 2-2, 4-7, 4-8 Strainer Drain Knob, Fuel, 2-2 Suction Gage, 1-6 Suction Relief Valve Inlet Filter, 4-8 Sump Drains, Fuel Bay, 4-7 Surfaces, painted, 4-2 aluminum, 4-3 System, cabin heating, ventilation and defrosting, 2-5 electrical, 2-4 fuel, 2-1 owner follow-up, 4-10 T Tachometer, 1-6, 3-4 Take-Off, inside front cover, 1-2, 2-9 before, 1-2, 2-7 crosswind, 2-10 data, 5 -3 maximum performance, 1-3 normal, 1-3 performance charts, 2-10 power check, 2-9 wing flap settings, 2-9 Taxiing, 2-7 diagram, 2-8 Throttle, 1-6, 2-2 Tire Pressures, inside back cover Transmitter Selector Switch, 6-3 True Airspeed Indicator, 6-7 u Utility Category, Maneuvers, 3-2 V Vacuum System Air Filter, 4-9 Valve, Fuel Selector, 2-2 shut-off, 2-2 w Warm-Up, 2-7 Weight, empty, inside front cover gross, inside front cover Weight and Balance, 3-4 loading graph, 3-6 moment envelope, 3-7 sample loading problem, 3-5 Wheel Bearings, 4-9 Windshield-Windows, 4-2 Wing Flap Settings, 2-9 Wing Flap Switch, 1-6 Wing Leveler, 6-5 emergency procedures, 6-6 operating check list, 6-5 operating notes, 6-6 Wing Loading, inside front cover Winterization Kit, 6-1 Index-5 WARRANTY The Cessna Aircraft Company ("Cessna") warrants each new aircraft manufactured by it, and all new aircraft equipment and accessories, including Cessna-Crafted Electronics (as herein defined), and all new service parts for such aircraft, aircraft equipment and accessories sold by it, to be free from defects in material and work- manship under normal use and service for a period of six (6) months after delivery to the original retail purchaser or first user in the case of aircraft, aircraft equipment and accessories (except Cessna-Crafted Electronics as herein defined) and service parts therefor, and for a period of one (1) year after such delivery in the case of Cessna-Crafted Electronics (which term includes all communication, navigation and autopilot systems bearing the name "Cessna", beginning at the connection to the air- craft electrical system (bus bar) and including "black boxes", antennas, microphones, speakers and other components and associated wiring but excluding gyro instruments used in connection with autopilot and navigation systems) and service parts therefor. Cessna's obligation under this warranty is limited to repairing or replacing, at its option, any part or parts which, within the applicable six (6) or twelve (12) months period as above set forth, shall be returned transportation charges prepaid to Cessna at Wichita, Kansas, or to any Cessna appointed or Cessna Distributor appointed dealer authorized by such appointment to sell the aircraft, equipment, accessories and service parts of the type involved and which upon examination shall disclose to Cessna's satis- faction to have been thus defective. (A new warranty period is not established for replacements. Replacements are warranted for the remainder of the applicable six (6) or twelve (12) months original warranty period). The repair or replacement of defec- tive parts under this warranty will be made by Cessna or the dealer without charge for parts, or labor for removal, installation and/or actual repair of such defective parts. (Locations of such dealers will be furnished by Cessna on request). The provisions of this warranty do not apply to any aircraft, equipment, accessories (including Cessna-Crafted Electronics) or service parts therefor manufactured or sold by Cessna which have been subject to misuse, negligence, or accident, or which shall have been repaired or altered outside of Cessna's factory in any way so as in the judgment of Cessna to affect adversely its performance, stability and reliability, nor to normal maintenance services (such as engine tune up, cleaning, control rigging, brake and other mechanical adjustments, maintenance inspections, etc.) and the replacement of service items (such as spark plugs, brake linings, filters, hoses, belts, tires, etc.) made in connection with such services or required as maintenance, nor to normal deterioration of soft trim and appearance items (such as paint, uphol- stery, rubber-like items, etc.) due to wear and exposure. THIS WARRANTY IS EXPRESSLY IN LIEU OF ANY OTHER WARRANTIES, EXPRESSED OR IMPLIED IN FACT OR BY LAW, INCLUDING ANY IMPLIED WARRANTY OF MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE, AND OF ANY OTHER OBLIGATION OR LIABILITY ON THE PART OF CESSNA TO ANYONE OF ANY NATURE WHATSOEVER BY REASON OF THE MANUFACTURE AND/OR SALE OR THE USE OF SUCH AIRCRAFT PRODUCTS, INCLUDING LIABILITY FOR CONSE- QUENTIAL OR SPECIAL DAMAGES, AND CESSNA NEITHER ASSUMES NOR AU- THORIZES ANYONE TO ASSUME FOR IT ANY OTHER OBLIGATION OR LIABILITY IN CONNECTION WITH SUCH AIRCRAFT PRODUCTS. SERVICING REQUIREMENTS FUEL: AVIATION GRADE -- 100/130 MINIMUM GRADE TOTAL CAPACITY EACH BAY -- 24. 5 GAL. (24 GAL. USABLE) REDUCED CAPACITY EACH BAY (INDICATED BY SMALL HOLES INSIDE FILLER NECK) 21. 0 GAL. (20. 5 GAL. USABLE) ENGINE OIL: AVIATION GRADE: -- SAE 50 ABOVE 60F SAE 10W30 OR SAE 30 BETWEEN 0 and 70 F SAE 10W30 OR SAE 20 BELOW 10F (MULTI-VISCOSITY OIL WITH A RANGE OF SAE 10W30 IS RECOMMENDED FOR IMPROVED STARTING AND LUBRICA- TION DURING WARM-UP IN COLD WEATHER. DETERGENT OR DISPERSANT OIL, CONFORMING TO LYCOMING SPECIFI- CATION NO. 301E, MUST BE USED. CAPACITY OF ENGINE SUMP -- 8 QUARTS (DO NOT OPERATE ON LESS THAN 6 QUARTS. TO MINIMIZE LOSS OF OIL THROUGH BREATHER, FILL TO 7 QUART LEVEL FOR NORMAL FLIGHTS OF LESS THAN 3 HOURS. FOR EX- TENDED FLIGHT, FILL TO 8 QUARTS. IF AN OPTIONAL OIL FILTER IS INSTALLED, ONE ADDITIONAL QUART IS RE- QUIRED WHEN THE FILTER ELEMENT IS CHANGED. HYDRAULIC FLUID: MIL-H-5606 HYDRAULIC FLUID TIRE PRESSURES: NOSE WHEEL-------35 PSI ON 5:00 X 5 TIRE MAIN WHEELS------30 PSI ON 6:00 X 6 TIRES NOSE GEAR SHOCK STRUT: KEEP FILLED WITH FLUID AND INFLATED TO 40 PSI. (l- /V 1 CESSNA AIRCRAFT COMPANY WICHITA, KANSAS