Cessna 1962 Cessna 210B Owners Manual

•
ssn a
OWNER'S
--------
MANUAL
performanEe • speElf
Congratulations . .... .
Welcome to the ranks of Cessna owners! Your Cessna has been de
GROSS WEIGHT . . . . . . . . signed and constructed to give you the most in performance, economy,
SPEED, BEST POWER :MIXTURE : and comfort. You will find flying it, either for business or pleasure,a
Top Speed at Sea Lev el . . . .
Cruis e, 75% Power at 7000 ft. . . pleasant and profitable experience.
RANGE, NORMAL LEAN MIXTURE: This Owner's Manual has been prepared as a guide to help you get
Cruis e , 75% Power at 7000 U.. the most pleasure and utility from your airplane. It contains informa
63.5 Gallons , No Res e rve
tion about y our Cessna's equipment, operating procedures, and per
Cruise, 75% P ower at 7 000 fl.. formance; and suggestions for its servicing and care. We urge you to
80 Gallons , No Res erve. . read it from cover to cover, and to refer to it frequently.
Our interest in your flying pleasure has not ceased with your purchase
Optimum Ra nge at 10, 000 flo
63.5 Gallons, No Rcserv" of a Cessna. World-wide, the Cessna Dealer Organization backed by
the Cessna Service Department stands ready to serve you. The follow
Optimum Range at 10. 000 fl.
ing services are offered only by your Cessna Dealer:
80 Gallons, No Resct'vl' . .
FACTORY TRAINED MECHANICS to provide you

RATE OF CLIMB AT SEA U:VI.; L with courteous expert service.
SERVICE CEILING FACTOR Y APPROVED SER VICE EQUIPMENT to
TAKE - OFF: provide you with the most efficient and accurate workman
Ground Run . .
ship possible.
Total Dis tance OVl'l' 50. (,1111 lIll: ,111' 1
A STOCK OF GENUINE CESSNA SERVICE PARTS on

LANDING:
Landing Roll. . . . . hand when you need them.
Tota l Dislance OVI' !' fl U 111111 1111 THE LATEST AUTHORITATIVE INFORMATION
EMPTY WEIGrrT (Appr1J'o(\111 II. )
FOR SER VICING CESSNA AIRPLANES, since Cessna
BAGGAGE . . • . .
Dealers have all of the Service Manuals and Parts Catalogs,
WING LOADING: 1'11\11111 ,ill Ii'{!(.!
kept current by Service Letters and Service News Letters
POWER LOADlNC: 1'1111 lid, ,' lff
published by Cessna Aircraft Company.

FUEL CAPACITY Tilt d
Standard Til 111(. We urge all Cessna owners to use the Cessna Dealer Organization to
Option:11 J.olII\ 11 'II ,1 f l ~ '1 ill the fullest.
OIL CAPAC' I'rV. '1'11111
PROPEl,Lfm CII",!I,11I1 A current Cessna Dealer Directory accompanies your new airplane.
POWER' The Directory is revised fr equently, and a current copy can be ob
Contll,..III. 1 I"U I1 ( III
tained from your Cessna Dealer. Make your Directory one of your
2()O IIII, 'dlll' 101
cross-country flight planning aids; a warm welcome awaits you at

every Cessna Dealer.
=================~
table af [antents
Page
SECTION I - DESCRIPTION .........................;............. 1-1
SECTION II - OPERATING CHECK LIST ............... 2-1
SECTION III - OPERATING DETAILS ..................... 3-1
SECTION IV - EMERGENCY PROCEDURES ........ 4-1
SECTION V - OPERATING LIMITATIONS ............ 5-1
SECTION VI - CARE OF THE AIRPLANE ............. 6-1
DEALIER FOLLOW-UP SYSTEM ...................... 6-6
SECTION VII - OPERATIONAL DATA ................. 7-1
SECTION VIII - OPTIONAL SYSTEMS .................. 8-l
RADIO SELECTOR SWITCHES ......................... 8-1
NAV-O-MATIC .................................................... 8-3
OXYGEN SYSTEM .............................................. 8-7
ALPHABETICAL INDEX ..................................... Index-1
ii iii
*Ma..x imum height or ajrplane with n05(> gear depr essed
am.l an optional rotating beacon installed.
177\1*9'-9" MAX.
deSEri
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 herein.
ENGINE CONTROLS. pull type and changes the setting of

II the propeller governor to regulate
PRI NC I PA L
~L
THROTTU, MIXTURE AND engine speed. It is identical, in
D IMENSION S PROPELLER CONTROLS. operation, to the mixture control.
Pushing the knob forward increases
The push-pull throttle incorporates RPM; pulling the knob out decreases
1\ a lock button to secure it in any de RPM.
sired setting. To operate the throttle, For all ground operations, and for
depress the lock button, then adjust take-off, the propeller control should
the control knob as necessary. Re be full in (high RPM). After take
lease pressure on the lock button to off, reduce throttle first, then reduce
lock the control. To make minor RPM. Since a small control move
adjustments simply screw the control ment will produce a considerable
f--------------36'7"----------~=
'''y in or out without pressing the button.
The push-pull mixture control in
corporates a lock button to prevent
inadvertent leaning or shutting off
the fuel supply. To operate the con
RPM change, you should set up climb
and cruise RPM by screwing the knob
in or out.
Propeller surging (RPM variation
up and down several times before en
trol, depress the lock button, then gine smooths out and becomes steady)
push the knob in for rich mixture or can be prevented by smooth throttle
pull it out for lean mixture. Pulling and propeller control knob operation.
the knob all the way out is idle cutoff Do not change the throttle and pro
for stopping the engine. Release peller control settings with jerky and
pressure on the lock button to lock rapid motions.
the control. To make minor adjust
ments simply screw the control in INDUCTION HOT AIR KNOB .
or out without preSSing the button.
The propeller control is the push- The induction hot air knob is used
iv 1-1
Description Description
to select either filtered cold air from a starting vibrator used in conjunc gallons per hour of fuel being metered will meter enough air for the ade
the induction air scoop or heated air tion with the left magneto. Pushing to the engine. quate cooling and maximum effi
from the right exhaust manifold. In in on the key, while holding it in th e The indicator dial is marked with ciency of the engine under varying
the unlikely event that ice should extreme clockwise position, engages red radials at the minimum and conditions. Opening the cowl flaps,
form in the induction system, as the starter. When the key is released maximum allowable operating fuel while on the ground, steps up the
evidenced by an unexplained drop in from the "START-PUSH" position, pressures. The low flow range of volume of air necessary for engine
manifold pressure, pull the induc it automatically returns to "BOTH . " the indicator has a green arc for cooling. In flight, closing the cowl
tion hot air knob full out. Do not use Refer to page 3-9 for discussion 0 normal cruise fuel flows while the flaps , as required, restricts the
an intermediate position. the use of the ignition-starter s witch high flow portion has white radial flow of air through the engine com
during hand-cranking. lines for take-off and climb settings partment, thereby redUCing the cool
IGNITION-ST ARTER SWITCH. for full power at various altitudes. ing and cowl flap drag to a minimum.
ENGINE INSTRUMENTS. The full power markings represent The cowl flaps are controlled by a
The combination starter and igni maximum performance mixtures for lever on the control pedestal. Nine
tion switch is key-operated. When FUEL flOW INDICATOR. the altitudes shown, making it prac pOSitions, including full open and full
the key is turned to the extreme tical to lean the mixture on a high closed, are provided by means of
clockwise "START-PUSH" position, The fuel flow indicator used willi altitude take- off and during full lOCking holes in the lever mechanism.
the right magneto is inoperative and the Continental fuel injection sy! power climbs for maximum power To change the cowl flap settings ,
a series of high-voltage, retarded tem is a fuel pressure gage ca ll and performance. move the lever to the left, out of the
brated to indicate the app roxin lil li
A
sparks are furnished for starting by In the cruise power range the green locking hole, then reposition. Make
arc covers the normal lean fuel flow sure the lever moves into the locking
required from 45 to 75% power. hole at the new setting.
MINIMUM OPERATING Your Cessna Power Computer or the
FUEl PRESSURE
cruise performance tables on pages FUEL SYSTEM.
\ NORMAL FU EL FLOW 7-4 thru 7-8 show the normal lean
~III~ i~~~~ SETTING fuel flow for cruising power settings. Fuel is supplied to the engine from
two tanks, one in each wing (refer to
/ \\46~~ NOTE figure 1- 3). From each tank, fuel
/o 15 P5I 10 \,
flows by gravity through a fuel reser
~-
I
CRUISE 12
FUEl POWER 14 Best power mixture can be ob voir tank to the fuel selector valve.
tained for any power setting shown Depending upon the setting of the
flOW =-\\ on you.r Cessna Power Computer selector valve, fuel from the left or
\ GAL. / HR . FUL~000i61' 8~~0 by adding 1 GPH to the normal right tank flows through a fuel
\ POWER I
,
. ~a . .ooo~
18 '-IL
t:
;z "
lean fuel flow on the computer. strainer and check valve to the
.000 ~Q engine-driven fuel pump, by-passing
~~ ~;:
S . l. ........
15 .15 PSI 20' FT Cruising climbs (page 3-5) should two electric fuel pumps when they
2~ \ ,';/ ,,0':::
,,_
--=\ I ~ \ .... ~"\SE"
LEVEL
i-\~
t<'o'"
~ ~
v~~ .;:
TAKE-OFF
AND CLIMB
be conducted at approximately 15
GPH up to 7000 feet and at 1 GPH
more than the normal lean fuel flow
shown on the Power Computer at
are not operating. Pressurized fuel
from the fuel pump then flows through
a fuel unit to a distributor manifold
which disperses the fuel to a fuel
POWER RANGE higher altitudes and lower powers. nozzle on each engine cylinder. Vapor
and excess fuel from the engine
FUEl
COWL FLAPS. driven fuel pump and fuel unit are
returned to the main tank being used
Cowl flaps , adjusted to the need, by way of the selector valve and
1-2 1-3
FUEL QUANTI,TY DATA I (u.s. GALLONS) I -Fu el c ann ot be used from bolh tank s simu ltaneously.
fUel QUANTITY INDICATORS
'" - '''
~ ~'
• V'
SELECTOR USABLE FUEL USABLE FUEL USABLE FUEL TOTAL LEfT LEfT • RIGHT RIGHT
VALVE (ALL FLIGHT (LEVEL FLIGHT (CLIMBING. VOLUME fUEL TANK ~' __
' ~. , fUEL TANK
POSITION CONDITIONS) ONLY) DESCENDING) CHECK fiLLER ~ ""'-.... fillER CHECK

VAl VI:. CAP ./""
. . . FUel QUANTITY TRANSMITTERS ..... ~ CAP VALVE
STANDARD TANKS
~ ~
LEFT TANK]
RIGHT TANK~
31.7
31.7
I
.
31.9
31.9
32.4
32.4
LONG RANGE TANKS (OPTIONAL)
LEFT TANK
RIGHT TANK
I 40.0
40.0 I 41.0
41.0 I 41.9
41.9 I 4 2.0
42 .0
FUEl RESER VOIR
WITH DRAIN PLUG
SOLENOID
DECREASE IN USABLE FUel IN All FLIGHT CONDITIONS IS DUE TO DETRIME N TA l VALVE (OPT)
EFFECTS OF UNCOORDINATED FLIGHT (SLIPS OR SKIDS) OR TURBULENT A IR THA I O IL
...
MAY BE ENCOUNTERED IN NORMAL FLYING CONDITIONS . DILUTION
SWITCH
(OPT)
Figure 1-2. TO OIL SYSTEM
reservoir tank. is drawn. Fuel cannot be us ed fro"1 CODE

Refer to figure 1- 2 for fuel quan both tanks simultaneoosly. ~ FUEL SUPPLY
tity data. See the Servicing Diagram IIIIIIIIIIIIIIl EXCESS FUel
(figure 6-1) for a summary of fuel NOTE AND VAPOR
system servicing information. _ RETURN FUEl
The fuel selector valve hall ill , MECHANICAL

LINKAGE
FUEL SELECTOR VALVE. indicates the setting of t he V; i t \'
~ ELECTRICAL
by its pOSition above the ~I I, I CONNECTION
The rotary-type fuel selector valve Take off and land with th e h:III"1
FILTER
8
has three positions, labeled " BOTH turned to the fullest tank .
THROTTlE 0 SCREEN
OFF," "LEFT ON" and "RIGHT ON. "
The "BOTH OFF" pOSition seals AUXILIARY FUEL PU MP SWllrll ~- - ' -- ,.,.
both wing tanks off from the rest of l1fE:2J
the fuel system and allows no fuel The auxiliary fuel pu mp AIR THROTTLE
to pass beyond the selector valve. controls both of the ele ctric ,lljili
The "LEFT ON" position provides iary pumps which supply 1111 I Ii
fuel flow from the left tank to the for starting and for enginl' III" I "
if the engine-driven pump 11 111 .1 1'1 I
FUEl SYSTEM fUEL flOW
GAGE
engine. Similarly, the "RIGHT ON" SCHEMATIC
pOSition provides flow from the right The switch is a split to!" III I I 1 ,-'.'1":\ :'/"'>" ,:7',>, :',:",, :?':'. ,'. ,'
tank to the engine. Both the fuel feed The right half of the switrh , l.thi 1\
fUEL NOZZLES
and vapor return lines for each tank " LO, " operates only one PUtllp. I
go throogh the selector valve, so that viding sufficient fuel fo r (JIIIII III
fuel returns to the tank from which it starting. The left hal! uf 1111 Figure 1-3.
1-4 1-5
labeled "HI, " operates both pumps before the initial flight of the day t
and closes the vapor return line, insure against the presence of water A flop position and
0100 turn & bonk i ndicators,
supplying sufficient fuel flow to or sediment in the fuel. Number under circuit and opt. gyro horizon
maintain flight. This position is also The spring-loaded drain valve in GENERATOR breaker denotes its
A
used for vapor elimination. the strainer is open when the fu el amperoge capacity .
The auxiliary system is not to be strainer drain knob is pulled out a ll

used during normal operation, be the way. The drain valve automati
cause, with the engine-driven pump cally closes when the knob is r e beacon
functioning , a fuel/air ratio con leased. ArTO opl. pilot ond
siderably richer than best power ~J~OOT stoll wO' rning
is produced and any vapor in the ELE CT RICAL SYSTEM. HEAT heaters
system cannot be returned since the
vapor return line is closed. Electrical energy is suppli ed by ligh Is
a 12-volt, direct-current sy s1.cr"
NOTE powered by a 50-ampere engine A~TO cigarette lighter
driven generator. The 12-volt stn l 10
To opt. oil dilution
NAV .. .
If electric pumps are turned on age battery is located on the UPPI i LIGHT To navlgotlon lights
To courtesy lights
with the engine stopped, intake right-hand forward portion of II..
manifolds will be flooded unless firewall.
the mixture is in idle cut-off.
CIRCUIT BREAKERS.
FUEl QUANTITY INDICATORS.
All electrical circuits in the : 1[ I
Two electrically - operated fuel plane, except the clock ci rcuit, III,
quantity indicators are provided, protected by circuit breakers. '/'1]1
each working in con.iunction with an clock has a separate fuse m O\lll l'oI
electric fuelleyel transmitter in its near the battery solenoid. TIl(' 1-01 , II STARTING
respective fuel tank. Turned on by VIBRATOR STARTER
and gear warning, flap posi ti()11 In To fuel quant i ty

CONTACTOR indicators and cylin
the master switch, the indicators dicator. turn-and-bank i ndi (: 11 "1 der head temp. goge
continue to function until the master and the' optional gyr 0 horizo/l I, Iii To instrument-mop lights
switch is turned off. lights circuits are protected II.,. (I ond compass light
single automatically resetti ng \'1 "','·uF londing gear
FUEl STRAINER DRAIN KNOB. breaker mounted behind t he 1111, 1, il indicator lights
ment panel. The remaining ", ,.,·Iiil A10 0 - - Too opt. automatic
.
The fuel strainer drain knob marked are protected by "push- t o I . '~ d
"STRAINER DRAIN" provides a :I~~~ pilot
breakers on the instru me nt P, 1I 1' I
quick, convenient method of draining These can be pulled out 1.1) i N"I II
water and sediment that may have the circuit. The name of th (' I'". 1111
collected in the fuel strainer. The is shown above each breakl'!' .
ELECTRICAL POWER DISTRIBUTION
strainer is located in the nose wheel
well.
tillj lOO1
LANDING LIG HTS.
About two ounces of fuel (3 to 4
seconds of drain knob operation) The landing lights sWill'1t 18 II
should be drained from the strainer split rocker type. To l\ll 'l\ fI" ,If Figure 1-4.
1-6 1-7
lamp for taxiing, push the right half flaps may be stopped in any desi r ed on. The indicator lights are the low center for gear-down, which
of the switch "ON." To turn on both pOSition by releasing the flap control press-to-test type. The gear down give a mechanical indication of the
lamps for landing, push the left half handle which is spring-loaded t o re indicator light (green) has two test gear pOSition. From either posi
of the switch "ON. " turn to its center (off) pOSition. positions; with the light pushed in tion, the handle must be pulled out
approximately half-way (throttle to clear a detent before it can be
NAVIGATION LIGHTS. NOTE pulled out) the gear warning horn repOSitioned; operation of the gear
should soond intermittently, and with and doors will not begin until the
The navigation light switch is the When mooring the airplane , do the light pushed full in, the light handle has been repositioned. To
split rocker type. For flashing navi not use external locks betw een should illuminate. TIle gear up in repOSition the gear , the handle is
gation lights, push the right half of the flaps and ailerons , because dicator light (red) has only one test pulled out and moved to the desired
the switch "ON. " For steady navi aCCidental operation of the flaps position ; with the light pushed full pOSition, then released. Pressure
gation lights, push the left half of could cause structural damage to in, it should illuminate. These tests is created in the system by the
the switch "ON." To switch from both flaps and ailerons. assure proper operation of gear engine- driven hydraulic pump and
steady to flashing, push the left half pOSition indicator lights and warning the gear is actuated to the selected
of the switch "OFF. " NOTE horn. The indicator lights also con position. A detent in the gear handle
tain dimming shutters for rtight oper system holds the handle in the oper
STALL W ARN ING INDICATOR. Check to see that the oo.ggage door ation. To dim the lights, turn the ating pOSition until the cycle is com
is closed before operating the winf{ lens holder on the lights clockwise. pleted, then the handle automatically
The stall warning indicator is an flaps. Also, retract the flaps bl' For daytime operation, the lights returns to neutral and pressure in
electric horn controlled by a trans fore opening oo.ggage door. should be full bright. the system is relieved by a pump un
mitter unit in the leading edge of the As an additional reminder that the loading valve. The valve continually
left wing . This system is in oper LANDI N G GEAR SYSTEM, landing gear is retracted, a warrting recycles the fluid output of the pump,
ation whenever the master switch is horn sounds intermittently whenever allowing no pressure build-up in the
turned on. The transmitter responds The retractable tricycle lancllll the throttle is retarded with the gear system, until the wing flap or landing
to changes in the airflow over the gear of your aircraft is essenUa IIv up. gear handles are used to select a new
leading edge of the wing as a stall the familiar LAND-O- MATIC spr lll Both the main and nose landing flap or gear pOSition.
is approached. In straight-ahead gear. It is extended and retracll I gear wheels are fully enclosed by
and turning flight, the warning horn by hydraulic actuators, powered II~ doors. Except for the nose gear IMPORTANT
will sound 5 to 10 MPH ahead of the an engine- dri ven hydrauli c pu "'II strut doors , which are linked me
stall. The nose gear retracts forward 111101 chanically to the strut, all the land The landing gear position handle
Under safe flight conditions, the up and the main gear rotates aft lill d ing gear doors are operated by hy shoold be returned to neutral man
only time you may hear the warning up, into wells under the f u sf.'lll~~1 draulic actuators which open the ually if a malfunction occurs in
horn will be a short beep as yoo land. Both the main and nose gear /1 ;lvl doors to permit the gear to pass, the hydraulic system which pre
positive mechanical up and 1/1 I\\' II then close once more, on both the vents the gear position handle from
WING FLAPS. locks , operated by separate hyriJ ,llI extension and retraction cycles. The returning to neutral after an ex
lic actuators. The nose gear ,11110 gear operating sequence, including tension or retraction cycle has
The wing flaps are operated hy has a hydraulic safety lock wilhln Ii opening and closing the doors, is been completed. Continuous op
draulically by the same system which gear actuator. Limit switChCH Ilill completely automatic. eration with the handle out of
operates the landing gear. The flaps trol two position-indicator 11 .:ill neutral keeps the system pres
are controlled by a lever on the con which show that the gea r is I'dili'l GEAR POSJTlON HANDLE. surized and will eventually result
trol pedestal located below the center up or down and locked. Thl' 1111\\ in overheating and damage.
of the instrument panel. Flap de switches are connected in HI'l l i The gear pOSition handle has two
flection is shown by an electric indi so that all three gears must b(' 11I1'].l'tl neutral positions, slightly above A safety switch, actuated by the
cator on the instrument panel. The before either indicator light !'tuil (;enter for gear-up and slightly be- nose gear strut, restricts the gear
1-8 1-9
position handle to prevent inadvertent to straighten the nose wheel as Ul( ' lor windshield defrosting. VVith the corner of the windshield, are pro
retraction, whenever the nose gear gear retracts, even though s om e (~ontrol knob rotated full counter vided to supply additional ventilating
strut is compressed by the weight of rudder is being carried . You need clockwise, the flow of defrosting air is air. To operate, pull the ventilator
the airplane. not neutralize the rudder to ret rac l shut off; rotation of the knob clock out and rotate to the deSired posi
During a normal cycle the gear the gear. wise permits air flow to the wind tion. Two additional ball and socket
locks up or down and the position shield, the amount depending upon the ventilators are installed just forward
indicator light comes on. When the CABIN HEATING A ND degree of rotation toward full open. of each rear door post in the ceiling,
light illuminates , hydraulic pressure The temperature of defrosting air is for rear seat passengers. To regu
VENTILATING SYSTE M . late the air, turn the knurled ring on
is switched from the gear actuators dependent upon the setting of the
to the door actuators to close the Fresh air for heating and ventila b nl', "CABIN AIR"and"CABIN HEAT'knob. the rim of the ventilator.
gear doors. VVhen the doors are the cabin is supplied by a manih lld Two ventilators, one in each upper
closed the gear handle returns to cabin heater and two ventilating ;:u 1
neutral and the cycle is complete. scoops, one on each side of the fu ~iI' DOOR OPENING DIMENSIONS
The normal time interval between lage just forward of the cabin dO" 1 WIDTH WIDTH HEIGHT HEIGHT
the indicator lighting and the handle The temperature and amount of :111 INTER N AL CABIN (TOPI (BOTTOMI (FRONT] (REARI
returning to neutral is 2- 3 seconds. entering the cabin is controlled IJV ~ D IM ENSIO N S CABIN
DOOR 32 1'2" 37" 41" 39 Y. "
If the position indicator light does two knobs on the instrument patH J BA GGAGE
20 Y. " 20Y." 23" 22/1 "
not light the gear doors will not close The "CABIN AIR" knob operates II" DOOR
and hydraulic pressure will be main air scoop on each side of the fu se!;I.','
tained on the landing gear actuators. and controls cool fresh air e nte l' lIl1'
the manifold on the firewall. T h,
EMERGENCY HAND PUMP . "CABIN HEAT" knob regulat es II I
amount of heat entering th e ca l""
For emergency use if the hydraulic Both control knobs are the dou bl.
system fails, the hydraulic control button type having friction lock!! ~ "
unit contains a manual pump which permit intermediate settings . I f'
may be used to extend the gear and operate either of the conlrl d
operate the flaps. The system fluid squeeze the buttons , releas inp, 1111
reservoir is arranged to retain suf lock; then adjust the knob.
ficient fluid to extend the gear and For cabin ventilation, pu ll 11 \,
flaps with the hand pump if a failure "CABIN AIR" knob out. T o 1'111 ,.
between the engine-driven pump and the air temperature, pull the "CAlli
the reservoir results in fluid loss. HEAT' knob out approximate ly I I
See Section IV for emergency oper to 1/ 2" for a small amount of (' ,I h ill
ation of the hand pump. heat. Additional heat is availaJ>l 1 I
pulling the knob out farther; maXi lJ lIll .!
STEERING . heat is available with the " CAllI
HEAT" knob pulled full ou l a lld 1I 1I
The nose wheel of your Cessna is "CABIN AIR" knob push ed fil II f I! FLOOR WIDTH
MEASUREMENTS
steerable through the rudder pedals VVhen no heat is desired i n th e 1' J1 dli
in an arc of 15 0, after which it be the "CABIN HEAT" knob is I,, !! ·hqi
comes free-swiveling up to 30°, on full in.
each sid e of center. A rotary type control knob, I;d '. II
The steering linkage is arranged "DEFROST, " regulates the 3 11 I I. Figure 1-5.
1-10 1-11
Operating Check List
~~een- ' ~ AAA.~
· II ~
aperating [he[k 115t~
...
This section lists , in Pilot's Check List form , the steps nec es sary to
operate your airplane effiCiently and safely. It is not a check list in its
4
I rue form as it is considerably longer , but it does cover briefly all of the
points that you would want to or should know concerning the information
NOTE
you need for a typical flight.
The flight and operational characteristics of your airplane are normal
If night flight is plann ed ,
check operation of all in all respects. There are no "unconventional" characteristics or opera
Ughts, and make sure a
flashlight is avallab!e.
lions that need to be mastered . All controls respond in the normal way
within the entire range of operation. All airspeeds mentioned in Sections
II. III and IV are indicated airspeeds. Corresponding true indicated air
speeds may be obtained from the Airspeed Correction Table in Section VII.
BEFORE ENTERING THE AII RPLANE.

(1) Make an exterior inspection in accordance with figure 2-1.
EXTERIOR INSPECTION
0' Check main wheel Ure for cuts, bru h:i.1 t ~ II,1
proper inflation.
BEFORE STARTING THE ENGINE.
CD a. 1\Jrn on master switch and check fuel qua.nt it~.
indicators.
b.
c.
Rem ove fuel tank cap and c hc-ck fu p.l IOYflt 1.11
agree ment with gage reading. Secur, \ I' ' I
Disconnect tie-\.1own rope or chaj n.
b. With master switc h "ON." check ope ration d. Check fuel tank vc nt openin g fo r sttlPIJ.J (1) Pilot's Check List - - Review check list on left front doorpost.
of stall warni ng tra.nsmitter tab and warning c. Check cour tesy li Gh t for damage.
horn. (2) Seats and Seat Belts - - Adjust and lock.
C, Turn off m..'lster s\\.itch, check ignition switch
"OFF," and c hec k that fuel tank selector
f'6\ a. Check windshield for c leanli ness. (3) Flight Controls -- Check.
\::!.) h. Check pr opelle r and spi nner for IlJClcl .1.1
"alve handle is on fullest ta nk. security. (4) Brakes -- Test and set.
d. On Urst flight of day , pull out strai ner drain c. Examine propeller for all leaks .
knob for about four seconds, to clear Cuel d. Make \1sual check t o ins ure that CUi!l . l • .o t, , (5) Master Switch -- On.
strainer of posSible water and sediment.
e. Rem o\'e control wheel loc k, if installed. e.
drain valve is closed alter draJ.nJng OIX' ,,,Ur
Check nose wheel strut for prope r 11111.111 "
(6) Landing Gear -- Handle neutral and down light green.
I. Ch e ck nose wheel tire for cuts , bnalat Ji I (7) Landing Gear Lights and Horn - - Push to test.
0 · b.
Check baggage door for security (left aide
only ).
Inspect 31 rs peed st.atic sootce holes on sides
g.
proper inflati on.
Dis connect tie-down rope. (8) Cowl Flaps -- "OPEN."
of fuseJage for stoppage.
h. Check induction air filter (or rcslru:h" " 11 I ·

dust or oUte r foreign matt er.
(9) Elevator and Rudder Trim - - Set.
l. C heck oil level. Do not ope r ate wllh I (10) Fuel Selector -- Fullest tank.
f3\ •.
\:V b.
Remove gust locks, if instal1cd.
than ninc quarts. F i ll fOr c~t.f.' n (h· ' tl llll.
Inspect taU surface hinges and hinge bolts.
j. Inspect cowl access doors fOr ae CU '-i t v
c.
d.
Check trim tab for security.
Disconne ct tie-down rope or chain.
k. Inspect radio ventilation air I nl akl \ .( ' l1

side o f fu selage for stoppage (te tt Al dt · 1·•• 11'1
STARTING ENGINE.
f'"4'\ a.
~ b.
Check aileron and flap hinges.
Che ck navigation light for damage.

0 ·· b.
Remove pitot tube cover , if ins ta ll, 'd
Inspect pitot tuhe opening' ror !Il t O l'lII;) if
(1) Mixture -- Rich.
(2) Propeller -- High RPM.
(3) Throttle -- Cracked (one inch).
Figure 2-1. (4) Auxiliary Fuel Pump Switch -- On "LO. "
1-12 2-1
Operating Check List Operating Check List
(5) Ignition Switch -- "START-PUSH" (when fuel flow is steady at ~ (2) Throttle Setting - - 1700 RPM.
to 4 gal/hr). Hold until engine fires, but not longer than 30 second (3) Engine Instruments -- Within green arc.
(6) Ignition Switch - - Release to "BOTH" (when engine fires). (4) Ammeter -- Check
(7) Auxiliary Fuel Pump Switch -- "OFF" (after engine starts). (5) Magnetos -- Check (125 RPM maximum drop).
(6) Propeller -- Check.
HOT ENGINE STARTING PROCEDURE. (7) Flight Controls - - Recheck.
(8) Wing Flaps -- 0 ° to 20 °.
With vapor in the fuel system, the auxiliary fuel pumps on "LO" f)I (9) Cowl Flaps -- Full "OPEN."
"HI" will run with a deep growling or rattling sound until the vapor I
(10) E levator and Rudder Trim - - Take-off setting.
purged. Under these conditions , start the engine as follows: (11) Cabin Doors -- Closed and locked.
(1) Mixture -- Idle cut-off. (12) Flight Instruments and Radios - - Set.
(2) Throttle -- Closed.
(3) Master Switch -- On. TAKE-OFF.
(4) Auxiliary Fuel Pump Switch -- "ill" (until vapor is purged).
(5) Throttle -- Cracked (one inch). NORMAL TAKE-OFF.
(6) Ignition Switch - - "START- PUSH" to engage starter. (1) Power -- Full throttle .
(7) Mixture - - Push to full rich. (2) Elevator Control -- Lift nosewheel at 60 MPH.
(8) Ignition Switch -- Release to "BOTH" (when engine fires). (3) Brakes -- Apply momentarily (when airborne).
NOTE (4) Landing Gear -- Retract (in climb-out).
(5) Wing Flaps -- Retract (if extended).
The engine should start in 3 to 4 revolutions. If it does
not, the mixture should be moved toward idle cut-off to MAXIMUM PERFORMANCE TAKE-OFF.
lean out the fuel mixture in the cylinders. Again the en (1) Wing Flaps -- 20°.
gine should start in 5 to 7 additional revolutions; if it does (2) Brakes -- Apply.
not, stop cranking and start again from step (1) after a (3) Power - - Full throttle and 2625 RPM.
brief rest (approximately 30 seconds). (4) Mixture -- Lean for field elevation.
(5) Brakes -- Release.
(9) Mixture -- Adjust (smoothly) between full rich and idle cu t- pH I .) (6) Elevator Control -- Maintain slightly tail-low attitude.
obtain a fuel-air mixture that will accelerate engine to 1000 - 1200 n I'M . (7) Climb Speed -- 64 MPH.
(10) Auxiliary Fuel Pump Switch -- "LO" after engine starts. (8) Landing Gear and Flaps - - Retract after obstacles are cleared.
(11) Throttle -- Idle the engine 800 - 1000 RPM on "LO" and fu ll ' h.' 11
mixture until there is no sign of vapor. CLIMB.
NOTE
NORMAL CLIMB.
Under severe vapor conditions it may take 2 to 5 minutes (1) Air Speed -- 120 to 140 MPH.
to purge the vapor from the system. If the auxiliary pump (2) Power -- 24 inches and 2450 RPM.
is not on, the engine RPM may slowly start to drop off as (3) Mixture -- Lean for altitude as necessary.
the fuel flow fluctuates with vapor; opening the throttle (4) Cowl Flaps -- 1/2 to full "OPEN ," as required.
slightly and turning the auxiliary fuel pump on will stabi
lize engine operation. MAXIMUM PERFORMANCE CLIMB.
(1) Air Speed - - 105 MPH (sea level) to 97 MPH (10, 000 feet).
BEF O RE TAKE -O FF. (2) Power -- Full throttle and 2625 RPM.
(3) Mixture -- Lean for altitude.
(1) Induction Air -- Cold. (4) Cowl Flaps -- Full "OPEN."
2-2 2-3
Operating Check List
CRUISING.
(1) Power -- 15-24 inches of manifold pressure and 2200-245 0 RJI~I
(2) Cowl Flaps -- Adjust to maintain normal cylinder head t emp' ,
•••
ature.
(3) Elevator and Rudder Trim - - Adjust.
D etails
(4) Mixture -- Lean for cruise fuel flow as determined fro m VI"1
Cessna Power Computer or from the tables on pages 7 -4 thr u 7- U
LET -DOWN. The following paragraphs cover in somewhat greater detail the items
•'1I 11' red as a Check List in Section II. Not every item in the list is discussed
(1) Mixture -- Rich. ii i' I" '. Only those items of the Check List that require further explanation
(2) Power -- As desired. "'1 11 he fou nd in this section.
BEFORE LANDING. PREFLIGHT CHECK. lage, and tail surfaces, as well as

damage to navigation and landing
(1) Fuel Selector -- Fullest tank. The exterior inspection described lights, and radio antennas. Outside
(2) Landing Gear Lever -- " DOWN" (below 160 MPH). III Sl'ction II is recommended for the storage for long periods may result
(3) Landing Gear Light -- Green. I ll'Ii l flight of the day. Inspection in water and obstructions in the air
(4) Flaps -- Down 10 0 (below 160 MPH). I' ro('cdure s for subsequent flights speed system lines, condensation
(5) Mixture -- Rich. IIl1rmally are limited to brief checks in fuel tanks, and dust and dirt on
(6) Airspeed -- 85-95 MPH (flaps retracted). ", Ihe tail surface hinges, fuel and the intake air filters and engine cool
(7) Propeller -- High RPM. "U quantity, and security of fuel and ing fins.
(8) Flaps -- Down 10 0 - 40 0 (below 110 MPH). 1111 riller caps. If the airplane has If the airplane has been operated
(9) Airspeed -- 75 - 85 MPH (flaps extended). 11"" 11 subjected to long-term storage, from muddy fields or in snow and
(10) Elevator and Rudder Trim -- Adjust. I' l'C'tlllt major maintenance, or q>era slush, it is necessary to check the
11 1111 from marginal airports, a more nosewheel and main gear wheel wells
NORMAL LANDING. I,,,tullsive exterior inspection is rec for obstructions and cleanliness.
11111 mended. Operation from a gravel or cinder
(1) Touch Down -- Main wheels first. Aller major maintenance has been field will require extra attention to
(2) Landing Roll -- Lower nosewheel ge ntly. lI"dc)rmed, the flight and trim con propeller tips and abrasion on lead
(3) Braking -- Minimum required. Ir o ls should be double- checked for ing edges ci the hOrizental tail. Stone
'I j'I' and correct movement.
'I'hl! security of all inspection plates
damage to the outer six inches of the
propeller tips can seriously reduce
AF TER LANDING.
Oil Ihe airplane should be checked the fatigue life of the blades.
(1) Cowl Flaps -- "OPEN. " 11111 owing periodic inspections. If Airplanes that are operated from
(2) Wing Flaps -- Retract. th. ' a irplane has been waxed and pol rough fields, especially at high aUi
(3) Mixture -- Idle cut-off. I Hllt'd, it is a good practice to check tudes, are subjected to abnormal
(4) Ignition Switch -- "OFF." I hi' (!xternal static pressure source landing gear abuse. A frequent check
(5) Master Switch -- Off. h ili (> s for stoppage. of all components of the landing gear
(6) Brakes -- Set. If the airplane has been exposed to retracting mechanisms, shock strut,
11I1I1: h ground handling in a crowded tires, and brakes is important.
h .11I Kar, it should be checked for The inte rior inspection will vary
111'nl o and scratches on wings, fuse according to the miSSion and the
2-4 3-1
Operating Details Operating Details
optimal equipment installed. Before master switch should be turned , d I 1111, 1 pump switch to "LO." It may Release the parking brake before
high altitude flights, it is important Unlike a carburetor, whi ch dUJI III' necessary to readjust the mixture taxiing and use the minimum amount
to check the condition and quantity of plies no fuel to the engine unt il ". IN,t ween full rich and idle cut-off for of power necessary to start the air
oxygen face masks and hoses. The airflow has been induced by CI',IIII 11't'('!eration of the engine to 1000 plane moving. During taxi, and es
oxygen supply system shoold be func ing, the continuous-flow fue l lnll I I:WO RPM. To assure complete pecially when taxiing downwind, the
tionally checked to insure that it is in tion system will start sprayina 11( , I .'l llIlination of vapor under severe RPM should be held down to prevent
working order. The oxygen pressure in the intake ports as sOOn <UI III " tl nditions, idle the engine 800-1000 excessi ve taxi speeds. Taxiing
gage should indicate between 300 and throttle and mixture contro)!1 .11' I( PM with the auxiliary fuel pump should be done at a speed slow enough
1800 psi, depending upon the antici opened and the auxiliary pUlll Jl I IV ilc h on "LO" and with full rich to make the use of brakes almost
pated requirements. turned on. Thus, the fuel- inJl'j'III''1 '" l.'I lure until there is no sign of entirely unnecessary. USing the
Satisfactory operation of the pitot engine needs no primer; at the IIUII' I' a por. brakes as sparingly as possible will
tube and stall warning transmitter time, if the auxiliary pump is bll" " ,1 ~ ngine mis-starts characterized prevent undue wear and strain on
heating elements is determined by on aCCidentally while the englrl' I tty weak, intermittent explosions tires, brakes, and landing gear.
turning on the heater and cautiously stopped, with the throttle OPI'II 11,.1 fnlluwed by puffs of black smoke from Normal steering is accomplished by
feeling the heat of both devices. the mixture rich, solid fuel will I "I Illl' exhausts are caused by over app'lying pressure to the rudder pedal
If night flying is anticipated, all lect in the intake manifolds, the 'llI,'" IJrl ming or flooding. This situation in the direction the airplane is to be
exterior and interior lights should tity depending on the amount or 1111 ,,1 hi more apt to develop in hot weath turned. For smaller radius turns,
be checked for proper illumination. tle opening and the len gth 01 IIif' I' r . or when the engine is hot. If it at slow speed, the brakes may be
the pump has been operaUllt!, I [w(:urs, repeat the starting routine used on the inside wheel. At slow
STARTING ENGINE. this happens, it is advis abl~ tn y. . il with the throttle approximately 1/2 taxi speed, this airplane may be
a few minutes until this fu el I II i In "IIc'n, the mixture in idle cut-off and pivoted about the outboard strut fit
Since each engine cylinder is fired away before starting the engl lH ., I h tl auxiliary pump off. As the en ting without sliding the tires. When
by a single spark plug with starter avoid flooding, be sure you arl ' I I III Ki ne fires, move the mixture con taxiing in crosswinds it is important
engaged (refer to page 1-2), it is to crank the engine as s o(nl , I l t' nl to full rich and decrease the that speed and use of brakes be held
important to release the spring steady fuel flow of 2 to 4 gl1 1 II , I I h rottle to idle. to a minimum and that all controls
loaded ignition and starter switch obtained. If the engine is under-primed, as be utilized to maintain directional
to the "BOTH" position immedi In hot weather with a hot el lj', l11 Ilia y occur in cold weather with a control and balance.
ately after the engine fires. This fluctuating fuel flow slightl y I" \'1, 111 engine, repeat the starting pro
autom atically provides dual igni than normal may be obtained . I'Ii ""dure with the auxiliary fuel pump NOTE
tion for better engine acceleration. is an indication of vaporized 1\1 1 I ' W Ilch on "Ill" until the engine fires.
The starting system on this air the starter should not be cn" 1i I If prolonged cranking is necessary, Caution should be used when taxi
plane requires a special procedure until a steady fuel flow is , ,101 1111'1 .a llow the starter motor to cool at ing over rough fields to avoid ex
for hand-cranking the engine, Re by purging the system. To I" I ;! j fre quent intervals, since excessive cessive loads on the nosewheel.
fer to page 3-9 for details. flooding the engine whil e Pi li ' Iii 11I'al may damage the armature. Rough use of brakes and power
The use of an external power source set the mixture control in !t Ill 1.\'1 also add to nosewheel load. A
is recommended for starting in cold off and close the throtll. ' '!'Ii TAXIING. good rule of thumb: "Use mini
weather, Before connecting a gen turn the auxiliary fuel pUll lP mV11 mum speed, power, and brakes."
erator type external power source it to "HI" ; the auxiliary fu( '1 PI.II EI The induction hot air knob should
is important that the master switch will run with a deep growlinl' PI I d lie ' pushed full in during all ground Taxiing over loose gravel or cin
be turned on. This will enable the tling sound until the vapor i :, 1'\' I flpf' rations unless heat is absolutely ders should be done at low engine
battery to absorb transient voltages
which otherwise might damage the
transistors in the audio amplifier.
After purging, open the tI)I'ull l,
inch, engage the starter a nc! I"l
mix"iure control to full riCh <\;
"II 'ljO('('ssary for smooth engine opera
11 011. When the knob is pulled out to
II ... heat pOSition, air entering the
speed to avoid abrasion and stone
damage to the propeller tips. Full
throttle run-ups over loose gravel
When using a battery type cart the the engine starts, turn tlle 1111 II I .'lIitl lle is not filtered, are especially harmful to propeller
3-2 3-3
tips . When take-offs must be made generator is also important Rill ' " !"Ilco-nffs into strong crosswinds ting is 24 inches of manifold pres
over a gravel surface, it is very satisfactory operation of a ll "".11., 1111 1' IImlly are performed with the sure and 2450 RPM.
important that the throttle be ad equipment and electrical instru It II 'h i 1111 II IIII 11m flap setting necessary for Before retracting the landing gear,
vanced slowly. This allows the air is essential to instrument r li l' III \I II' Ci r.ld length, to minimize the the brakes should be applied mom
plane to start rolling before high The condition of the gene r a-t il' I ;Irlfl angle immediately after take entarily to stq> wheel rotation. Cen
RPM is developed, and the gravel checked by noting that the a mnII II , " , The airplane is accelerated trifugal force caused by the rapidly
will be blown back of the propeller is not showing a discharge w il l; Iii i " . 1 speed slightly highe r than nor spinning wheel expands the diameter
rather than pulled into it. engine speed above 1000 R PM hwl, lhen pulled off abruptly to pre of the tire. If there is an accumula
A simple last-minute re c h t" ~ I, I.J v"11 1 possible settling back to the tion of mud or ice in the wheel wells,
BEF 0 R'E T A K E-OFF. important items should i nc ilid . Li III II WOIY while drifting. When clear the rotating wheel may rub as it is
glance to see that the mi xtUI'l' ,1f1(1 " I I h,· ground, make a coordinated retracted into the wheel well.
Most of the warm up will have been propeller pitch knobs are fu ll ill . I!I ' lirn into the windto correct for drift.
flight controls have free and COl ' , , i IMPORTANT
conducted during taxi, and additional (,Illldlng gear retraction normally
warm up before take-off should be movement, and the fuel s e l~' t' l 'Ii I.- " tarted after reaching the point The landing gear pOSition handle
restricted to the checks outlined in on the fullest tarue !lv.·r the runway where a wheels should be returned to neutral man
Section IT. Since the engine is close ,tllWIl, forced landing on that runway ually if a malfunction occurs in
ly cowled for efficient in-flight cool TAKE-OFF. wUlI ld become impractlcal. Since the hydraulic system which pre
ing, precautions should be taken to lhl! landing gear swings downward vents the gear position handle from
avoid overheating on the ground. Full It is important to check full- Ill. "III Jlproximately two feet as it starts returning to neutral afte r an ex
throttle checks on ,t he ground are engine operation early in lilt , I" Ih .. retractlon cycle, damage can tension or retraction cycle has
not recommended unless the pilot off run . Any signs of r ou gh tlllW rall ult by retracting it before ob been completed. Continuous op
has good reason to suspect that the operation or sluggish engil1l' , II ~f l 1.llling at least that much ground eration with the handle out of
engine is not turning up properly. eration is good cause for ctif; l' 1l1l1 illl! ,· Il'arance. In addition, the landing neutral keeps the system pres
If the ignition system check pro ing the take-off. "ill" would extend slowly in the event surized and will eventually result
duces an engine speed drop greater For maximum engine pOW I I , 'III "' 1lI1 engine failure during take-off, in overheating and damage.
than 125 RPM, the warm-up should mixture should be adju ste d II II! il Iltt mlght not be completely down
be continued a minute or two longer the initial take-off roll i u l it , I while a wheels-down landing could CLIMB.
prior to rechecking the system. If flow corresponding to the fll 101 • I 11 11 be made on the runway.
there is doubt concerning the opera vation. The power increasl' I A cruising climb at 24 inches of
tion of the ignition system, checks nificant above 3000 fe el ,11101 AFTER TAKE-OFF. manifold pressure, 2450 RPM (ap
at higher engine speed may confirm procedure always should I" proximately 75% power) and 120 to
the seriousness of the deficiency. ployed for field elevati on ~ ~', I ' r ~" To set up the airplane in climb 140 MPH is recommended to save
A drop in excess of 125 RPM with than 5000 feet abov e s ea I j' ~, I t'llnf lguration, retract the landing time and fuel for the overall trip.
more than 50 RPM differential be 0
Using 20 wing flaps r edull 1'.1 r, adjust power for climb, re In addition, this type of climb pro
tween magnetos with a warm engine ground run and total dis tullt I 11 .11' 1 the wing flaps at a safe alti vides better engine cooling, less
at 1700 RPM is considered excessive. the obstacle by approxi nlli l t i \1111 ) and airspeed, and adjust the engine wear, and more passenger
If instrument or night flights are per cent. Soft field take f ill ml x lure for the power setting se comfort due to lower noise level.
contemplated, a careful check should performed with 20 0 fl ap s IJY II \I'dI' d. The mixture should be leaned as
be made of vacuum pump operation. the nosewheel off the grnunrl I I"lwcr reduction will vary accord necessary for the lower powers
A suction of 4.5 inches of mercury as practical and leaving Ihl' 11110: to the reqUirements of the traffic available at altitude.
is desirable for gyro instruments . in a slightly tail-low attitulh' ...Ilt c·rn, surrounding terrain, gross If it is necessary to climb rapidly
However , a range of 3.75 to 5.0 ever, the airplane sh ould I", It w"I~lht, field elevation, temperature, to clear mountains or reach favor
inches of mercury is considered off immediately to accolt't ltl, It 1111 e.ngine condition. However, a able winds at high altitudes, the best
acceptable. The condition of the safe climb speed of 70 M Pli nllrmal "after-take-off' power set- rate -of -clim b spe ed should be used
3-4 3-5
this airplane . Should an inadvertent LANDING. I eMIII RPM), the airplane Is ready for NOTE
spin occur, standard light plane re ' Ilk. ' -off if it accelerates smoothly
covery techniques should be employ Landings are simple a nd C lll'VI Ii 1111 the oil pressure is normal and With the auxiliary fuel pump op
ed. tional in all respects. Either Ill'..... , It.ady. erating, engine flooding is pos
off or power-approach type IDndll1 Ull rl ng let-down, observe engine sible. Avoid prolonged use of the
LET-DOWN. can be executed with any flap twill" ' nlllpc ratures cl~ely and carry sui pump in the priming operation.
Although power-off approachNl \I. Iii IId" lll power to maintain them in
Let-downs should be initiated suf full flaps are adequately steep, 11,.. r Cl c ommended operating range. (5) With ignition switch held in the
fiCiently before the destination is are permissible if necessary. 1"llr continuous operation in tem "START" position (do not push in as
reached to permit a gradual rate of Apprwch speeds should be apl""" I"·,,atures conSistently below 20° F, this will engage the starter), hand
descent at cruising speed, using just mately 85 - 95 MPH with flUII tllIl Ca ssna winterization kit, avail crank the engine.
enough power to hold engine tem and 75 - 85 MPH with flaps exll ',lIl, hi,· rrom your Cessna Dealer, should
perature in the green arc range. The landing normally sholiid I IPI' InHtalled to improve engine opera IMPORTANT
made on the main whe e ls will, 111111 .
BEFOR'E LANDI NG. little braking as practical durt III Do not hand-crank with the Ign
landing roll. HA ND-CRANKING THE ENGINE. ition switch on "BOTH", "L",
In view of the relatively low drag or ''R''. In these positions, kick
of the extended landing gear and the COLD WEATHER OPERAJI Whe n no external power is avail back or reverse rotation may
high allowable gear down speed (160 II II! , and the battery does not have occur, since the magnetos do not
MPH), the landing gear should be When very cold tempe r atu 1'1 II rtl c ient power to turn the engine, have impulse couplings to retard
extended before entering the traffic antiCipated, the oil should be tllltli Ih" ' mgine may be started by tu_rning the spark. Retarded spark can be
pattern. before stopping the engine U /,,,,,,,-11 Ihn p ropeller by hand. When hand obtained only in the "START"
This practice will allow you more pre-heat is net available . T hl .Iftj I'rilnking, it is important to use the position of the ignition switch.
time to confirm that the landing ing procedure is nor m al, .11I1 "i\I~r rull uwing procedure:
gear is down and locked. A.s a further starting can be expedited l)y -'Wllt I (6) As soon as the engine fires,
precaution, leave the landing gear ing the auxiliary fuel pum ps I" .I ill ( ' ) Push master switch on momen im mediately release the spring
extended in go-around procedures position for a few seconds. I II Il l y , then check that battery power loaded ignition switch to "BOTH"
or traffic patterns for touch-and-go The use of an external pr.l h•• 1 I " "lIrri<:ient to close the battery sole for beUer engine acceleration.
landing. and an external power s ouret. II· I, Il ilid fuxl manual starting is possible.
Landing gear extension can be de ommended whenever pos silJh, ,..-. 1'111 1'0 Is evidenced by operation of the OIL DILUTION SYSTEM .
tected by a slight bump as the gear duce wear and abuse t o till' III, I htt -I quantity indicators . If battery
locks down, illumination of the gear and the electrical sy stem. III \0-1 " "WI' I· is insu fficient to close the If your airplane is equipped with
down indicator light (green), absence tion, pre-heat will thaw th(.' rill I. .oI'·lIoid, hand starting is impossible an oil dilution system and very low
of a gear warning horn with the throt ped in the oil cooler, which 1"(~';iI II.... • the starting vibrator requires temperatures are antiCipated, dilute
tle retarded below 12 inches of mani will be congealed pri or Itl .. t 1111 !kllit'l'y power. the oil prior to engine shut down by
fold pressure and visual inspection in extremely cold tem peratllf, (al Be sure to use wheel chocks energizing the oil dilution switch
of the main gear position. Should external pre-heat is used, l h, " II vailable, and test and set the with the engine operating at 1000
the gear indicator light fail to il up should be held to a m 1111111111 h rnko s . RPM, and with the auxiliary fuel
luminate, the light should be checked prevent recongealing tho nil II, (:1) Set controls and switches for a pump switch in the " LO" position.
for a burned out bulb by pushing to oil cooler. lIormal start, except leave the ign (Refer to figure 3-2 for dilution time
test. A burned-out bulb can be re In very cold weather, II tl .>11 1 II h nl switch "OFF". for the antiCipated temperature).
placed in flight with the bulb from perature indication need hi "lIll (..) Pull propeller through at least While diluting the oil, the oil pres
the compass light or the landing gear before take-off. After 14 IIlIlt ' WIl Cull revolutions to prime each sure should be watched for any un
up (red) indicator light. warm-up period (2 t o 5 1II III III yJll1dcr (ignition switch still "OFF"). usual fluctuations that might indi
3-8 3-9
Operating Details
II OIL DILUTION TABLE I TEMPER ATUR E

'"
O°F -10 ° F - 20 , emergeDEV
DILUTION TIME 2 min. - ~5 min.- ~8 lIlil!
FUEL ADDED 1 qt. 2.5 qt.- ~4 1 Ii -
YS TEM EMERGENCY PROCEDURES.

Maximum Sump Capacity - 16 quarts
Maximum for Take-off - 13 quarts fUll SYSTEM-EMERGENCY OPERATION.
III the event of an engine-driven fuel pump failure, turn the auxiliary
Figure 3-2. f ill I pump switch to "HI." This will supply sufficient fuel flow for cruising
' 'If!l.i; however, the mixture control must be reset. Land as soon as prac
cate a screen being clogged with beginning with a full oil SUItIlI t ,i • .11 If fuel flow indication remains below normal.
sludge washed down by the fuel. quarts), subsequent s tarts allli "II I\. prolonged Sideslip in the direction of the fuel tank in use can cause
gine warm-up should be protl1l1 11I'.1 1Il' fuel starvation if the fuel quantity is low since the fuel tank outlet
NOTE to evaporate enough of tbe hI!' I \ 1',,1 1H may be uncovered.
lower the oil sump level to 13 ' 1"11 ,1 'I'he quickest recovery of fuel flow to the engine can be accomplished
On the first operation of the oil prior to take -off. Othe rwl ",·, II. II 1111' following manner:
dilution system each season, use sump may overflow w hen lh., it I ( I) Level the aircraft.
the full dilution period, drain plane is nosed up for cUm" , (2) Push the mixture control to full rich.
the 011, clean the screen, refill To avoid progressive dUull .... , (:I) Push the throttle full forward.
with new oil and redilute as re the oil, flights of at least OJ\(' IU'II (,1) Turn the auxiliary fuel pump switch to "HI."
quired. duration should be made lxllw
1':II~ine operation should resume within six seconds if this procedure is
dilution operations.
/1)o." " uled promptly.
If the full dilution time was used,
I ANDING GEAR-EMEIRGENCY OPERATION.
When the landing gear will not extend normally, it may be extended
1l Iolll ually as follows:
NOTE
Prior to following emergency procedures, it is recommended that
fhe landing gear handle be moved from "UP" to "OOWN" several
times. In certain cases, this procedure can dislodge foreign matter
which may be caUSing the malfunction.
(1) Place the gear handle in the full "OOWN" position.

(:.!) Pull the emergency hand pump out to its full extension.
3-10 4-1
Emergency Procedures Emergency Procedures
(3) Operate the hand pump up and down until the down indicat or (('I I.IIII·U of field.
light comes on, and continue pumping until the landing ge,lr hlltHf IJ) If engine is windmilling, extend flaps as necessary within gliding
returns to neutral. ,llnl.mee of field.
NOTE NOTE
The landing gear cannot be retracted with the emergency hllfl,I T h,' wlndmilling engine will provide sufficient power for extending
pump. If the gear will not retract normally, extend the gear, lnnll illI, wing flaps. If the engine is not windmilling, plan to make a
and have the malfunction corrected. n"ps - up landing.
If the wing flaps fail to extend normally, plan to make a flaps -I ll' I i ('7 ) Turn off master switch.
ing, unless there is another person aboard to assist. It is impr.1I II (II) Make a normal landing, keeping nose wheel off ground as long as
for the pilot alone to hold down the spring-loaded flap handle, optlr.iI. I I' .·Ilrllcal.
hand pump, and fly the airplane at the same time. (II ) If terrain is rough or soft, plan a wheels-up landing as follows:
a. Approach at 85 to 95 MPH with gear and flaps retracted.
LAN DI NG EMER GENCIES {Except Ditchin g }. u. If practical, extend flaps within gliding distance of field.
c. Turn off master switch.
FORCED LANDING (Precautionary Landing with Power). d. Unlatch cabin door prior to flare-out.
c. Land in a slightly tail-low attitude.
(1) Drag over selected field with flaps 20° and 90 MPH airspol'd. 11011 £. Attempt to hold tail low throughout slide.
type of terrain and obstruction.

(2) If surface is smooth and hard (pasture, frozen lake , etc). I"
wheels-down landing using full flaps and keeping nose wheel tllf I' "
as long as practical. II MAXIMUM GLIDE
(3) If surface is rough or soft, plan a wheels-up landing ali Ifill
a. Approach with flaps down at 75 to 85 MPH.
b. Turn off all switches except ignition switch.
II SPEED 95 MPH (lAS) • GEAR AND FLAPS RETRACTED
PROPELLER WINDMILLING (LOW RPM) • ZERO WIND
c. Unlatch cabin door prior to flare -out.
d. Reduce power to a minimum during flare-out.
e. Prior to contact, turn ignition switch "OFF. "
I c:;::::.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .~. ~. . . . . . . . . . . ..·.~·.·.·.·.·.·:~··;·;;:~j;;::~lr!!.·
f. Land in a slightly tail-low attitude.
g. Attempt to hold the tail low throughout slide. 6000
w
FORCED LANDING (Complete Engine Failure).
In the event of a complete engine failure, maximum gli dillt~ til flU :::::·····::·::··;::·~:::·;;······-;;;:':"r·
can be obtained by maintaining 95 MPH indicated air speed wit h f h.' I UIII
gear and wing flaps retracted. Refer to the Maximum Glide Dill' ,.01 C)
page 4-3 for maximum glide data. w
o 4.5 9.0 13.5 18 22.5
(1) Pull mixture control knob to idle cut-off.
(2) Turn fuel selector valve handle to "BOTH OFF." GROUND DISTANCE (STATUTE MILES)
(3) Turn off all switches except master switch.
(4) Approach at 85 to 95 MPH.
(5) If field is smooth and bard, extend landing gear within ",1I.lff. Figure 4-1.
4-2 4-3
1-'l.V
Emergency Procedures Emergency Procedures
LANDING WITHOUT POSITIVE INDICATION OF GEAR LOCKING. (5) In approach, align airplane with edge of runway oppOSite the de
fective gear, allowing for a ground-loop toward the defective gear
Should a flickering, unsteady, or inoperative gear-down (green) light during the landing roll.
be obtained, and observers verify that the gear is down and apparently in (6) Turn off master switch.
the locked position, proceed as follows: (7) Land slightly wing-low toward the operative gear, and lowe r the
(1) Make a normal full-flaps approach. nose wheel immediately for positive steering.
(2) Holding the landing gear handle in the "DOWN" pOSition and main (8) Pull mixture control knob to idle cut-off.
taining a minimum of 1000 RPM, complete the landing and taxi clear (9) Turn ignition switch "OFF. "
of the runway. (10) Use full aileron in landing roll to lower wing to the ground gently.
(11) Apply brake only to the operative gear as required to maintain
NOTE directional control and minimize landing roll.
(12) Turn fuel selector valve handle to "BOTH OFF."
Maintaining 1000 RPM and holding the gear handle "DOWN" secures (13) Evacuate the airplane as soon as it stops.
the landing gear in the extended position by hydraulic pressure.
LAN DING WITH DEFECTIVE NOSE GEAR.
(3) BEFORE reducing engine RPM or releasing gear handle, have
ground personnel depress the tail until nose gear is off ground . If the nose gear does not extend or only partially extends and observers
verify that it is not down, prepare for a wheels-down landing as follows:
NOTE (1) Transfer movable load to baggage area, and front seat passenger
to rear seat if a rear seat position is unoccupied.
The nose gear requires hydraulic pressure to hold it in the "DOWN" (2) Select a hard-surfaced or smooth sod runway.
position if it is not mechanically locked.
NOTE
(4) Stop the engine and determine that the nose gear is mechanically
locked down BEFORE lowering the nose wheel to the ground. If terrain is rough or soft, plan a wheels-up landing as presented
under "FORCED LANDING (Precautionary Landing with Power)"
LANDING WITH ONE DEFECTIVE MAIN GEAR. in lieu of the following steps.
If one main gear should malfunction so that is does not extend, or only (3) Place landing gear handle "DOWN. "
partially extends, prepare for a wheels-down landing as follows: (4) Extend flaps to 40°.
(1) Turn fuel selector valve handle to lighten the fuel load on the de (5) Turn off master switch.
fective gear side as much as practical before attempting a landing. (6) Land in a slightly tail-low attitude.
(2) Select a Wide, hard-surfaced or smooth sod runway. If a cross (7) Pull mixture control knob to idle cut-off.
wind landing is necessary, select a runway with the crosswind fr om (8) Turn ignition switch "OFF. "
the side opposite the defective gear. (9) Hold nose off the ground as long as possible.
(10) Turn fuel selector valve handle to "BOTH OFF."
NOTE (11) Evacuate the airplane as soon as it stops.
If terrain is rough or soft, plan a wheels-up landing as presented
under "FORCED LANDING (Precautionary Landing with Power)"
in lieu of the following steps.
(3) P lace landing gear handle "DOWN. "

(4) Extend flaps to 40°.
4-4 4-5
L....
Emergency Procedures
Nofeg
Ceetwe "
I,
.~
~I
aperatlng Iimitatla~5~ ~ ~
...
OPERATIONS AUTHORIZED.
Your Cessna with standard equipment, as certificated under FAA Type
Certificate No. 3A21, is approved for day and night operation under VFR.
Additional optional equipment is available to increase its utility and
to make it authorized for use under IFR day and night. An owner of a prop
erly-equipped Cessna is eligible to obtain approval for its operation on
single-engine scheduled airline service under VFR. Your Cessna Dealer
will be happy to assist you in selecting equipment best suited to your needs.
MANEUVERS - NORMAL CATEGORY.

The airplane exceeds the requirements for airworthiness of the Civil
Air Regulations, Part 3, set forth by the United States Government. Spins
and aerobatic maneuvers are not permitted in normal category airplanes
in compliance with these regulations . In connection with the foregOing,
the following gross weight and flight load factors apply:
Maximum Gross Weight. . . . 3000lbs.

Flight Load Factor *Flaps Up . . +3.8, - 1. 52
Flight Load Factor *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 in
formation in this section which contradicts the FAA-approved markings,
placards , and check lists, it is to be disregarded.
AIRSPEED LIMITATIONS.
The following are the certificated true indicated airspeed limits for
your Cessna:
Never Exceed (Glide or dive, smooth air) . . . . 225 MPH (red line)
Caution Range . . . . . . . . . . . . . 190-225 MPH (yellow arc)
5-1
4-6
J
Operating Limitations Operating Limitations
Maximum Structural Cruising Speed

. . . . . . . . 190 MPH FUEl HOW INDICATOR
Normal Operating Range . . . . . 8.75- 14.13 gal/hI' (green arc)
(Level flight or climb)
.65-190 MPH (green arc) Minimum and Maximum . . . . .2.0 and 21. 7 gal/hI' (red lines)
Normal Ope rating Range . . . . .
Maximum Speed, Gear Extended . .160 MPH Maximum Performance Take- Off and Climb Settings at Altitude:
Maximum Speed, Flaps Extended Sea Level. 19.5 gal/hI' (white radial)
Flaps 10°. . . . . . . . . . . . . 160 MPH 4000 Ft. 17. 6 gal/hI' (white radial)
Flaps 10° _ 40° . . . . . . . . . .110 MPH 8000 Ft. . . . . . . . . . . . . 15.8 gal/ hI' (white radial)
Flap Operating Range. .57-110 MPH (white arc)
Maneuvering Speed* . . . . . . . .132 MPH
*The maximum speed at which abrupt control travel WEIGHT AND BALANCE.
can be used without exceeding the design load factor.
The information presented in this section will enable you to operate
your Cessna within the prescribed weight and center of gravity limitations.
In figuring your loading problems be certain that you use the Licensed
Empty Weight of your particular airplane as shown on its Weight and Balance
EN GINE OPERATI ON LIMIT ATIONS. Data sheet. This sheet, plus an Equipment List, is included with each
Power and Speed. . . . . . . . . . . . . . 260 BHP at 2625 RPM
airplane as it leaves the factory. The FAA requires that any change in the
original equipment affecting the empty weight center of gravity be recorded
on a Repair and Alteration Form FAA-337.
READ BEFORE WORKING LOADING PROBLEM FOR YOUR AIRP LAN E

EN GINE INSTRU M ENT MARKI NG S.
To figure the weight for your airplane in the same manner
OIL TEMPERATURE INDICATOR as the sample problem on page 5-4 , proceed as follows:
Normal Operating Range . Green Arc
Do not exceed . . . . . . . Red Line Step 1. Take the licensed Empty Weight and Moment/ lOOO from the Weight
and Balance Data Sheet, plus any changes noted on forms FAA-337 ,
OIL PRESSURE GAGE carried in your airplane and write them down in two columns in the
Idling Pressure . . · . 10 psi (red line) manner shown in the sample problem. These figures are non
Normal Operating Range 30-60 psi (green arc ) variables and, unless your airplane or equipment if modified, these
Maximum Pressure · . 100 psi (red line) figures may be used every time you figure your weight and balance.
MANIFOLD PRESSURE GAG'E Step 2. Write down the weight and moment / lOOO for the oil in the proper
Normal Operating Range . . .15-24 in. Hg (green ar c) columns. Since you usually have a full load of oil for a trip, you
figure 12 qts. at 22.5 lbs. and a moment of -0.4. You may use
CYLINDER HEAD TEMPERATURE GAGE these same figures every time and consider this also a non-variable.
Normal Operating Range .300-460°F (green arc)
Do Not Exceed. . . . . . . . . . . . . . . 460° (red line) Step 3. Add the weight of yourself and the front passenger. Refer to the
Loading Graph on page 5-5 and find this weight at the left side of the
TACHOMETER graph, then go across the graph horizontally to the right until y ou
Normal Operating Range
.2200-2450 rpm (green arc) intersect the line identified as "PILOT AND FRONT PASSENGER."
Maximum (Engine rated speed) · 2625 rpm (red line )
After intersecting the line , drop down vertically to the bottom line
and read the moment/ lOOO given on the scale. Now write down this
FUEl QUANTITY INDICATORS weight and moment/ 1000 foryOJ and the front passenger in the proper
Empty (.7 gallon unusable each tank) . · . . . E (red li ne) columns.
5-2 5- 3
Operating Limitations Operating Limitations
.'
Your A i rplane
.\
Sample Airplane
SAMPLE LOADING PROBLEM Weight Moment We ight Moment
2: S (Ibs) (lb · in s .
/ 1000)
1. licensed Empt y Weight (Somple Airplane) •.• 1810.0 62 .6
2. Oil . 12 QIs.· •• •. • ••• .••.•.• • .••. •• . . •• •••.•.•••.••••.• 22 . 5 ·0 .4 22 .5 ·0 . 4 ~

3 . Pilot & Front Po s senger ••• •••••• •••••• ••• ••••• •••••• 340 .0 12 . 2
g
;
1-<
4 . Fuel . (63 . 5 Gal at 6 # / Gal) .......................

381.0 18 .3
i
.5 . Reor Passengers ....... . .... .. ... . ...... ... . .. ... . .... .
340.0 23 .8
I ~
6 . 8ag9age . ... .... ..... .. . ...... ......... ........... . . .. .. .
106 .5 11 . 2
7 . Total Aircraft We i ght (loaded ) •.•••. .•. •.• •• .• •• 3000 .0 127.7

I I I~I I I ,
8 . Locote this point ( 3000 at 127.71 on the center of grO 'l it y en v elope , and since t h i s
point falls ..... ith i n the en v elop e the lood i ng is a c c e ptable .
-Note : Normally full o i l ma y b e assumed for a l l flights .
Step 4. Proceed as you did in step 3, except use the line identified as "FUEL"
and 6 lbs. per gallon for the amount of gasoline you are carrying,
and read the moment/ lOOO from the Loading Graph. Write the
weight and moment/ lOOO in the proper columns~
Step 5. Proceed as you did in step 3, except use the line identified as "REAR
PASSENGERS," and read the moment/ lOOO for the combined weight
Ig
of the rear passengers being carried. Write the weight and moment/ 1-<
1000 in the proper columns. 5

~
;
1-<
Step 6. P roceed as you did in step 3, except use the line identified as "BAG
GAGE," and read the moment/ lOOO for the number of pounds of
baggage being carried. Write the weight and moment/ lOOO in the Q
proper columns.
Step 7. Add the weight column. The total must be 3000 lbs. , or below, or
~
you must lighten your aircraft load. Add the moment column (re ~
member to subtract rather than add the oil moment because it is a
minus quantity).
LOADED AIRCRAFT MOMENT/ IOOO
Step 8. Refer to the Center of Gravity Moment Envelope. Locate the total
5-4 5-5
Operating Limitations
weight on the scale on the left hand side of the graph and, from
this paint, follow a line horizontally to the right. Locate the total
moment/lOOO on the scale running across the bottom of the graph
VI
and, from this paint, follow a line vertically up until you intersect
the line running horizontally from your total weight. If the point
where the two lines intersect is within the envelope, your airplane
Eare af the air
is loaded within approved limits. If the point of intersection falls
outside the envelope, your load must be adjusted before flight.
If your airplane is to retain that new-plane performance and dependa
bility , certain inspection and maintenance requirements must be followed.
It is wise to follow a planned schedule of lubrication and preventati ve main
tenance based on climatic and flying conditions encountered in your locality .
Keep in touch with your Cessna Dealer, and take advantage of Ih is know
ledge 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 H AN DLING. root fitting or at the main gear strut.
The airplane is most easHy and MOORING YOUR AI RPLA N E.

safely maneuvered during ground
handling by a tow-bar attached to the Proper tie-down procedure is your
nosewheel. Always use a tow-bar best precaution against damage to
when one is available . your parked airplane by gusty or
strong winds. To tie-down your air
NOTE plane securely, proceed as follows:
(1) Tie suffiCiently strong ropes or
When using tow-tar, do not exceed chains (700 pounds tensile strength)
0
nosewheel turning radius of 30 to the wing tie-down fittings at the
either side of center. upper end of each wing strut. Se
cure the opposite ends of these
When moving the airplane by hand ropes or chains to tie-down rings.
and no tow-bar is available, push (2) Tie a rope through the nose
down at the front spar of the stabi gear torque link and secure the
lizer beside the fuselage to raise the opposite end to a tie-down ring.
nosewheel off the ground. With the (3) Securely tie the middle of a
nosewheel clear of the ground the length of rope to the ring at the
airplane can be turned readily in any tail. Pull each end of the rope
0
direction by pivoting it around the away at a 45 angle and secure
main gear. Do not push down on the it to tie-down rings positioned on
empelUlage by the tip of the elevator; each side of the tail.
nor shove sidewise on the upper por (4) Install a surface control lock
tion of the fin. When moving the air over the fin and rudder. Do not
plane forward, push at the wing strut use external lOCks between the
5-6 6-1
Care of the Airplane Care of the Airplane
flaps and ailerons, because acci rapidly than if it is flown regularly, windshield unless freezing rain or area neutralized with an alkali such
dental operation of the flaps could and should be carefully checked be sleet is anticipated. Canvas covers as baking soda solution, followed by
cause structural damage to both fore being put back into active serv may scratch the plasUc surface. a thorough rinse with clear water.
flaps and ailerons. ice.
(5) Install the control lock in the PAINTED SURFACES. PROPELLER CARE.
control wheel shaft. WIN DSHIELD- WI NDOWS.
The painted exterior surfaces of Preflight inspection of propeller
STORAGE. The plastic windshield and windows your new Cessna have been finished blades for nicks, and wiping them
should be kept clean and waxed at all with high grade synthetic materials occaSionally with an oily cloth to
The all-metal construction of your times. To prevent scratches and selected for their toughness, elas clean off grass and bug stains will
Cessna makes outside storage of it craZing, wash them carefully with licity, and excellent adhesion. With assure long, trouble-free service.
practical, although inside storage plenty of soap and water, using the a minimum of care, they will retain It is vital that small nicks on the
will increase its life just as it in palm of the hand to feel and dislodge their original beauty for many years. propeller, particularly near the
creases the life of your car. If your dirt and mud. A soft cloth, chamois As with any paint applied to a metal tips and on the leading edges, are
airplane must remain inactive for a or sponge may be used, but only to surface, the desired qualities of the dressed out as soon as possible since
time, cleanliness is probably the most carry water to the surface. Rinse paint develop slowly throughout an these nicks produce stress concen
important consideration - whether thoroughly , then dry with a clean, initial curing period which may be trations, and if ignored, may result
your airplane is inside or out. A moist chamois. Rubbing the surface as long as 90 days after the finish is in cracks. Never use an alkaline
small investment in cleanliness will of the plastic with a dry cloth builds applied. During this curing period cleaner on the blades; remove grease
repay you many times, not only in up an electrostatic charge so that it some precautions should be taken and dirt with carbon tetrachloride or
keeping your airplane looking like attracts dust particles in the air. to avoid damaging the finish or inter Stoddard solvent.
new but in keeping it new. A later Wiping with a moist chamois will re fering with the curing process. The Yoor Cessna Dealer should be con
paragraph in this section covers the move both the dust and this charge. finish should be cleaned only by wash sulted about other repair and main
subject in greater detail. Remove oil and grease with a cloth ing with clean, cold water and mild tenance work. Civil Air Regulations
Do n<t neglect the engine when stor moistened with kerosene. Never use soap, fOllowed by a rinse with cold require that all maintenance except
ing the airplane. Turn the propeller gasoline, benZine, alcohol, acetone, water and drying with cloths or a dressing small blade nicks, clean
over by hand or have it turned over carbon tetrachloride, fire extinguish chamois. Do not use polish or wax, ing, minor repairs to the spinner,
every few days to keep the engine er or anti -ice fluid, lacquer thinner which would exclude air from the and lubrication which does not re
bearings, cylinder walls and internal or glass cleaner. These materials surface. Do not rub or buff the finish quire disassembly, be done by an
parts lubricated. If storage is to be will soften the plastic and may cause and avoid flying through rain, hail FAA - authorized propeller repair
for an extended period, and turning it to craze. or sleet. Once the finish has cured station.
the propeller is impractical, see After removing dirt and grease, if completely, it may be waxed with
your Cessna Dealer for suggestions the surface is not badly scratched a good automotive wax. A heavier LANDING GEAR CARE.
on preserving the engine and hydrau it should be waxed with a good grade coating of wax on the leading edges
lic system. If the airplane is stored of commercial wax. The wax will of the wings and tail and on the nose Cessna Dealer's mechanics have
outside, leave the propeller in a fill in minor scratches and help pre cap and propeller spinner will help been trained in the proper adjust
horizontal position to prevent water vent further scratching. Apply a reduce the abrasion encountered in ment and rigging procedures on the
seepage into the hub mechanism. thin, even coat of wax and bring it these areas. aircraft hydraulic system. To as
Filling the fuel tanks will help pre to a high polish by rubbing lightly Fluids containing dyes, such as fuel sure trouble-free gear operation,
vent condensation. with a clean, dry , soft flannel cloth. and hydraulic oil, accidentally spill have your Cessna Dealer check the
Regular use helps keep airplanes Do not use a power buffer; the heat ed on the painted surface, should be gear regularly and make any neces
in good condition. An airplane left generated by the buffing pad may flushed away at once to avoid a per sary adjustments. Only properly
standing idle for any great length of soften the plastic. manent stain. Battery electrolyte trained mechanics should attempt
time is likely to deteriorate more Do not use a canvas cover on the must be flushed off at once, and the to repair or adjust the landing gear.
6-2 6-3
11
INTERIOR CARE. charge. If you take delivery from I · il.tl~

charge for this inspection at any made of the latest Civil Air Regula
your Dealer, he will perform the '~' o 5na Dealer. Points which the tions to insure that all data require
To remove dust and loose dirt from initial inspection before delivery of IIIs pcction reveals require modifica ments are met.
the upholstery and carpet, clean the the airplane to you. If you pick up I IOn or repairs will be brought to the
interior regularly with a vacuum the airplane at the factory, plan to owner's attention by the Dealer, and
cleaner. take it to your Dealer reasonably quotations or charges will be made A. To be displayed in the airplane
Blot up any spilled liquid promptly, soon after you take delivery on it. ac:cordingly. The inspection charge at all times:
with cleansing tissue or rags. Don't This will permit him to check it over tines not include the oil required for (I) Aircraft Airworthiness Cer
pat the spot - press the blotting mat and to make any minor adjustments t he oil change. tificate (Form FAA-1362).
erial firmly and hold it for several that may appear necessary. Also, Every effort is made to attract the (2) Aircraft Registration Certifi
seconds. Continue blotting until no plan an inspection by your Dealer at best mechaniCS in each community cate (Form FAA-500A).
more liquid is taken up. Scrape off 100 hours or 90 days, whichever I n Cessna service facilities. Many
sticky materials with a dull knife, comes first. This inspection also Dealers' mechanics have attended B. To be carried in the airplane at
then spot-clean the area. is performed by your Dealer for you Cessna Aircraft Company schools all times:
Oily spots may be cleaned with at no charge. While theSe important and have received specialized in (1) Airplane Radio Station License
household spot removers, used spar inspections will be performed for structions in maintenance and care (if transmitter installed).
ingly. Before using any solvent read you by any Cessna Dealer, in most of Cessna airplanes. Cessna service (2) Weight and Balance Report or
the instructions on the container and cases you will prefer to have the instruction activity in the form of latest copy of the Repair and Alter
test it on an obscure place in the Dealer from whom you purchase the service bulletins and letters is con ation Form (Form FAA-337).
fabric to be cleaned. Never saturate airplane accomplish this work. stantly being carried on so that when (3) Airplane Equipment List.
the fabric with a volatile solvent; it Civil Air Regulations require that you have your Cessna inspected and (4) Airplane Log Book.
may damage the padding and backing all airplanes have a periodic (annual) serviced by Cessna Dealers' mecha (5) Engine Log Book.
materials. inspection as prescribed by the ad nics, the work will be complete and
Soiled upholstery and carpet may ministrator, and performed by a done in accordance with the latest C. To be maintained but not neces
be Cleaned with foam-type detergent, person deSignated by the adminis approved method. sarily carried in the airplane at
used according to the manufacturer's trator. In addition, 100-hour peri Cessna Dealers carry a full com all times:
instructions. To minimize wetting odic inspections made by an "ap plement of Cessna service parts and (1) A form containing the follow
the fabric, keep the foam as dryas propriately-rated mechanic" are re have complete repair and service ing information: Model, Regis
possible and remove it with a vacuum quired if the airplane is flown for facilities, including such specialized tration Number, Factory Serial
cleaner. hire. The Cessna Aircraft Company jigs and tools as may be necessary. Number, Date of Manufacture, En
The plastiC trim, headliner, in recommends the IOO-hour periodic Your Cessna Dealer will be glad gine Number, and Key Numbers
strument panel and control knobs inspection for your airplane . The to give you current price quotations (duplicate keys are available through
need only be wiped off with a damp procedure for this 100-hour inspec on all parts that you might need and your Cessna Dealer).
cloth. Never use a volatile solvent tion has been carefully Worked out by advise you on the practicality of parts
on plastic. the factory and is followed by the replacement verSUS repairs that may
Cessna Dealer Organization. The be necessary from time to time. Most of the items listed are re
INSPECTION SE RV ICE A N D complete familiarity of the Cessna quired by the United States Civil
INSPECTION PERIODS. Dealer Organization with Cessna AIRPLANE FILE. Air Regulations. Since the regula
equipment and with factory-approved tions of other nations may require
With your airplane you will re procedures provides the highest type There are miscellaneous data, in other documents and data, owners
ceive an Owner's Service Policy. of service possible at lower cost. formation and licenses that are a of exported airplanes should check
Coupons attached to the policy en Time studies of the IOO-hour in part of the airplane file. The follow with their own aviation officials to
title you to an initial inspection and spection at the factory and in the ing is a check list for that file. In determine their individual require
the first 100-hour inspection at no field have developed a standard flat- addition, a periodic check should be ments.
6-4 6-5
1I1';CO MMENDED FUEL:

LUBRICATION AND SERVICING AVlATION GRADE -- 100/13 0 OCTANE
III-:COMMENDED ENGINE OIL:
AVIATION GRADE - - SAE 30 BELOW 40 ' F
SERVICING
Specific lubrication and servicing information is presented in the Serv
icing Diagram (figure 6-1). In addition, all pulleys, the trim tab actuator IIYDRAUUC FLUID:
SAE SO ABOVE 40' F
DIIAGRAM
SPEC. NO. M1L-H-5606
rod, control surface hinge bearings, bellcrank clevis bolts, brake pedal OXYGJ,:N:
SPEC. NO . BB-O-925
pivots, rudder pedal crossbars, shimmy dampener pivot bushings, door
hinges and latches, Bowden controls (with the exception of their friction
locking devices), propeller and cowl flap control ends, throttle and mixture
control linkage, and any other friction points should be lubricated every
lOOO hours, or oftener, with SAE 20 general-purpose oil. Do not lubri
cate friction locks.
Generally, roller chains (aileron, elevator trim tab wheel and tab
actuator) and control cables collect dust, sand and grit if they are greased
or oiled. Except under seacoast conditions, chains and cables should be
merely wiped clean occasionally with a dry cloth.
DEALER FOLL~W-UP SYSTEM ~ o

SERVICING INTERVALS
o
CHECK OR SERVICE DAilY
Your Cessna Dealer has an owner fonow-up system
SERVICE EVERY 25 HOURS
to notify you when he receives information that applies to
your Cessna. In addition, if you wish, you may choose to
receive similar notification directly from the Cessna
o SERVICE EVERY SO HOURS
Service Department. A subscription card is supplied in D

o
SERVICE EVERY 100 HOURS
your airplane file for your use, should you choose to re
quest this service. Your Cessna Dealer will be glad to SERVICE EVERY 500 HOURS
supply you with details concerning these follow-up pro
grams, and stands ready through his Service Department
to supply you with fast, effiCient, low cost service.
D SERVIC,E AS REOUIRED
Symbol denotes servi cing interva l.Number within

symbol refers to item to be serviced as shown in
adj oi nIng specifications.
Figure 6-1 (Sheet 1 of 6). _ _ _ _ _ _ _ _...1
6-6 6-7
SERVICING PROCEDURES - - - - - ,
der with aviator's breathing oxygen (Spec. No. BB-O-925).
~ VACUUM SYSTEM OIL SEPARATOR (OPT)
Every 100 hours, remove separator and flush with Stoddard
Maximum pressure , 1800 psi.
solvent (Fed. Spec. P-S-661), then dry with compressed air

and reinstall. o LANDING GEAR DOWN LOCK PAWLS
Every 100 hours, lubricate the down lock pawls through
grease fittings, located near the pivot of the pawls, with
CD FUEL/AIR CONTROL UNIT SCREEN MIL-G-7711 general purpose grease.
Every 100 hours, remove and clean the screen in the bottom
of the fuel/air control unit, reinstall and resafety. ~ TIRES
Maintain 45 psi pressure on the nosewheel and 42 psi on the
o FUEL TANK FILLERS
Service after each flight with 100/ 130 octane aviation grade
main wheels. Inflate tires with filler needle stored in map
compartment. Remove oil and grease from tires with soap
fuel. The capacity of each tank is 32.5 gallons. When op and water; periodically inspect them for cuts , bruises and
tional long range fuel tanks are installed, the capacity of each wear.
'8
tank is 42.0 gallons.
INDUCTION AIR FILTER

Service every 25 hours or oftener when operating in dusty
o WHEEL BEARINGS
Repack with MIL- G-7711 or aircraft wheel bearing greas e at
first 100 hours, 500 hours thereafter; oftener if more than
conditions. Under extremely dusty conditions, daily main the usual amount of water, mud, ice or snow is encountered.
tenance of the filter is recommended. Service filter in
accordance with instructions on the filter frame. @J FUEL RESERVOIR DRAIN PLUGS
o SUCTION RELIEF VALVE INLET SCREEN (OPT)

Every 100 hours, check inlet screen for dirt or obstructions
if suction gage readings appear high. Remove screen and
Every 100 hours, remove drain plug from bottom of each fuel
reservoir, drain off water and sediment, and reinstall plug.
Safety wire plug to adjacent fuselage structure.
clean with compressed air or wash with Stoddard solvent

(Fed. Spec. P-S-661).
~ HYDRAULIC FLUID RESERVOIR FILLER
PeriodLcally check fluid level in hydraulic reservoir through
o FUEL TANK SUMP DRAINS

Every 100 hours, remove drain plugs, drain off water and
sight window (just below the throttle on the control pedestal).
Complete coverage of the window is desired, denoting that
the reservoir is full (entire area of window appears red).
sediment, and reinstall plugs. Safety wire plugs to adja Fluid level should not be allowed to go below the halfway
cent safety screws. portion of the sight window. Fill the reservoir with MIL
H-5606 (red) hydraulic fluid by removing the screw from
1'12] GYRO INSTRUMENT AIR FILTERS (OPT) the filler fitting and connecting a pressure filling unit. Fill
Replace every 100 hours and when erratic or sluggish re the :;ystem until fluid begins to overflow from the reservoir
sponses are noted with normal suction gage readings. vent line. After filling, reinstall screw in filler fitting.
o OXYGEN CYLINDER AND FILLER VALVE (OPT)

Check oxygen pressure gage for anticipated requirements
Every 100 hours, draw off a sample of hydraulic fluid and
examine it for sediment and discoloration. Fluid which is
clear and not appreciably darkened may be reused. Refer
before each flight. Whenever pressure drops below 300 psi, to the Service Manual for a detailed procedure for testing the
use filler valve on left side of utility shelf and refill cylin fluid .
....- - - - - - - - Figure 6-1 (Sheet 2 of 6). Figure 6-1 (Sheet 3 of 6).

6-8 6-9
B BRAKE MASTER CYLINDERS

Every 100 hours, check fluid level in brake master cylinders.
bowl and screen every 100 hours.
Fill with MIL-H-5606 (red) hydraulic fluid. Filling with a @ OIL SUMP DRAIN
pressure pot connected to the brake bleeder ports is prefer Every 25 hours, change engine oil. Drain oU by removing
able, although fluid may be poured through the plugs on the plug in oil sump. Provide protection for engine nacelle when
top of the master cylinders. draining. (See item 25 for servicing interval on aircraft
& GROUND SERVICE RECEPTACLE (OPT)

equipped with an optional oil filter. )
Connect to 12-volt, DC, negative-ground power unit for cold

weather starting and lengthy ground maintenance of the elec
§] PROPELLER
The McCauley propeller mechanism is sealed and does not
trical system. When an auxiliary power unit is used, the require lubrication between overhauls. Grease the Hartzell
aircraft master switch should be left off until the plug has propeller every 100 hours. To prevent entrapping air and
been pulled. high pressure, remove grease fitting adjacent to fitting being
greased. Fill each fitting until grease oozes from adjacent
@ OIL DIPSTICK fitting hole. Add equal amounts of grease at each clamp to
Check oil level before each flight. Do not operate on less retain propeller balance. Refer to the Service Manual or
than 9 quarts and fill if an extended flight is planned. The see your Cessna Dealer for a list of approved greases for
oil capacity is 12 quarts (13 quarts capacity if an optional Hartzell propellers.
oil filter is installed).
@
& NOSE GEAR SHOCK STRUT
Keep strut inflated and filled with MIL-H-5606 (red) hydrau
OIL FILLER
When preflight check shows low oil level, service with avi
ation grade engine oil; SAE 30 below 40°F. and SAE 50 above
lic fluid. See Service Manual for detailed instructions. 40°F. Your Cessna was delivered from the factory with
straight mineral oil (non-detergent) and should be operated
~ SHIMM Y DAMPENER
Every 100 hours, check fluid level in shimmy dampener.
with straight mineral oil for the first 25 hours. The use of
mineral oil during the 25-hour break-in period will help seat
Fill with MIL-H-5606 (red) hydraulic fluid. See Service the piston rings and will result in less oil consumption.
Manual for detailed instructions. After the first 25 hours, either mineral oil or detergent oil
o NOSE GEAR TORQUE LINKS

Every 25 hours, lubricate through grease fittings with MIL
may be used. If a detergent oil is used it must conform to
Continental Motors Corporation SpeCification MHS-24. Your
Cessna Dealer can supply an approved brand.
G-7711 general purpose grease. Wipe off excess.
@ OIL FILTER (OPT)
~ AUXILIARY FUEL PUMP FILTERS Change engine oil and replace filter element every 50 hours.
Every 100 hours, remove and clean the screen in the bottom Oil should be changed at least every four months even though
of each fuel pump. less than 50 hours have accumulated. If the engine is oper
ated in extremely dusty areas, in cold climates where sludg
@ FUEL STRAINER ing conditions exist, or where short flights and long idle
Drain approximately two ounces of fuel before each flight and periods are encountered which cause sludging conditions,
after refueling to remove water and sediment. Make sure the interval for changing oil should be reduced from the 50
drain valve is closed after draining. Disassemble and clean hour interval outlined above.
Figure 6-1 (Sheet 4 of 6). Figure 6-1 (Sheet 5 of 6).
6-10 6-11
Care of the Airplane
@ ENGINE OIL SCREEN

Remove and wash screen (located on right rear side of engine
accessory section) with Stoddard solvent (Fed. Spec. P-S
661) whenever engine oil is changed. (On aircraft equipped
with an optional oil filter, the engine oil screen has been
removed and replaced with an adapter unit for oil filtration. )
.....
@ BATTERY
The operational data charts on the following pages are presented for
Check level of electrolyte every 25 hours (or at least every 30
Iwo purposes: first, so that you may know what to expect from your air
days), oftener in hot weather. Maintain level by adding dis
plane under various conditions; and second, to enable you to plan your flights
tilled water . DO NOT overfill. Immediately neutralize
ill detail and with reasonable accuracy.
spilled electrolyte with baking soda solution, then flush with
A power setting selected from the range charts usually will be more
water. Keep battery clean and connections tight. Neutral
I'fficient than a random setting, since it will permit accurate fuel flow
ize corrosion deposits with baking soda solution, then rinse
settings and your fuel consumption can be estimated closely. You will find
thoroughly.
Ihat using the charts and your Power Computer will pay dividends in over
<8> HYDRAULIC SYSTEM FILTER
Every 500 hours, separate filter body by removing four
all efficiency.
The data in the charts has been compiled from actual flight tests with
Ihe airplane and engine in good condition and using average piloting tech
screws; then remove and clean the two screens in filter.
niques. Note also that the range charts make no allowances for wind,
Use new O-ring seal when reassembling filter after clean
ing. Safety wire screws. navigational errors, warm-up, take-off, climb, etc. You must estimate
these variables for yourself and make allowances accordingly.
AI'RSPEED CORRECTION TABLE
FLAPS 0 0
lAS - MPH I 60 80 100 120 I 140 160 180

TlAS - MPH 69 82 100 119 139 160 181
'FLAPS 20 0
40 50 100
The military specifications listed are not mandatory, but TlAS - MPH 57 62 102
are intended as guides in choosing satisfactory materials,
'FLAPS 40 0
Products of most reputable manufacturers meet or exceed
these specifications. lAS - MPH 40 50 60 70 80 90 I 100 1110
TlAS - MPH 57 62 68 75 83 92 II 102 111
"Maximum flap speed 110 MPH-TIAS
Figure 6 -1 (Sheet 6 of 6). Figure 7-1.
6-12
7-1
TAKE-OFF DATA
TAKE-OFF DISTANCE WITH 20 " flAPS FROM HARD-SURFACED RUNWAY
.........•........................••..........•..... .
".' ""
""
.~
c
GROSS lAS HEAD AT SEA LEVEL" 59 ' F AT 2500 FEET" 50 F AT 5000 FT. & u ' r AT 7500 FT." 32 ' f
I WEIGHT AT 50 FT. WIND
LBS. MPH MPH GROUND
RUN
I
TO CLEAR GROUND TO CLEAR
50' OBST AC LE
GROUND TO CLEAR GROUND
I 507gB~~~~~E
I 50' OBSTACLE RUN RUN 50' OBST ACLE RUN
I 2200 JJ 0 345 680 405 770 48 0 885 580 1040

15 205 460 245 525 295 615 365 725
30 100 275 120 320 IS5 380 195 460
2600
I 60 0
15
30
500
310
165
915
635
585
370
1045
735
465
705
455 I
1230
870
i 855
560
1470
1055
I 395 200 255
I 565 325 695
3000 64 0 121 0 820 1405 1675 1205 2045 I
695 990
15 450 855 53 5 1005 660 1215 I 815 1505
30 250 555 310 665 390 820 500 1030
I I
!
NOTE: INCREAS E DIBTA NCES 10% FOR EACH 25 ' F ABOVE STANDARD TEMPERAT UR E FOR PARTICULAR ALTITUDE.
IWEIGHT
GROSS
CLIMB DATA
AT SEA LEVEL" 59"F AT 5000 FT. "41"F

~ .' ,=
...... ~-~
AT 10000 FT. "23"F
,
-
..
~
~ ••• ~, - -=
AT 15000 FT . " 5' F

-
AT 20000 FT." -12 ' F

I
I
BEST RATE GAL. BEST RATE FROM BEST RATE FROM BEST RATE FROM BEST RATE FROM
. LBS. CLIMB OF OF CLIMB OF S.L. CLIMB OF S. L. CLIMB OF S .L. CLIMB OF S. L.
lAS FUEL lAS CLIMB FUE L lAS CLIM B FUEL lAS CLn.m FUEL lAS CLn.m FUEL
MPH FCTL/:;: I US ED MPH FT / MIN USED MPH FT / MIN USE D MPH IT/MIN USED MPH FT / MIN USED
2200 96 1900 2.0 92 1530 2.9 8B 11 50 3.9 83 780 5.1 78 410 6.8
2600 10.0 1540 2.0 97 1210 3.1 93 890 4.4 88 580 6.1 84 250 8.6
3000 105 1270 2.0 101 980 3.4 97 690 5.0 94 400 7.3 90 120 11. 5
I
NOTE: i~C\LU~~~(~}ATR;~:,/:::N~~'!.K~~~i~~E ~6w~;g~IMENDED LEA"~NG
FLAPS AND GEAR UP. FUEL USED
SCHEDU LE ,
Figure 7-3.
Operational Data Ope rational Data
2500 CRUISE PERFORMANCE CRUISE PERFORMANCE 5000

-
NORMAL LEAN MIXTURE NORMAL LEAN MIXTURE
Standard Atmosphere • Zero Wind • Gross Weight- 3000 Pounds Standard Atmosphere • Zero Wind • Gross Weight -3000 Pounds
2500 FEET 5000 FEET
I
63.5 Gal. (No Reserve) 80 Gal. (No Reserve 63.5 Gal. (No Reserve) 80Gal.(No Reserve}
% TAS Gal/ Endr. Range Endr. Range % TAS Gall Endr. Range I Endr. Range
RPM MP BHP MPH Hour Hours Mlles Hours Miles
II I'M MP BHp l MPH Hour Hours Miles Hours Miles
.2450
24
76
180
14.3 4.4 800
5.6 1010
:l450 24 79 187 14. 8 4.3 800 5.4 1010
,23 71
177
13.4 4.7 835
6.0 , 1050
23 74 183 14.0 4. 5 830 5. 7 1050
22
67
173
12.7 5.0 865
6.3 1090
22 70 179 13.1 4.8 870 6.1 1095
21
63
169
1l. 9
5.3 900
6. 7
ll35
21 65 175 12.3 5. 2 905 6. 5 ll40
2300
24
68
174
12.8 4.9 860
6.2 1085
:l300 24 71 180 13.3 4.8 860 6.0 lOBO
23
64
170
12.1 5.2 890
6.6 ll20 23 67 177 12.6 5.0 890 6.4 ll25
, 7. 0 63 11. B 5.4 925 6.8 ll70
22
61
166
11. 4
5.6 925
ll65 22 173
21
57
163
10.8 5.9 960
7.4 1210
21 59 169 11. 1 5.7 965 7. 2 1215
I
2200
23
60
166
1l. 3
5.6 930
7. 1
ll75 :l200 23 62 172 I 1l.7 5.4 935 6. 8 ll75
22
56
162
10.7 ' 6. 0 965
7.5 1215
22 58 168 11. 0 5.8 970 7.2 1220
21
53
158
10.0 6.3 1005
8.0 1265
21 55 165 10. 4 6.1 1005 7.7 1265
20
49
, 154
9. 4
6.7 1035
8 . 5
1305
20 51 160 9.8 6.5 1040 8.2 1310
I
2100
22
52
157
9.9 6.4 1010
8.1 1275
2 100 22 53 163 10.1 6.3 1020 7.9 1290
21
48
153
9.3 6. 8
1045
8.6 1320
21 50 159 9.6 6.6 1055 B.4 1330
20
45
148
8.7 7.3 1080
9.2 1360
20 46 154 9. 0 7. 1 1090 8. 9 , 1370
19
42
144
8.3 7.7 1105
9. 7
1390
19 I 43 150 8.5 7.5 1115 9.4 1405
18
39
139
7. B 8. 1
1130
10.2 1420
1B 40 145 8.1 7.9 1140 9.9 I 1435
17
35
133
7.3 8.7 1150
10. 9
1445
17 37 139 7.6 8.4 ll60 10. 6 1465
16
32
126
6.9 9.2 1160
11. 6
1460
16 34 132 7.1 B.9 ll75 11. 2 1480
15 I 31 125 6.7 9.4 ll80 1l.9 1485
t, -
7-4
7-5
Operati onal Data Operational Data
7500 CRUISE PERFORMANCE CRUISE PERFORMANCE 10,000

NORMAL LEAN MIXTURE NORMAL LEAN MIXTURE
Standard Atmosphere • Zero Wind • Gross Weight-3000 Pounds Hlandard Atmosphere • Zero Wind • Gross Weight-3000 Pounds
7500 FEET 10,000 FEET
63.5 Gal. (No Reserve) 80 Gal. (No Reserve) 63 .5 Gal. (No Reserve) 80Gal.(No Reserve}
% TAS Gal/ Endr. Range Endr. Range % TAS Gal/ Endr. Range Endr. R;mge
RPM MP BHP MPH , Hour Hours Miles Hours Miles
Miles I
ItI ' M MP i BHP MPH Hour Hours Miles Hours
2450 22 72 186 13.6 4.7 870 5.9 1095 6. 5 1200
~'I ~ () 20 65 184 12. 3 5.2 950
21 67 182 12.7 5.0 910 6.3 1145 995 7.0 1250
20 19 61 179 11. 5 5.5
I 64 178 12.0 5.3 945 6.7 1190 5.9 1035 7.5 1305
19 18 57 174 10.7
59 173 11. 1 5.7 990 7.2 1245 6.4 1075 8.0 1355
17 52 169 10.0
2300 22 65 i 179 12.2 5. 2 930 6. 6 1275
1175 \& :100 20 59 177 11. 1 5.7 1010 7.2
21 61 175 11. 5 5.5 970 7. 0 1325
20 1220 19 55 173 10. 4 6.1 1050 7.7
57 171 10.8 5.9 1005 7. 4 1270 1090 8.2 1370
19 I 18 51 168 9.8 6.5
53 167 10.1 6.3 1040 7.9 1320 48 9. 1 6.9 1125 8.7 1420
17 162
-
2200 22 61 175 11. 4 5.6 970 7.0
21 1225 i200 20 55 173 10. 4 6.1 1050 7.7 1325
57 ' 171 10.7 I 5.9 1010 7.5 1275
I
20 19 52 , 168 9.9 6.4 1085 8.1 1365
53 166 10. 1 6.3 1045 I
7.9 1315 I 163 1120 1410
19 162 18 48 9.2 6.9 8.7
50 9.5 6.7 1080 8.4 1360 1155
17 44 158 8. 7 7.3 9.2 1450
,
2100 21 52 165 9.8 6.4 1060 8.1 1335 aloo 20 50 166 I 9.5 6. 7 1105 8.4 1390
20 48 160 9.3 6.8 1095 8.6
19 1380 19 47 161 9. 0 7.0 1135 8.9 1430
45 155 8.7 7.3 1125 9.2 1420 44
18 42 18 156 8. 5 7.4 1160 9.4 1465
150 8.3 7.7 1150 9.7 1450 17 40 150 8.0
17 39 7.8 7. 9 1185 9. 9 1495
145 I 8.1 1175 10.2 1485 16 37 144 7. 6
16 35 138 8.4 1205 10.5 1520
7.4 8.6 1190 10.9 1500 15 34 137 7. 1 8.9 1215
15 32 131 11. 2 1530
6.9 9.1 1200 11. 5 1510 14 30 126 6.6 9.6 1200 12.0 1510
I I
I
I
• I
7-6 7-7
Operational Data Operational Data
15-20,000 CRUISE PERFORMANCE LANDING CONDITIONS

APPROACH IAS-61 MPH @ 2200 LBS.
NORMAL LEAN MIXTURE
LANDING DIAGRAM 71 MPH @ 3000 LBS.
Standard Atmosphere • Zero Wind • Gross Weight- 3000 Pounds WING FLAPS - 40° POWER OFF
15,000 FEET HARD _ SURFACE RUNWAY - NO WIND
, . . - - - NOTE - -..,
63.5 QU. (No Reserve) 80 Gal.(No Reserve) REDUCE LANDING DISTANCES 10%
% TAS Gal/ Endr. Range Endr. Range FOR EACH 6 MPH HEADWIND .
RPM MP BHP ' MPH Hour Hours I Miles Hours Miles
. 2450 16 51 176 9.8 6.5 1140 8.2 1435

15 I 47 170 9.1 6.9 1180 8.8 1485
14 I 42 160 8.3 7.6 1220 9.6 1540
13 39 152 7.8 8.1 1240 10.3 1565
2300 16 46 168 9.0 7.1 1190 8.9 1495

15 43 162 8.4 7.5 1215 9.5 , 1530
I
14 39 153 7.8 8.1 1245 10.3 1565

I
13 I 35 144 7.3 8.7 1250 10.9 1575
g,"'"
2200 16 44 163 8.5 7.4 1210 9.4 1525
15
14
40
36
156
147
8. 0
7.5 I
7.9
8.5
1235
1250
10.0
10.7
1555
1575 \.., !~ M7. . . .
...... 5,000 FT . ELEVATION, 41°F
d!~I ~
1020 FT . 1200 FT.
2100 16 40 155 7.9 8.0 1235 10. 1 1560

15 36 I 148 7.5 8.5 1250 10.7 1575 GROUND ROLL
14 33 136 7.0 9.1 1235 11. 4 1555 385 FT.
I : I
~~-)~I-;
20,000 FEET
63.5 Chl.(No Reserve) 80Gal.(No Reserve) 980FT. 1150FT.
% TAS Gall Endr. Range Endr. Range
RPM MP BHP MPH Hour Hours Miles Hours Miles
I
2450 13.5 43 168 8.4 7.5 1265 9.5 1595

13 41 165 8.2 7.7 1275 9.7 1605
12 I 37 152 7.6 8.4 1275 10.6 1605
2300 13.5 39 159 7.9 8.1 1285 10.2 1620
13 37 155 7.6 8.3 1285 10.5 1620
Figure 7 - 4 (Sheet 5 of 5). Figure 7-5.

7-9
7-8
Operational Data
":ii" OJ
... ~cj ...:

",< o ~
'" u...
..t
'"
to>
...,~
0",
00
E-4~
<D
~
~ ~
'" o
c.:
o ~
~ o ...o
E-<
..: "g~
0:0:
"
~
~
g
~
o
'"
o
z
<
--
o This section contains a description, operating procedures, and per
~tJ
'" ~
... IlI nnance data (when applicable) for the "major item" optional equipment
... "'..:
...,E-<
O~
o
'"
o
s o
~ ...<
V>
vulems in your airplane. Only optional equipment requiring detailed
""t 00 ....
u... I'llverage, for efficient utilization of the system, is discussed here. Op
~~ III mal equipment of a more simpie nature is discussed in other portions of
o
c::i
~ o z Ih II, manual.
E-<
..: ~d ~
... o
~
'II ~
~
~
00
0:0: o
" <
....
:I:
... ~tJ'"
"'..: :;;
...
:I:
~
<D
.t
o
o
~
...,E-<
'" !'; I
o~ t
0>
-0
00 aJ
E-<
:;;
:t
U H
~D
RADIO SELECTOIR SWITCHES
o
~ ....<
o c.: ~
!;: ' ~:l ~
~
~
...
~ "'
~ o
00
0:0: RADIO SELECTOR SWITCH O ,PERATION.
~
" o
Operation of the radio equipment is normal as covered in the respec
... '"
~cj ....
V>
I I VI' radio manuals. When more than one radio is installed, an audio switch
.
:;:
...,
"'<
...,E-<
o~
00
...'"
0>
o
M
~
U
Z
<
.....
V>
1"1-\ system is necessary. The operation of this switching system is de
n ibed below.
r:; E-< -
:;; o
...,
'"
..:
C) TRANSMITTER SELECTOR SWITCH .
'OJ"
o z
~:l ~ o ~
...'" o
!;: 00
0:0:
~
M ~
z The transmitter selector switch has two positions. When two trans
<
.... lllitters are installed, it is necessary to switch the microphone and antenna
" .... I" the r ...dio unit the pilot desires to use for transmission. This is accom
!I: U
o "I ls hed by placing the transmitter selector switch in position 1 or 2 cor
< ::J
O~!I: CD
~ o I" ' ~ ponding to the radio unit which is to be used.
g:::.~ "' w
c.:
""
..:
w
..... SPEAKER-!P HONE SWITCHES.
OJE-<
'll!l:U)
•
o o c o
0"",
o:~...,
~
o
<D g z The speaker-phone switches determine whether the output of the re
,,~ '"
"" Iver in use is fed to the headphones or through the audio amplifier to the
7-10 8-1
Optional Systems Optional Systems
speaker. Place the switch for the desired receiving system either in the NAV -O-MATIC
up position for speaker operation or in the down position for headphones.
DESCRIPTION
TRANSMITTER NA V -O-MATIC. duties between take-off and landing.
SELECTOR KNOB RADIO SELECTOR SWITCHES The NAV-O-MATIC also provides
The Cessna NAV-O-MA TIC flight heading holding capability . When
----------------- ........
I'Imtroller is an electronic, single the autopilot is engaged and trimmed,
5'1:1t .
,
g: ADF
y~;®
ItEC 1
'HONIS
ItIC 2
®,®
ItEC 3
~~'
.I)( \ S autopilot featuring a transistor
j /.£'d heading hold circuit.
TIle NAV-0- MATIC provides com
plete lateral stability, thereby giving
I he pilot additional time for navi
the airplane will hold a desired head
ing automatically. System compon
ents include a command control unit
(see figure 8- 2) and an inclined rate
gyro mounted behind the instrument
t',a tional and visual flight operation panel. The system also includes a
SPEAKER-PHONE SWITCH
FOR NO. 1 RECEIVER
lJy relieving him of most control signal amplifier with heading hold
SPEAKER-PHONE SWITCH SPEAKER-PHONE SWITCH
FOR ADF REC EIVER

FOR NO.2 RECEIVER
S PEAKER-PHON E SWITCH
FOR NO. 3 RECEIV ER OFF - ON HEADING TRIM
SWITCH KNOB
Figure 8-1.
r .~
\..essna.
LATERAL PULL-TURN
TRIM TAB KNOB
Figure 8-2.
8-2 8-3
circuit, motor driven servo with to the aileron bellcrank and the "II lite airplane. and airplane heading deviations,
electro-magnetic clutch connected necessary wiring. AII hmgh the autopilot may be easily allowing the new trim signal to be
,wl 'l"powered at any time, this prac transmitted more rapidly to the
III' " should be minimized since some autopilot servos.
"rv o clutch wear will result from
OPERATI NG CHECK LIST ItllIK periods of manually overpower- NOTE
1111'. the system.
TAKE-OFF. (2) Adjust LATERAL TRIM TAB With the aircraft trimmed and the An aircraft out of trim condition
as required to level aircraft. NAV-O-MATIC engaged, as outlined will result in the NAV-O-MATIC
(1) NAV-O-MATIC "OFF-ON" (3) Push in "PULL-TURN' knob 111 Ute check list, the NAV-O-MATIC causing the aircraft to fly with one
switch in OFF position. to engage heading hold. ...111 then be adjusted to hold a heading, wing low to maintain a heading.
(4) Make fine adjustments to hold II , a fter a short period, the aircraft If objectionable, this can be cor
CRUISE. heading by use of the "TRIM" knob. 1'1 found to be drifting from heading, rected by centering the ball in the
After each new trim setting, disen lilt' "HEADING TRIM" knob is used turn and bank indicator with the
A. TO ENGAGE AUTOPILOT. gage and re-engage "PULL-TURN' h ) (:ompensate for this. Once the rudder pedals or the rudder trim
knob. owner is experienced with the proper control.
(1) Trim the aircraft for straight (5) To turn to new heading, pull I r'l mming of the heading hold circuit,
flight. out "PULL-TURN' knob and rotate it will be easy to find a setting that The "PULL-TURN" knob can be
(2) Center LATERAL TRIM TAB it in the desired direction. Center will allow the NAV- O- MATIC to hold used to turn to a new heading by pul
(located below "PULL-TURN" knob). knob and push in when aircraft is on I heading. Heading adjustment with ling out to disengage the heading
(3) Center "PULL-TURN" knob. new heading and wings are level. IIw "TRIM" knob can be expedited by hold cir cuit and turning in the de
(4) Center "HEADING TRIM" knob. lll !-; c ngaging and re-engaging the sired direction. When the aircraft
(5) Turn NAV-O-MATIC "OFF- BEFOR E LA N DI N G . " P ULL- TURN" knob after each new is on the new heading, center the
ON" switch ON. 1I'\ m setting. This action erases knob and push in to re- engage the
(1) NAV - 0 - MATIC "OFF - ON' th .. memory of previous trim settings heading circuit.
B. OPERATION OF AUTOPILOT. switch in OFF position before enter
ing traffic pattern.
(1) Pull out "PULL-TURN' knob.
EM ERGENCY PROCEDURES
II' a malfunction should occur in any autopilot may be disengaged by turn
OPERATING DETAILS ..I Ule autopilot units, it can be over ing the NAV-O-MATtC "OFF-ON"
' Iuden merely with pressure on the switch OFF.
It is recommended that the NAV when the aircraft's master switch is !II I1'mal flight controls, and the entire
O-MATIC not be engaged prior to on. It is not mandatory that the pro
take-off. Forces applied to the con cedure listed in the Operating Check
trol system by the autopilot are easily List for engaging the autopilot be
overpowered; however, these forces used, but it will result in the smooth
could significantly alter the "feel" of est engagement. If the setting of
the aircraft controls. the autopilot is different from the
The NAV-O-MATIC requires no trim of the aircraft at the time the
warm~up period before engagement autopilot is engaged, it will cause
since the system employs transis a brisk change of attitude; however,
tors and the rate gyro is operating no excessive loads will be imposed
8-4 8-5
NOfel
- OXYGEN SYSTEM
An oxygen system, supplying oxygen fire hazard. Be sure hands and
III r ough five individual outlets, is clothing are oil-free before han
"vallable as q>tional equipment. The dling oxygen equipment.
YHlem is completely automaiic and
,-" quires no manual regulation for OXYGEN SYSTEM
I'IlIl nge of altitude or flow shut-off OPERATION
.,.,he n the system is not in use.
The system consists of an oxygen Prior to flight, check to see that
r V Ii nder, filler valve, pressu re the oxygen cylinder shut-off valve,
1T,\I~ e, pressure regulator, outlet located on the cylinder behind the
,·ollplings, and four disposable oxygen baggage compartment rear wall,
lac e masks, complete with vinyl is full open (full counterclockwise).
pla stic hoses and flow indicators. Note the oxygen pressure gage read
The face masks and hoses are stored ing to be sure that there is an ad
111 a plastic bag, normally stowed on equate oxygen supply for the trip.
Ih e utility shelf when use is not an Refer to the Oxygen Duration Chart
Iidpated. (figure 8-4). See that the plastic bag
. The oxygen cylinder and shut-off containing the face masks and hoses
valve are located aft of the baggage is accessible, and that the masks
l·ompartment. Oxygen, under high and hoses are in good condition.
p ressure, flows from the cylinder
lu an automatic pressure regulator To use the oxygen system, proceed
which supplies filtered, low pressure as follows:
"xygen to five individual outlets. The
lIutlets, regulat.or, and a pressure (1) Select mask and hose from
v,age that indicates oxygen cylinder plastic bag.
pressure, are located in the overhead (2) If mask is not cormected to hose,
.. l.J1sole panel. When the oxygen mask attach by inserting plastic tube on
lIuses are plugged into the quick mask into rubber hose connector on
«ltsconnect outlet couplings, a con delivery hose .
Ilnuous flow of oxygen is supplied to (3) Attach mask to face.
Pilch face mask. A flow indicator (4) Select oxygen outlet coupling
i ll each mask supply line shows if in overhead console panel and plug
IIxygen is flowing . delivery hose into it. Oxygen will
flow continrusly at the proper rate
IMPORT _\NT of-flow for any altitude without any
manual adjustments.
Permit no smoking when using (5) Check the flow indicator in the
oxygen. Oil, grease, soap, and face mask hose. Oxygen is flowing
other fatty materials in contact if the red indicator compresses
with oxygen constitute a serious its return spring .
8-7
8-6
r - - - - - - COD E - - - - - - .
k«::1 HIGH PRESSURE OXYGEN
1800
, I ~ 1*j // / / V ;r
lfA~fifV7
V / /
V I.
c::::J LOW PRESSURE OXYGEN
OXYGEN SYSTEM
/ [7
h"~it
. ff/7~
l!E: CONTINUOUS FLOW COUPLING
SCHEMATIC
1500
~ 4 , 0 [7
II
....: 0<1 ,,'" A~'---, ~ /

EE3J
~t· V
F LOW INDICATOR V
.,j
/f!;,:.0;', ,;; ,0f", ' ''' '
,../ '/ /
SHUT-OFF VALVE, ..: " ,f! f" .'
(ACCESSIBLE BEHIJ'..'I) ~
BAGGAGE COMPART
till 1 ~/ ,~ /
MENT WALL)
... 1000
1,1/ / i'J bf;j
II1II: IlL I [ LV .{~o~v
FILLER VALVE -~ ""i~ii;i'i';i;;W;; '[bgi,: i,,',
~
on
...
on I//JV/ V/ V V
II1II:
t:L
'(II j,VI V / V CODE
II. If/}VI / // 18000 FT I /t-~

~P I
I
w
C) 500
//1} VI£ V It/' I 12000 FT
OVERHEAD
<0(
C)
VII/Ii VV lh
CONSOLE PANEL
rIIJ APV ~
~.6 ~ OXYGEN SYSTEM DURATION CHART
j
PRESSURE
REGULATOR
0"
0
" 1 2 3 4 5 6 7
OXYGEN 'D URA TlON - (HOURS)
,016" EllA. ORIFICES---;""" I~. 023" DIA. ORIFICE

(PASSENGERS) (PILOT ONLY)
Figure 8-4.
P"'~G!R~' =s
NOTE OXYGEN SYSTEM
TO PILOT'S SERVICING
~.FACEMASK The left console outlet (labeled
] ~Z" ','. TOFACE

PASSENGER'S
MASK
"PILOT") meters approximately
twice the volume of oxygen meter
ed by the other outlets.
The oxygen cylinder, when fully
charged, contains 48 cubic feet of
oxygen, under a pressure of 1800 psi
FACE MASKS • ~ RED INDICATOR
at 70°F. It shruld be refilled, when
(SPRING COMPRESSED WHEN
RED INDICA TOR OXYGEN IS FLOWING)
(6) Unplug the delivery hose from ever the oxygen pressure gage indi
(SPRING EXTENDED WHEN the overhtlad console when dis cates less than 300 psi, with aviators'
OXYGEN IS NOT FLOWING) eontinuing use of the oxygen system. breathing oxygen (Fed. Spec. No.
This automatically stops the flow BB-O-925, or equivalent). For serv
FIgure 8-3. of oxygen. icing convenience, a filler valve is
8-8 8-9
Optional Systems
located on the left side of the utility

shelf near the baggage door.
on oxygen systems. Apply only
to the first three threads of male
alphabetilal indeH
fittings to prevent thread seizure. .- ~~~~~~~~~~~~~~~~~~~~~~==~~~~==========
IMPORTANT The face masks used with the oxy

gen system are the partial-rebreath A Care,
Oil, grease, or other lubricants ing, disposable type. The masks are interior, 6-4
in contact with oxygen create a durable and the frequent user can Alte r Landing, 2-4
landing gear, 6-3
serious fire hazard, and such con mark his mask for identification and Aller Take-Off, 3-5
propeller, 6-3
tact must be avoided. Only a reuse it many tim es. Additional Air-plane,
Center of Gravity Moment
thread compound approved under masks and hoses are available from before entering, 2-1
Envelope, 5-5
MIL-T-5542 can be used safely your Cessna Dealer. file, 6- 5

Check, Preflight, 3-1
mooring, 6-1
Circuit Breakers, 1-6
Airspeed Correction Table, 7-1

Climb, 2-3, 3-5
AI rspeed Limitations, 5-1

maximum performance, 2-3
Ammeter, 1-7
normal, 2-3
Authorized Operations, 5-1

Clock, 1-7
Auxiliary Fuel Pump, 1-5

Cold Weather Operation, 3-8
switch, 1-4
Controls, Engine, 1-1
Correction Table, Airspeed, 7-1
Cowl Flaps, 1-3
Cruise Performance, Optimum, 3-7
Cruise Performance, 7-4, 7-5,
8
7-6, 7-7, 7-8
CruiSing, 2-4, 3-6
Baggage, inSide cover
Battery, 1-7
flattery Solenoid, 1-7
Aefore Entering Airplane, 2-1
Ilefore Landing, 2-4, 3-8

D
Before Starting Engine, 2-1
Before Take-Off, 2-2, 3-4

Dealer Follow-Up System, 6-6
Diagram,
electrical power distribution,
1-7
exterior inspection, 1-12
c fuel flow settings, 1-2
fuel system schematic, 1-5
Cabin Heating and Ventilating internal cabin dimensions, 1-11
System, 1-10
landing, 7-9
Cap, Fuel Filler, 1-5

principal dimenSions, iv
Capacity,
servicing, 6-7
fuel, inside cover Dilution System, Oil, 3-9
oil, inside cover dilution table, 3-10
8-10 Index-1
Alphabetical Index Alphabeti cal Index
switch, 1-5
starting, 2-1, 3-2
loading, 5- 5
L
Dimensions,
Exterior Inspection Diagram, 1-12
(~t· o ss Weight, inside cover
internal cabin, 1-11

I ~I' {)und Handling, 6-1
Landing, inside cover, 2-4, 3-8
principal, iv
(,,'ound Service Receptacle, 1-7
after, 2-4
Distributor, Fuel, 1-5

before, 2-4, 3-8
Drain Knob, Fuel Strainer, 1-5,1-6

diagram, 7-9
Drain Plugs, Fuel Tank Sumps, 1-5

F distance table, 7-10
normal, 2-4
File, Airplane, 6- 5
H Landing EmergenCies (Except
Flaps, Cowl, 1-3
Ditching), 4- 2
Fuel System, 1-3

nand-Cranking the Engine, 3-9
forced landing, 4-2
E auxiliary fuel pump, 1-5

Heating and Ventilating System,
landing with one defective
auxiliary fuel pump switch, 1-4

1-10
main gear, 4- 4
Electrical System, 1-6

capacity, inside cover
1I0t Air Knob, Induction, 1-1
landing with defective nose
ammeter, 1-7
emergency operation, 4-1
1I0t Engine Starting Procedure, 2-2
gear, 4-5
battery, 1-7
filler cap, 1- 5
landing without positive
battery solenoid, 1-7

fuel distributor, 1- 5
indication of gear locking,
circuit breakers, 1-6

fuel flow indicator, 1-2, 1-5
4-4
clock, 1-7
fuel flow settings diagram, 1-2
Landing Gear System, 1-8
generator, 1-7
fuel nozzles, 1-5
I
care, 6-3
ground service receptacle, 1-7

fuel quantity data table, 1-4
emergency hand pump, 1-1.0
ignition - starter switch, 1- 2,

fuel quantity indicators, 1-5,
Jh'llition - Starter Switch, 1-2, 1-7
emergency operation, 4-1
1-7
1-6
Indicator,
gear position handle, 1-9
landing lights, 1- 6
fuel quantity transmitters, 1-5
fuel flow, 1-2, 1-5
steering, 1-10
magnetos, 1-7
fuel reservoir, 1-5
fuel quantity, 1-5, 1-6
Landing Lights, 1-6
master switch, 1-7

fuel unit, 1-5
stall warning, 1-8
Let-Down, 2-4, 3-8
navigation lights, 1-8

schematic, 1- 5
Induction Hot Air Knob, 1-1
Lights,
power distribution diagram, 1-7

selector valve, 1-4, 1-5
Inspection Service - Inspection
landing, 1-6
stall warning indicator, 1-8

solenoid valve, 1-5
Periods, 6-4
navigation, 1-8
starter, 1-7
strainer, 1- 5
Instrument Markings, Engine, 5-2
Limitations, Airspeed, 5-1
starting vibrator, 1-7

strainer drain knob, 1-5, 1-6
Interior Care, 6-4
Loading, Power, inside cover
voltage regulator, 1-7

tank sump drain plugs, 1- 5
Internal Cabin Dimensions, 1-11
Loading, Wing, inside cover
Emergencies, Landing, 4-2

tank vent, 1-5
Loading Graph, 5- 5
Emergency Hand Pump, 1-10

Loading Problem, Sample, 5-4
Emergency Operation, Fuel

Lubrication and Servicing, 6- 6
System, 4-1
Empty Weight, inside cover
Engine, inside cover

G K
before starting, 2-1
controls, 1-1
Generator, 1-7
Knob,
M
hand cranking, 3-9
Glide, Maximum, 4-3
fuel strainer drain, 1-5, 1-6
instrument markings, 5-2

Graph,
mixture control, 1-1, 1-5
Magnetos, 1-7
instruments, 1-2
center of gravity moment
propeller control, 1-1
Maneuvers - Normal Category, 5-1
operation limitations, 5-2

envelope, 5-5
throttle, 1-1, 1-5
Markings, Engine Instrument, 5-2
Index-2
Index-3
Alphabetical Index Alphabetical Index
Master Switch, 1-7

Operations Authorized, 5-1
speaker-phone, 8-1, 8-2
transmitter selector, 8-1, 8-2
Maximum Glide, 4-3

Optimum Cruise Performance, 3-7
transmitter selector, 8-1, 8-2
System,
Maximum Performance Climb, 2-3

Oxygen System, 8-7
Hange, inside cover
cabin heating and ventilating,
Maximum Performance Take-Off,

cylinder, 8-8
Hate of Climb at Sea Level,
1-10
2-3
duration chart, 8-9
inside cover
dealer follow-up, 6-6
Mixture Control, 1-1, 1-5

filler valve, 8-8
Itegulator, Voltage, 1-7
electrical, 1- 6
Moment Envelope, Center of

flow indicators, 8-8
Reservoir, Fuel System, 1-5
fuel, 1- 3
Gravity, 5-5
operation, 8-7
landing gear, 1-8
Mooring Your Airplane, 6-1

overhead console panel, 8-8
oil dilution, 3-9
pressure gage, 8-8

oxygen, 8-7
pressure regulator, 8-8

System Emergency Procedures, 4-1
schematic, 8- 8
5
fuel system, 4-1
servicing, 8-9
landing gear, 4-1
N shut-off valve, 8-8

Sample Loading Problem, 5-4
!-;elector Valve, Fuel, 1-4, 1-5
Navigation Lights, 1-8
Nav-O-Matic, 8-3
before landing, 8-4
cruise, 8-4
p
!-;ervice Ceiling, inside cover
Servicing and Lubrication, 6-6
diagram, 6-7
procedures, 6-8, 6-9, 6-10,
emergency procedures, 8-5

Painted Surfaces, 6-3
6-11, 6-12
Take-Off, inside cover, 2-3, 3-4
heading trim knob, 8-3

Performance - Specifications,
Specifications - Performance,
after, 3-5
lateral trim tab, 8- 3

inside cover
inside cover
before, 2-2, 3-4
off-on switch, 8-3

Power, inside cover
Speed, inSide cover
maximum performance, 2-3
pull-turn knob, 8-3

Power Loading, inside cover
Spins, 3-7
normal, 2-3
take-off, 8-4
Preflight Check, 3-1
Stalls, 3-7
Take-Off and Climb Data Table, 7-3
Normal Category - Maneuvers, 5-1

Principal Dimensions Diagram, iv
speed chart, 7-2
Taxiing, 3~3
Normal Climb, 2-3

Prope ller, inside cover
warning indicator, 1-8
Throttle, 1-1, 1-5
Normal Landing, 2-4

care, 6~3
Starter, 1-7
Normal Take-Off, 2-3

control, 1-1
Starting Engine, 2-1, 3-2
Nozzles, Fuel, 1- 5
hot engine procedure, 2-2
Starter - Ignition Switch, 1-2, 1-7

u
Starting Vibrator, 1-7
Q Storage, 6-2
Unit, Fuel, 1-5
Strainer Drain Knob, Fuel, 1-5,
o Quantity Data, Fuel, 1-4
Quantity Indicators, Fuel, 1-5, 1-6
1-6
Sump Drain Plugs, Fuel Tank, 1-5
Oil System,
Quantity Transmitters, Fuel, 1-5
Surfaces, Painted, 6-3
capacity, inside cover
dilution solenoid valve, 1-5
Switch,
v
auxiliary fuel pump, 1-4
dilution switch, 1-5

ignition-starter, 1-2, 1-7
Valve, Fuel Selector, 1-4, 1-5
dilution system, 3-9

R master, 1-7
Vent, Fuel Tank, 1-5
dilution system table, 3-10

oil dilution, 1-5
Ventilators, 1-11
Operation, Cold Weather, 3-8

Radio Selector Switches, 8-1, 8-2
radio selector, 8-1, 8-2
Vibrator, Starting, 1-7
Operation Limitations, Engine, 5-2

operation, 8-1
speaker-phone, 8-1, 8-2
Voltage Regulator, 1-7
Index-4
Index-5
Alphabetical Index
w gross, inside cover

Weight and Balance, 5-3
Warning Indicator, Stall, 1-8 Windshield - Windows, 6-2
Weight, Wing Flaps, 1-8
empty, inside cover Wing Loading, inside cover
WARRANTY
''' ( t '('s sna Aircraft Company warrants each new air craft
Iud 1\ l u red by it to be fre e from defects in mater ial and wor k
io uliltl IInder normal use and service, provided, however, that
w.I I' ranty is limited to making good at The Ce s s na Aircraft
.llIp. IIlY ' 5 factory any part or pa rts thereof which shall , within
1,\ (J,) Iliollths after delivery of such aircraft to t he original pur
i l~i tu I , be returned to Cessna with transportation char ges pr e
11;1 101 .111(1 which upon Cessna' s examination s hall disclos e to its
llhili dion to have been thus defective; this warranty b eing ex-
1"'''II ,l v in lieu of all other warranties expressed or implied and
III , .I h l' r obligations or liabilities on the part of Cess na, and
G, , !i lltl neither assumes nor authorizes any other person to assum e
II ; IIlY other liability in connection with the sa le of its aircraft.
• This warranty shall not apply to any aircraft which shall have
1,, : ~tII' cpaired or altered outside Cessna's factory in a ny way so ,
I ii, III Cessna's judgment, to affect the aircraft's stability or r e
Ii lilulil y, or which aircraft has been subject to misuse, negligence
I' I.lI'o' ldent.
~-----~--------
Index-6
' LOOK FOR THE REO ANi)
£iLUE CESSNA PE NN ANTS
FOR THAT EXTRA SERVICE
V. IERE IT COUNTS WHlN
YOU N EED IT " .
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS

Cessna 1962 Cessna 210B Owners Manual

Uploaded by

Copyright:

Available Formats

Cessna 1962 Cessna 210B Owners Manual

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Cessna 1962 Cessna 210B Owners Manual

Uploaded by

Copyright:

Available Formats

•

FACTORY TRAINED MECHANICS to provide you

A STOCK OF GENUINE CESSNA SERVICE PARTS on

published by Cessna Aircraft Company.

cross-country flight planning aids; a warm welcome awaits you at

SECTION I - DESCRIPTION .........................;............. 1-1

SECTION II - OPERATING CHECK LIST ............... 2-1

SECTION III - OPERATING DETAILS ..................... 3-1

SECTION IV - EMERGENCY PROCEDURES ........ 4-1

SECTION V - OPERATING LIMITATIONS ............ 5-1

SECTION VI - CARE OF THE AIRPLANE ............. 6-1

DEALIER FOLLOW-UP SYSTEM ...................... 6-6

SECTION VII - OPERATIONAL DATA ................. 7-1

SECTION VIII - OPTIONAL SYSTEMS .................. 8-l

RADIO SELECTOR SWITCHES ......................... 8-1

NAV-O-MATIC .................................................... 8-3

OXYGEN SYSTEM .............................................. 8-7

ALPHABETICAL INDEX ..................................... Index-1

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

ENGINE CONTROLS. pull type and changes the setting of

POSITION CONDITIONS) ONLY) DESCENDING) CHECK fiLLER ~ ""'-.... fillER CHECK

reservoir tank. is drawn. Fuel cannot be us ed fro"1 CODE

system servicing information. _ RETURN FUEl

The fuel selector valve hall ill , MECHANICAL

The auxiliary system is not to be strainer drain knob is pulled out a ll

respective fuel tank. Turned on by VIBRATOR STARTER

and gear warning, flap posi ti()11 In To fuel quant i ty

~~een- ' ~ AAA.~

BEFORE ENTERING THE AII RPLANE.

Inspect 31 rs peed st.atic sootce holes on sides

h. Check induction air filter (or rcslru:h" " 11 I ·

Disconne ct tie-down rope or chain.

k. Inspect radio ventilation air I nl akl \ .( ' l1

Che ck navigation light for damage.

BEFORE LANDING. PREFLIGHT CHECK. lage, and tail surfaces, as well as

II OIL DILUTION TABLE I TEMPER ATUR E

FUEL ADDED 1 qt. 2.5 qt.- ~4 1 Ii -

YS TEM EMERGENCY PROCEDURES.

I ANDING GEAR-EMEIRGENCY OPERATION.

(1) Place the gear handle in the full "OOWN" position.

and have the malfunction corrected. n"ps - up landing.

type of terrain and obstruction.

Emergency Procedures Emergency Procedures

(3) P lace landing gear handle "DOWN. "

MANEUVERS - NORMAL CATEGORY.

Maximum Gross Weight. . . . 3000lbs.

Your airplane must be operated in accordance with all FAA-approved

Maximum Structural Cruising Speed

READ BEFORE WORKING LOADING PROBLEM FOR YOUR AIRP LAN E

SAMPLE LOADING PROBLEM Weight Moment We ight Moment

1. licensed Empt y Weight (Somple Airplane) •.• 1810.0 62 .6

2. Oil . 12 QIs.· •• •. • ••• .••.•.• • .••. •• . . •• •••.•.•••.••••.• 22 . 5 ·0 .4 22 .5 ·0 . 4 ~

4 . Fuel . (63 . 5 Gal at 6 # / Gal) .......................

7 . Total Aircraft We i ght (loaded ) •.•••. .•. •.• •• .• •• 3000 .0 127.7

point falls ..... ith i n the en v elop e the lood i ng is a c c e ptable .

-Note : Normally full o i l ma y b e assumed for a l l flights .

1000 in the proper columns. 5

GROUND H AN DLING. root fitting or at the main gear strut.

The airplane is most easHy and MOORING YOUR AI RPLA N E.

....: 0<1 ,,'" A~'---, ~ /

fittings to prevent thread seizure. .- ~~~~~~~~~~~~~~~~~~============

IMPORTANT The face masks used with the oxy