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Nice old Cessna owners collectible lot. This page was last updated: This information manual reprint is in excellent condition. For years, obtaining an Information Manual has been surprisingly difficult. The corners are sharp Number of bids and bid amounts may be slightly out of date.
Please utilize the pictures to determine the condition of each manual. Pre Owned Cessna Info Manual. About Cessna Manuals Shop the large inventory of parts, accessories, and aviation manuals and literature! Skip to main content. All shown in th Originally issued in by the Cessna Aircraft Company and contains everything you need to know about the Cessna Model Has some stains on cover. This website uses cookies to improve your experience while you navigate through the website.
Out of these cookies, the cookies that are categorized as necessary are stored on your browser as they are as essential for the working of basic functionalities of the website. He authored, and regularly updated, five comprehensive manuals on primary, advanced, aerobatic, instructor, and instrument flying, all of which have been used by thousands of pilots, and his own personal memoir Logging Flight Time.
Back to home page Return to top. Dual controls are available as optional equipment on the Cessna [4] and almost all s have this option installed. For further updates follow us on social media. Archived from the original on In other projects Wikimedia Commons. Would you like to tell us about a lower price? Post your questions, comments and experiences here. See all preferredairparts has no other items for sale. Alexa Actionable Analytics for the Web. Flight into known icing conditions is prohibited.
Total Fuel: 26 U. Unusable Fuel: 1. Total Fuel: 39 U. Usable Fuel all flight conditions : NOTE Due to cross-feeding between fuel tanks, the tanks should be re-topped after each refueling to assure maximum capacity.
NOTE Takeoffs have not been demonstrated with less than 2 gallons total fuel 1 gallon per tank. This airplane is approved in the utility category and must be operated in compliance with the operating limitations as stated in the form of placards, markings and manuals. Entry Speed 95 knots 95 knots 95 knots Maneuver Reem. Entry Speed Spins.. Slow Deceleration Stalls except whip stalls. Slow Deceleration. Abrupt use of controls prohibited above knots. Intentional spins with flaps extended are prohibited.
Altitude loss in stall recovery - ft. Flight into known icing conditions prohibited. In the baggage compartment: For. Near fuel shutoff valve standard tanks : FUEL - CAP Engine Failure During Takeoff Run. Forced Landings. Ammeter Shows Discharge. Landing Without Elevator-Control Fires. Flight In Icing Conditions Spins. Spark Plug Fouling Magneto Malfunction. Low Oil Pressure. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced.
Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgment when unexpected weather is encountered. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem.
Emergency procedures associated with ELT and other optional systems can be found in Section 9. Maximum Glide. Wing Flaps Down Throttle -- IDLE. Ignition Switch -- OFF. Master Switch -- OFF. Airspeed -- 60 KIAS. Carburetor Heat -- ON. Fuel Shutoff Valve -- ON. Mixture -- RICH. Airspeed -- 55 KIAS.
Airspeed -- B5 KIAS If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture. Master Switch -- ON. NOTE Perform a side slip to keep the flames away from the fuel tank and cabin, and land as soon as possible, with flaps retracted. Turn pitot heat switch ON if installed. Turn back or change altitude to obtain an outside air temperature that is less conducive to icing. Pull cabin heat control full out to obtain maximum defroster air temperature.
For greater air flow at reduced temperatures, adjust the cabin air control as required. Open the throttle to increase engine speed and minimize ice buildup on propeller blades.
Watch for signs of carburetor air filter ice and apply carburetor heat as required. An unexpected loss in engine speed could be caused by carburetor ice or air intake filter ice. Lean the mixture for maximum RPM, if carburetor heat is used continuously. Plan a landing at the nearest airport. With an extremely rapid ice build-up, select a suitable "off airport" landing site. Leave wing flaps retracted.
With a severe ice build-up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effectiveness. Open left window and, if practical, scrape ice from a portion of the windshield for visibility in the landing approach. Perform a landing approach using a forward slip, if necessary, for improved visibility. Approach at 65 to 75 KIAS depending upon the amount of ice accumulation.
Perform a landing in level attitude. Alternator -- OFF. Those extra items on the checklist will provide added safety after a failure of this type.
Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions.
The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown. After an engine failure in flight, the best glide speed as shown in figure should be established as quickly as possible. While gliding toward a suitable landing area, an effort should be made to identify the cause of the failure.
If time permits, an engine restart should be attempted as shown in the checklist. If the engine cannot be restarted, a forced landing without power must be completed. Before attempting an "off airport" landing with engine power available, one should fly over the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions, proceeding as discussed under the Precautionary Landing With Engine Power checklist.
Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants' face at touchdown. Transmit Mayday message on Then do not change the elevator trim control setting; control the glide angle by adjusting power exclusively. At flareout, the nose-down moment resulting an adverse factor and the airplane may hit on the ly, at flareout, the trim control should be set at the the power adjusted so that the airplane will rotate for touchdown.
Close the throttle at touchdown. Consequentfull nose-up position and to the horizontal attitude. FIRES Although engine fires are extremely rare in flight, the steps of the appropriate checklist should be followed if one is encountered.
After completion of this procedure, execute a forced landing. Do not attempt to restart the engine. The initial indication of an electrical fire is usually the odor of burning insulation. The checklist for this problem should result in elimination of the fire. Vacuum System Failure In the event of a vacuum system failure during flight in marginal weather, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator if he inadvertently flies into clouds.
The following instructions assume that only the electrically-powered turn coordinator is operative, and that the pilot is not completely proficient in instrument flying. Note the time of the minute hand and observe the position of the sweep second hand on the clock. When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds.
Then roll back to level flight by leveling the miniature airplane. Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading.
If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately. Maintain altitude and airspeed by cautious application of elevator control.
Avoid overcontrolling by keeping the hands offthe control wheel as much as possible and steering only with rudder. If possible, obtain radio clearance for an emergency descent through clouds. To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles.
In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approximate course.
Before descending into the clouds, set up a stabilized let-down condition as follows: 0. Use full carburetor heat. Adjust the elevator trim for a stabilized descent at 70 KIAS. Keep hands off control wheel. Monitor turn coordinator and make corrections by rudder alone. Check trend of compass card movement and make cautious corrections with rudder to stop turn. Upon breaking out of clouds, resume normal cruising flight. Close the throttle. Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line.
Cautiously apply elevator back pressure to slowly reduce the airspeed to 70 KIAS. Adjust the elevator trim control to maintain a 70 KIAS glide. Keep hands off the control wheel, using rudder control to hold a straight heading. Apply carburetor heat. Clear engine occasionally, but avoid using enough power to disturb the trimmed glide. An inadvertent encounter with these conditions can best be handled using the checklist procedures.
The best procedure, of course, is to turn back or change altitude to escape icing conditions. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries.
Premature relaxation of the control inputs may extend the recovery. NOTE If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator may be referred to for this information.
A gradual loss of RPM and eventual engine roughness may result from the formation of carburetor ice. To clear the ice, apply full throttle and pull the carburetor heat knob full out until the engine runs smoothly; then remove carburetor heat and readjust the throttle. If conditions require the continued use of carburetor heat in cruise flight, use the minimum amount of heat necessary to prevent ice from forming and lean the mixture slightly for smoothest engine operation.
An obvious power loss in single ignition operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the recommended lean setting for cruising flight. If the problem does not clear up in several minutes, determine if a richer mixture setting will produce smoother operation.
If not, proceed to the nearest airport for repairs using the BOTH position of Select different power settings and enrichen the mixture to determine if continued operation on BOTH magnetos is practicable. If not, switch to the good magneto and proceed to the nearest airport for repairs. A leak in the line to the gage is not necessarily cause for an immediate precautionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump.
However, a landing at the nearest airport would be advisable to inspect the source of trouble. If a total loss of oil pressure is accompanied by a rise in oil temperature, there is good reason to suspect an engine failure is imminent.
Reduce engine power immediately. Use only the minimum power required to reach the desired touchdown spot. A broken alternator drive belt or wiring is most likely the cause of alternator failures, although other factors could cause the problem. A damaged or improperly adjusted voltage regulator can also cause malfunctions.
Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories: excessive rate of charge and insufficient rate of charge.
The paragraphs below describe the recommended remedy for each situation. However, after thirty minutes of cruising flight, the ammeter should be indicating less than two needle widths of charging current. If the charging rate were to remain above this value on a long flight, the battery would overheat and evaporate the electrolyte at an excessive rate. Electronic components in the electrical system could be adversely affected by higher than normal voltage if a faulty voltage regulator setting is causing the overcharging.
To preclude these possibilites, an over-voltage sensor will automatically shut down the alternator and the over-voltage warning light will illuminate if the charge voltage reaches approximately Assuming that the malfunction was only momentary, an attempt should be made to reactivate the alternator system. To do this, turn both sides of the master switch off and then on again. If the problem no longer exists, normal alternator charging will resume and the warning light will go off.
If the light illuminates again, a malfunction is confirmed. If the emergency occurs at night, power must be conserved for later use of the landing light and flaps during landing.
All nonessential equipment should be turned off and the flight terminated as soon as practical. Left Wing. Before Landing Landing. Power Check. Page
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