Page 1 National Défense Defence nationale OPERATING MANUAL AIR CADET GLIDING PROGRAM CESSNA 182 AIRCRAFT OPERATING INSTRUCTIONS ENGLISH Supersedes: October 2015 Version 7 Issued by the Commander Royal Canadian Air Force under the authority of the Chief of Defense Staff OPI: 2 Canadian Air Division / Director Air Force Training...
Page 3: Foreword
Chain of Command to the NCA Ops O at NATL CJCR SP GP, info 2 CDN AIR DIV / Dir AF Trg / ACGPSET. The Cessna Pilot Operating Handbook is the legal controlling document that must be carried on board the aircraft during flight. There is no need to carry the AOIs in the aircraft. For the list of documents used to compile these AOIs, refer to LIST OF REFERENCES.
Page 4: Record Of Amendments
RECORD OF AMENDMENTS The portion of the text affected by the latest change is indicated by a black vertical line ( I ) in the margin of the page. The date of issue of original and amendment list pages are contained in the following figure: Amendments Entered Version Revision...
Page 5: Temporary Revisions Index
TEMPORARY REVISIONS INDEX Temporary Revision Part/Page/Paragraph Date Inserted Date Removed Affected...
Page 6: Table Of Contents
TABLE OF CONTENTS FOREWORD ........................i RECORD OF AMENDMENTS ..................ii TEMPORARY REVISIONS INDEX ................iii TABLE OF CONTENTS ....................iv LIST OF ANNEXES ....................... xi LIST OF REFERENCES ....................xii ABBREVIATIONS AND ACRONYMS ................. xiv PART 1 - GENERAL DESCRIPTION ................1-1 GENERAL..................
Page 7 POWER UNIT..................1-17 Engine..................1-17 Propeller.................. 1-17 Fuel Injection System………………………………...……..…… 1-18 Power Unit Controls..............1-18 Throttle Control................ 1-19 Propeller Control..............1-19 Mixture Control................ 1-20 Power Management ………………………………..….…….….. 1-21 Engine Oil System..............1-22 Ignition System................ 1-24 Starter …………………………………………………..………… 1-24 Air Induction and Alternate Air..........1-25 Exhaust System...............
Page 8 Lighting Controls and Switches…………………………...…. 1-42 HEATING AND VENTILATION SYSTEM.......... 1-43 General…………………………………………….…………...…. 1-43 Heating………………………………………………..……..……. 1-44 Ventilation……………………………………………...…….…… 1-44 FLIGHT INSTRUMENTS..............1-45 Pitot Static System..............1-45 Vacuum System..............1-46 Stall Warning System.............. 1-46 Flight Instruments..............1-47 AVIONICS..................1-49 General................1-49 Audio Panel................1-50 GPS……………...............
Page 9 START CLEARANCE………………………..…………………………. 2-8 NORMAL ENGINE START ............... 2-9 HOT ENGINE START……………………………..…………………….. 2-10 FLOODED ENGINE START……………..………………………..…… 2-11 POST START………………………………………………………..…… 2-13 Pre-Taxi................... 2-13 Taxi..................2-13 GROUND OPERATIONS ……………….………………………..……. 2-14 RUN-UP..................... 2-15 PRE-TAKEOFF.................. 2-17 TAKEOFF..................2-18 Normal Takeoff ……………...….…………….……...……...….. 2-18 Short Field Takeoff …………………….……..…..…….…...….. 2-18 Soft / Rough Field Takeoff ……………………...……...…...…..
Page 10 LANDING................... 2-28 General ……………...….………………………..…………...….. 2-28 Approach Speeds……………………………..……….………… 2-29 Normal Landing ………...…………….…………..…..…..….. 2-29 Short Field Landing ………...………..…………..……..…...….. 2-30 Soft / Rough Field Landing ………...……………….……..….. 2-31 Crosswind Landing ………...…………….…………..……...….. 2-31 Landing without Flaps………………………………..………….. 2-31 Overshoot ………...…………….……..…..……….………...….. 2-32 CONTINUOUS CIRCUIT OPERATIONS........... 2-32 Stop and Go Landings ………...………………….………...….. 2-32 Touch and Go Landings…………………………….…………...
Page 11 Priorities................... 3-1 Cautionary Information………………………………………….. 3-1 Non-Critical Emergencies............3-1 Critical Emergencies..............3-1 CAUTIONARY INFORMATION............3-2 EDM 930 Secondary Alerts.………………………….…..……. 3-2 EDM 930 Primary Alerts.………….……………………………. 3-3 NON-CRITICAL EMERGENCIES……………………………………… 3-4 Electrical Power Supply Malfunctions........3-4 Low Oil Pressure..............3-6 Low Fuel Pressure ………………………………………………. 3-6 Rough Running Engine............
Page 12 Time, Fuel, and Distance to Climb…………………..…………. 4-8 Cruise Performance Data............4-9 Cruise Performance – 2,000 ft MSL……………………………. 4-10 Cruise Performance – 4,000 ft MSL……………………………. 4-11 Cruise Performance – 6,000 ft MSL……………………………. 4-12 Cruise Performance – 8,000 ft MSL……………………………. 4-13 Cruise Performance – 10,000 ft MSL……………………..…. 4-14 Cross Country Glider Towing……………………………...…….
Page 13: List Of Annexes
LIST OF ANNEXES ANNEX A – Pilot’s Guide – EDM 930 Engine Data Management System ANNEX B – Pilot’s Guide – Garmin SL40 VHF Radio ANNEX C – Pilot’s Guide – Garmin AERA 500 VFR GPS ANNEX D – Pilot’s Guide – Garmin GMA340 Audio Panel ANNEX E –...
Page 14: List Of References
Ref: Details Cessna Model 182P Pilot’s Operating Handbook Cessna Model 182 - FAA Type Certificate Data Sheet 3A13 - Revision 69 Continental Aircraft Engine Operators Manual, IO520 Series Engines Hartzell Propeller Owner's Manual, Number 115N, Revision 7 Continental IO520D / Hartzell Prop for C182P STC No SA00152WI Flight Manual...
Page 15 Ref: Details Garmin SL40 VHF Transceiver Pilot’s Guide Garmin Aera 500 GPS Pilot’s Guide VAM 28VDC Electrical System STC O-LSA11-217D Flight Manual Supplement VAM Glider Towing Package STC O-LSA12-028D Flight Manual Supplement Pacific Region Maintenance Policy Manual Chapter 10 – Maintenance Standards RCA Ops (Pac) Orders and Instructions Volume 4 –...
Page 16: Abbreviations And Acronyms
ABBREVIATIONS AND ACRONYMS Terminology Details Aircraft Operating Instructions – The CF approved manual governing operation of the aircraft Basic Empty Empty weight of the aircraft, including un-useable fuel and any standard Weight equipment Brake Horsepower – the total power developed by the engine Calibrated Airspeed –...
Page 17 Terminology Details Max Ramp Maximum allowable loaded weight of the aircraft on the ground Weight Max Takeoff Maximum allowable loaded weight of the aircraft at the start of the takeoff run Weight Max Landing Maximum allowable loaded weight of the aircraft at landing touchdown Weight Max Rated The maximum power at which the engine can be operated under any...
Page 18 Un-useable Fuel that cannot safely be consumed in flight, and cannot be considered Fuel available for flight planning purposes Useful Load The difference between maximum takeoff weight and the basic empty weight The current power output of the engine, expressed as a percentage of the maximum rated horsepower Never Exceed Speed –...
Page 19: Part 1 - General Description
PART 1 – GENERAL DESCRIPTION GENERAL The Cessna 182 is a four-place, single engine, high-wing monoplane of all metal semi- monocoque construction with fixed, tricycle landing gear. The aircraft employed by the Air Cadet Gliding Program (ACGP) are highly modified for glider towing operations.
Page 20: Physical Characteristics
PHYSICAL CHARACTERISTICS Key physical characteristics of the aircraft are detailed below. Aircraft Dimensions and Weights 28’ 6.5” Length 8.72m 39’ 7” Wingspan 12.1m 8’ 0” ± 6” Height (rudder) 2.4m ± 0.152m 8’ 2” ± 2” Height (prop) 2.5m ± 0.05m 78”...
Page 21: Airframe
AIRFRAME Fuselage The fuselage is a conventional, formed sheet metal semi-monocoque structure constructed with bulkheads, formers, stringers, and stressed skin. Major components include the following: front and rear wing carry-through spars in the upper cabin area to which the wings are attached; a bulkhead incorporating the rear door posts, which includes forgings at the base of the rear door posts for attachment of the main landing gear;...
Page 22: Wings
Wings The wings are externally braced cantilever wings attached to the fuselage at the wing carry through spars. The wing structure is conventional with spars, ribs, and stressed skin. Major components include the following: the front spar, which provides bending strength / stiffness; the rear spar, which provides torsional strength / stiffness, and provides structure for attachment of the flaps and ailerons;...
Page 23: Empennage
Empennage The empennage is of conventional configuration and all metal construction with the following characteristics: an elevator trim tab located on the right hand elevator; rudder trim which adjusts the neutral position of the rudder; vortex generators applied to the lower trailing edge of the horizontal stabilizer to enhance low speed pitch control;...
Page 24: Windshield And Windows
Windshield and Windows The windshield and windows are single piece acrylic plastic panels. Domed bubble windows have been fitted to the doors for enhanced visibility. The left hand door window opens and is secured by two rotating latches. CAUTION Do not exceed 120 MPH IAS with bubble window open. CAUTION To avoid scratching the windshield, never place headsets on the glare shield, and never hang headsets from the V-brace.
Page 25: Cabin Doors
Cabin Doors The aircraft is fitted with left and right cabin doors, each equipped with: a recessed exterior door handle to open the door from the outside; an interior door handle used to pull the door closed from the inside; an interior latch handle to lock and unlock the door from the inside;...
Page 26 Due to configuration differences between model years, there are two configurations of interior latch handles in use on the C182 fleet: Rotary Style Latch Handle. Tug 1, 5 and 6 are equipped with a rotary style latch handle shown below: Figure 1-10 Rotary Latch Handle Paddle Style Latch Handle.
Page 27: Front Seats
Front Seats Both pilot seats are fully articulating: the seat is positioned fore / aft by lifting the tubular handle under the centre of the seat bottom. Slide the seat into position, release the lever and ensure that the locking pins are engaged on the seat track; the seat height is adjusted up / down by rotating the large crank handle located on the inboard lower corner of the seat.
Page 28: Rear Seats
Rear Seats Rear passenger seats consist of a fixed one-piece seat bottom with individually adjustable seat backs. To adjust either seat back, lift the adjustment lever on the outside bottom corner of the seat back and reposition the seat back. Seat backs should not be adjusted in flight.
Page 29: Flight Controls
FLIGHT CONTROLS Primary Flight Controls The aircraft is fitted with conventional dual flight controls that can be operated from either front seat: control yokes provide aileron and elevator control through a combination of push- pull rods, cables, pulleys and bell cranks; and Figure 1-13 Aileron Controls Figure 1-14 Elevator Controls rudder pedals provide both rudder and nose wheel steering control, and...
Page 30: Control Lock
Control Lock The ailerons and elevator may be locked in position for parking by inserting a control lock in the pilot’s control column. The control lock consists of a shaped steel rod with a red “REMOVE BEFORE FLIGHT” flag attached. To install, align the hole in the side of the pilot’s control wheel shaft with the hole in the shaft collar on the instrument panel and insert the rod into the aligned holes.
Page 31: Wing Flaps
Wing Flaps Single-slotted wing flaps are electrically actuated through a range of 0º to 35º by a wing flap selection lever on the instrument sub-panel. The switch lever is positioned up or down in a slotted panel with detents at the 10º, 20º, and 35º settings. For flap settings greater than 10º, move the switch lever to the right to clear the detent and then position as required.
Page 32: Undercarriage
UNDERCARRIAGE Landing Gear The fixed, tricycle landing gear consists of tubular spring-steel main landing gear struts enclosed by streamlined fairings. The nose gear strut is a conventional air / oil strut incorporating a shimmy dampener. The aircraft is equipped with an Airglas Inc. nose fork assembly to permit the use of an 8.50-6 tire.
Page 33: Parking Brake
Parking Brake The parking brake system uses a handle and ratchet mechanism located under the pilots instrument panel. The handle is connected by a cable to a linkage at the master cylinders. the parking brake is activated by pulling the handle out to apply brake pressure and rotating the handle to a vertical orientation to lock in position;...
Page 34: Instrument Panel
INSTRUMENT PANEL The instrument panel incorporates the following features: primary flight instruments on the main LH panel; a centre-mounted avionics stack; an EDM-930 engine data management system in the main RH panel; a lower sub-panel that incorporates engine controls, electrical switches, controls and circuit breakers;...
Page 35: Power Unit
POWER UNIT Engine The aircraft is powered by Continental IO-520-D six-cylinder, horizontally opposed, air cooled, fuel injected engine with a wet sump oil system. The engine is capable of delivering: Maximum Rated Power (5 minutes) - 300 BHP at 2850 RPM; and Maximum Continuous Power - 285 BHP at 2700 RPM.
Page 36: Fuel Injection System
Fuel Injection System The engine is equipped with a fuel injection system consisting of an engine driven fuel pump, a fuel/air control unit, a fuel manifold, a fuel flow indicator, and air bleed type injector nozzles. Some key characteristics of the fuel injection system are: fuel is delivered by the engine driven pump to the Fuel / Air Control Unit (FACU) on the bottom of the engine.
Page 37: Throttle Control
Throttle Control The Throttle Control is black and actuates the throttle valve in the FACU. In the forward / full in position the Throttle Control is fully open (full throttle), and in the aft / full out position the Throttle Control is fully closed (idle). The throttle control incorporates a pilot adjustable friction lock to prevent unintended movement of the control.
Page 38: Mixture Control
when throttle is reduced (such as during descent or approach), the propeller governor will automatically reduce blade angle to reduce propeller torque commensurate with the reduction in engine power to maintain a constant propeller speed. This process can be continued until the blade angle is reduced to the low pitch stop.
Page 39: Power Management
Power Management Engine power management is accomplished by selecting an appropriate throttle setting combined with an appropriate propeller RPM. Propeller RPM is set using the tachometer as the reference instrument, while engine power (throttle) is set using Manifold Pressure (MAP) as the reference instrument.
Page 40: Engine Oil System
Engine Oil System Oil for engine lubrication and propeller governor operation is supplied from a sump on the bottom of the engine. an oil filler cap is located on the top of the crankcase, accessed through a door in the front of the upper engine cowling; and Figure 1-26 Oil Filler Cap Location an oil dip stick is located on the left side of the crankcase, accessed through a door in the left side of the upper engine cowling.
Page 41 the dipstick is unlocked by turning counter clockwise prior to removal. When reinstalling the dipstick, the locking clip must be engaged. Figure 1-28 Oil Dip Stick and Fuel Strainer Drain In normal operation, oil is drawn from the sump by the oil pump, passed through an oil filter and thermostatically controlled oil cooler to the engine lubrication points and propeller governor.
Page 42: Ignition System
Ignition System Engine ignition is provided by two engine driven magnetos which fire two spark plugs per cylinder. Ignition and starter operation is controlled by a key-operated rotary switch on the lower instrument panel labelled OFF, R, L, BOTH and START. The engine should be operated with the ignition switch in the BOTH position except for magneto checking and emergency purposes.
Page 43: Air Induction And Alternate Air
extended period without a successful start, wait at least 3 minutes before attempting another start. Air Induction and Alternate Air The engine receives filtered ram air through an intake and air box on the lower front portion of the engine cowling. As the engine is fuel injected, and there is no carburettor, there is no requirement for carburettor heat.
Page 44: Exhaust System
Exhaust System Exhaust gases from the cylinders pass through riser assemblies to a muffler and tailpipe. The muffler is in a shroud which forms a heating chamber for cabin heat. Engine Cooling System Ram air for engine cooling enters the front of the cowling, is directed through and around the cylinders and oil cooler by baffles, and is exhausted through the cowl flaps on the lower aft edge of the cowling.
Page 45: Fuel System
FUEL SYSTEM Fuel System Components The aircraft fuel system consists of the following major components: two bladder style vented fuel tanks; vent system / check valve; fuel quantity indicators for each tank; rotary fuel selector valve; fuel header tank; fuel shutoff valve; fuel strainer;...
Page 46: Fuel Tanks
Fuel Tanks Fuel is carried in two bladder style vented tanks (one in each wing). Fuel capacities (total and useable fuel) are provided in Figure 1-3. Tank drains at the rear, inboard corner of each tank are provided for fuel sampling. Figure 1-33 Fuel Tank Drain Fuel Strainer A fuel strainer is installed in the engine compartment to filter out any remaining water or...
Page 47: Fuel Quantity Indicators
Fuel Quantity Indicators Fuel Gauges. Fuel quantity is measured by a float operated, variable resistance transmitter in each tank and input to the EDM 930 Engine Data Management System. Useable fuel in each tank is displayed on the EDM 930 in US gallons. The fuel gauges in this aircraft are not reliable for precise measurement of fuel remaining.
Page 48: Fuel Header Tank
Fuel Header Tank A fuel header tank which holds approximately 1 USG is mounted on the aft face of the engine firewall behind the cockpit centre console. This is a “feeder tank” that collects fuel flowing through the fuel selector valve and provides a steady, uninterrupted flow of fuel to the fuel injection system on the engine.
Page 49: Fuel Shutoff Valve
Fuel Shutoff Valve A fuel shutoff valve is installed between the header tank and the fuel strainer to shut off all fuel to the engine in case of an emergency. The fuel shutoff valve control is located on the centre pedestal. When the control is: pushed FULLY IN, the valve is OPEN and permits the normal flow of fuel;...
Page 50: Auxiliary Fuel Pump
Auxiliary Fuel Pump An electric auxiliary fuel pump is provided for engine starting, minor vapour purging, and emergency operation should the engine driven fuel pump fail. The unit is a two stage pump. With the throttle open to a cruise power setting, the pump operates at a high enough capacity to supply sufficient fuel to maintain flight with an inoperative engine driven fuel pump.
Page 51: Engine Data Management System
ENGINE DATA MANAGEMENT SYSTEM General A J.P. Instruments EDM-930 Engine Data Management System is installed in place of conventional engine instruments. Information on the key functions of the EDM-930 is incorporated into the Pilot’s Checklist, Emergency Procedures and Operating Data. Refer to Annex A for more detailed operating instructions.
Page 52: Main Display
Main Display The main display screen of the EDM930 is configurable. For normal operations, the EDM930 display configuration will be as shown below: Figure 1-40 Main Display Display Parameter Identifier Notes Propeller RPM Manifold Pressure MANIFOLD PRESSURE Exhaust Gas Temperature Cylinder Head Temperature Oil Temperature OIL-T...
Page 53: Scanner Display
Scanner Display The Scanner Display portion of the screen on the bottom left hand side of the display can be used to display pilot selectable parameters, including the following: Display Parameter Typical Display Exhaust Gas Temperature 1354 EGT Cylinder Head Temperature 375 CHT Fuel Remaining (USG) 33.4 REM...
Page 54: Alerts
Alerts The EDM 930 provides a range of visual alerts that will bring important information to the attention of the pilot. The EDM 930 provides Primary and Secondary Alerts as detailed below: Primary Alerts. These are alerts that indicate imminent or actual exceedance of a published engine or system limitation.
Page 55: Low Fuel Pressure Alerts
Low Fuel Pressure Alerts The low fuel pressure alert is triggered when fuel pressure drops below 3.5 psi. When operating with the throttle fully closed, fuel pressure may drop as low as 3.0 psi, triggering an alert. This is an entirely normal engine operation, and a low fuel pressure alert when the throttle is fully closed requires no immediate action by the pilot.
Page 56: Electrical System
ELECTRICAL SYSTEM General Electrical power is supplied by a 28-volt direct current system with the following characteristics: power is generated by an engine driven 28 Volt 60 amp alternator; power for starting and for emergency situations is provided by a sealed 11 amp-hr battery located in the tail, aft of the baggage compartment;...
Page 57 Figure 1-47 Electrical Schematic 1-39...
Page 58: Master Switch
Master Switch The split-rocker Master Switch is located on the lower left sub-panel. The Master switch is selected ON in the UP position. The right half, labelled MASTER, controls all electrical power to the aircraft and connects the battery to the DC bus. The left half, labelled ALT, controls the alternator.
Page 59: Lighting Systems
LIGHTING SYSTEMS Exterior Lighting Conventional navigation lights are installed in the wing tips and tail cone. Anti-collision strobe lights are mounted on the wing tips. A high intensity LED anti-collision light is mounted on top of the vertical stabilizer. High intensity LED anti-collision pulse lights are mounted in the wing leading edges at the tips, and dual high intensity LED taxi / landing lights are mounted in the lower nose cowling.
Page 60: Interior Lighting
The high intensity LED pulse lights are controlled by a rotary control switch located on the instrument sub-panel. The controller has eight positions, labelled as detailed below. To optimize daytime visibility, it is recommended that the pulse light controller be set to A88: X –...
Page 61: Heating And Ventilation System
HEATING AND VENTILATION SYSTEM General The heating and ventilation system is depicted in the schematic below: Figure 1-51 Heating and Ventilation Schematic 1-43...
Page 62: Heating
Heating Heated air is supplied by ram air being ducted through a shroud on the exhaust muffler to a manifold mounted on the firewall above the rudder pedals. Outlet holes in the manifold and two ducts located just forward of the door posts supply heated air to the cabin. Airflow to the manifold is controlled by a push-pull knob labelled CABIN HEAT, located on the right hand instrument subpanel.
Page 63: Flight Instruments
FLIGHT INSTRUMENTS Pitot Static System Pitot Tube. A heated pitot tube on the left wing supplies pitot pressure to the airspeed indicator. The pitot heat switch is located on the left subpanel. Pitot heat should be used only when necessary to prevent icing. Static Ports.
Page 64: Vacuum System
Vacuum System An engine driven vacuum pump provides the suction necessary to operate the attitude indicator and directional indicator. The system incorporates a vacuum relief valve and air filter. A suction gauge located to the left of the flight instruments is calibrated in inches of mercury and indicates the suction currently available.
Page 65: Flight Instruments
Flight Instruments A grouping of six conventional flight instruments is provided, installed in the left hand instrument panel. The suite of flight instruments includes the following: Figure 1-56 Flight Instruments Airspeed Indicator (ASI) – calibrated in MPH with a concentric subscale in knots. Range/limitation markings are in satisfaction of STC SA00152WI (ref D) and are as follows: white arc –...
Page 66 altimeter setting subscale; Turn Coordinator (TC) – An electrically driven instrument, powered whenever the MASTER SWITCH is selected ON. This instrument provides rate of turn indications, with the ball providing indication of slip or skid. L and R turn indices indicate a standard rate one turn (3º...
Page 67: Avionics
AVIONICS General The avionics suite installed in a vertical stack in the centre of the instrument panel consists of: Garmin GMA 340 Audio Panel / Intercom; Garmin SL40 VHF Transceiver (Comm 1); Garmin Aera 500 VFR GPS; Garmin GTX 327 Transponder; and Artex ME-406 MHz ELT (mounted in the aft baggage compartment).
Page 68 Audio Panel Radio (COM) and intercom (ICS) audio functions are controlled through the Garmin GMA 340 Audio Panel. Information on the key functions of the audio panel is incorporated into the Pilots Checklist, Emergency Procedures and Operating Data. Refer to Annex D for more detailed operating instructions.
Page 69: Gps
A Garmin Aera 500 GPS is installed using an Air Gizmo panel mount adaptor with a permanent antenna mounted to the right hand glare shield. The unit is certified for VFR navigation only, and provides the following capabilities: 5 inch touch screen with color display; NOTE Do not touch the screen with anything other than your finger, and use only light finger pressure.
Page 70 When the avionics master switch is selected off, the GPS will automatically go into a timed shutdown mode. The pilot should use the touch screen icon to shut down the unit. NOTE The power switch is located on the top right corner of the GPS unit. This switch should NOT normally be used to activate or shut down the GPS.
Page 71: Vhf Com
VHF COM A Garmin SL40 VHF transceiver is installed and designated as COM 1 on the audio panel. Information on the key functions of the Garmin SL40 is incorporated into the Pilot’s Checklist, Emergency Procedures and Operating Data and is described below. Refer to Annex B for more detailed operating instructions.
Page 72: Transponder
Transponder A Garmin GTX 327 Mode C digital transponder is installed. Information on the key functions of the transponder is incorporated into the Pilots Checklist, Emergency Procedures and Operating Data. Refer to Annex E for more detailed operating instructions. Pressing the STBY, ALT or ON keys turns the unit on, after which it performs an internal self-test.
Page 73: Emergency Locator Transmitter (Elt)
Emergency Locator Transmitter (ELT) An Artex ME406 ELT is installed on the right side of the baggage compartment. Figure 1-63 Artex ME406 Electrical power is provided by the aircraft 24V system which keeps the two D-sized lithium batteries fully charged. When activated, the ELT transmits a swept tone on 121.5 MHz until battery exhaustion and 440 msec data bursts at 50 second intervals for the first 24 hrs.
Page 74: Glider Towing Equipment
GLIDER TOWING EQUIPMENT General 101. The C182 is uniquely modified for glider towing operations in accordance with the Supplemental Type Certificate documented at reference X. This modification was developed for RCA Ops (Pac) by Victoria Air Maintenance and incorporates a glider tow hook, glider release mechanism, towing mirrors, and gravel deflectors.
Page 75: Safety Equipment
SAFETY EQUIPMENT Fire Extinguisher 107. A five-pound dry chemical fire extinguisher is floor mounted between the front seats. Figure 1-66 Fire Extinguisher First Aid Kit 108. A first aid kit is mounted below the rear seat. Carbon Monoxide Detector 109. An adhesive card type Carbon Monoxide (CO) detector is mounted on the instrument panel.
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Page 77: Part 2 - Normal Operating Procedures
PART 2 NORMAL OPERATING PROCEDURES GENERAL The following procedures and checks are an expansion of the Pilot’s Checklist. While the checklist is the in-flight reference document, a complete understanding of this manual is critical for the safe operation of the aircraft. GROUND HANDLING General Ground Handling Ground handling is best achieved utilizing a tow bar which attaches to lugs on the nose...
Page 78: Fuel And Oil Replenishment
Fuel and Oil Replenishment Oil Replenishment. The oil capacity is 12 US quarts (11.4 litres) with a minimum operating level of 9 US quarts (8.5 litres). For normal operations, maintain the oil level between 10 and 11 quarts, and replenish if the oil level drops below 10 quarts. NOTE When replenishing oil, check the Aircraft Journey Log for the correct type and grade of oil to use.
Page 79: Daily Inspection (Di)
DAILY INSPECTION Pre-External Inspection Perform the Pre-External portion of the Daily Inspection as follows: PRE-EXTERNAL INSPECTION ACTION CHECK NOTES Weight and Balance Check Journey Log Maintenance / serviceability Chocks In place As required Covers, Plugs, Tie Remove and stow Downs, Pitot Cover First Aid Kit Secure and in-place Survival Kit...
Page 80: External Inspection
a. Dip tanks if required to a. Refuel and/or dip tanks to correlate tank quantity with confirm fuel state gauge and EDM fuel b. Ensure filler cap secure remaining indications. and aligned b. header tank drain is on the c. Check fuel tank drains for belly panel behind the 20.
Page 81 Check for any foreign objects inside the engine compartment. CAUTION Cowl flaps Confirm secure During bird nesting season, use a flashlight and carry out a thorough visual check inside the cowl flaps. Cowling – left side Secure, access panels closed Left static port Clear Blades for nicks, Spinner for...
Page 82 22. Fuel filler cap Secure and in-line FUSELAGE - RIGHT REAR 23. Fuselage skin Condition 24. Antennae Condition and security XPDR / VHF / GPS / ELT TAIL SECTION 25. Vertical and horizontal Condition stabilizers Aircraft is U/S if more than 26.
Page 83: Between Flight Inspection (Bfi)
generators, fresh air five VGs are missing in total vents from all surfaces. 40. Fuel vent, pitot tube, Condition and unobstructed 41. Strut and mirror Condition and security DAILY INSPECTION SHEET 42. DI Sheet Complete and Sign Figure 2-2 External Inspection BETWEEN FLIGHT INSPECTION (BFI) When conducting multiple flights, or when conducting a pilot change during flight operations, the pilot shall conduct a Between Flight Inspection as follows:...
Page 84: Start Clearance
Seat harnesses Adjust and secure Circuit breakers All in Alternate Air Cowl flaps should be open for Cowl flaps Fully open all ground operations. Fuel selector On BOTH Confirm fuel shutoff valve is Fuel Shutoff Valve OPEN OPEN, in the FULLY IN position Set to altimeter setting or field 10.
Page 85: Normal Engine Start
NORMAL ENGINE START Proper fuel management and throttle adjustments are the critical determining factors in securing an easy start from this fuel injected engine. The procedure below is effective under nearly all operating conditions. Even when attempting to start a warm / hot engine, conduct a NORMAL START using a small amount of PRIME.
Page 86: Hot Engine Start
engaging the starter, the aircraft is U/S. Engine will start at approximately 1400 RPM. 10. Throttle Set to 1000 rpm Smoothly retard throttle to set approximately 1000 RPM If no indication within 30 sec, 11. Oil pressure Normal Indication shutdown immediately. Figure 2-6 Normal Engine Start HOT ENGINE START Engine starting in extremely hot weather or with a very hot engine is sometimes...
Page 87: Flooded Engine Start
may overheat. If starter has been engaged for extended period, cool for 3 mins. CAUTION Immediately release the starter upon partial firing, and do not re-engage until the prop is completely stopped. CAUTION If the propeller does not immediately turn upon engaging the starter, the aircraft is U/S.
Page 88 Aux Pump CAUTION Do not engage the starter longer than 30 seconds as it may overheat. If starter has been engaged for extended period, allow to cool for 3 minutes. CAUTION Starter Engage until engine starts Immediately release the starter upon initial firing, and do not re-engage until the prop is completely stopped.
Page 89: Post Start
POST START Pre-Taxi After engine is running smoothly and prior to taxiing, perform the pre-taxi check as follows: PRE-TAXI ACTION CHECK NOTES Needed to activate intercom Radio Master and radios. Fuel Quantity SET on EDM 930 Switch momentarily to OFF Magneto Check for Live Magneto then back to BOTH.
Page 90: Ground Operations
GROUND OPERATIONS The aircraft shall be taxied with the following considerations: taxi at the lowest possible speed commensurate with safety, especially when taxiing with a strong crosswind or a tailwind; when taxiing in congested areas, near aircraft or other obstructions, manoeuvre slowly, and be vigilant for wing tip and tail clearances;...
Page 91: Run-Up
RUN UP Position the aircraft so that the prop wash will not create a hazard, ensure the nose wheel is straight, apply and hold the brakes firmly (do not use the parking brake) and perform the run-up check as follows: PRE-TAXI NOTES ACTION...
Page 92 RPM decrease of 200-300 RPM, then reset full fine Cycle - move toward low rpm 10. Prop CAUTION (coarse pitch) Monitor MAP to ensure 20" is not exceeded Confirm 4.5 – 5.5 in HG 11. Suction 12. Alternator Confirm charging Confirm IDLE at 650-750 13.
Page 93: Pre-Takeoff
PRE-TAKEOFF CHECK Perform pre-takeoff check as follows: PRE-TAKEOFF CHECK ACTION CHECK NOTES a. door handles fully forward Doors and windows Secure b. latches on window secure Harnesses Secure ELT Switch Confirm on ARM Master switch Aux Pump Magnetos BOTH Circuit breakers All IN For daytime anti-collision and Landing Light...
Page 94: Takeoff
Confirm fuel shutoff valve is 22. Fuel Shutoff Valve OPEN OPEN, in the FULLY IN position 23. Flaps Set for Takeoff 0 - 20º flap for takeoff. 24. Temps and pressures NORMAL All temperatures in the green. 25. Controls Free ...
Page 95: Soft / Rough Field Takeoff
set trim for takeoff and set flaps to 20º; line up on the centre of the runway or takeoff path, positioning the aircraft to provide maximum takeoff surface; apply brakes, then apply full throttle against braking. Once full power is achieved (see para 20(d)), release brakes to commence the takeoff roll;...
Page 96: Crosswind Takeoff
WARNING Do not allow the aircraft to climb out of ground effect until safe flying speed of 60 MPH or higher is achieved. Premature climb out of ground effect could result in a stall. once safe flying speed has been achieved (60 MPH), smoothly adjust the yoke position to achieve the desired climb attitude;...
Page 97: Climb Profiles
Mixture Adjust as required Landing light on in flight can provide distracting illumination Landing Light OFF for night operations that makes horizon recognition difficult at night Figure 2-14 Post-Takeoff NOTE The post-takeoff check shall be committed to memory. CLIMB PROFILES Several climb profile options exist, depending on the operational requirement.
Page 98: Cruise
reduced to 2500 RPM for noise abatement. This will reduce rate of climb by approximately Airspeed for Max Rate Climb decreases by Max Rate Climb 2700 approximately 2 MPH every 5,000 feet, to 86 mph @ 10,000 ft ASL. Figure 2-15 Climb Profiles WARNING Noise abatement procedures will reduce climb performance by approximately 15%.
Page 99: Level-Off Cruise
desired to achieve lower airspeed. Level-Off Cruise After stabilizing in cruise, perform level-off check as follows: LEVEL-OFF / CRUISE CHECK ACTION CHECK NOTES Refer to performance data Power SET Throttle and Prop chart for cruise power settings. Trim As required Maintain appropriate CHTs Cowl flaps CLOSE...
Page 100: Flight Manoeuvres / Flight Characteristics
Stalls The stall characteristics of the Cessna 182 are extremely benign. Due to the aerodynamic modifications to the aircraft, aileron effectiveness is maintained well into the stall, and the aircraft does not exhibit noteworthy wing-drop tendencies. The Stall Speed Chart is provided in Part IV of this manual.
Page 101: Spins
Spins Spins are not approved in the Cessna 182. As the aircraft does not exhibit wing-drop tendencies, incipient spins require aggressive entry technique and are likely to result in a full spin. Deliberate incipient spins or full spins are prohibited.
Page 102: Pre-Stall Check (Ascot)
PRE-STALL CHECK Prior to practising slow flight, stalls, spiral dives, or unusual attitude recoveries, perform the following (ASCOT) check: PRE-STALL (ASCOT) ACTION CHECK NOTES Ensure that manoeuvre recoveries can be A - Altitude As required accomplished above min designated altitudes. S - Straps Tight Ensure unused straps secure.
Page 103: Traffic Pattern
Rapid descents at high RPM / low MAPs are to be avoided. Do not permit CHTs to drop below 300ºF for periods exceeding 5 minutes. TRAFFIC PATTERN For easy transition to final approach speeds it is recommended that pilots slow to approximately 125 MPH upon entering the traffic pattern.
Page 104: Final Approach
NOTE The pre-landing check shall be committed to memory. FINAL APPROACH The final approach path flown will depend on the type of landing to be carried out, and the presence of any approach end obstacles. Normal Approach. Conducted with 0° to 35° of flap, with either 20º or 35º used most commonly, and some engine power to provide a margin for glide path control;...
Page 105: Approach Speeds
landing on the main gear is accomplished. Failure to do so can result in significant damage to the nose landing gear and supporting structure. Approach Speeds Precise control of approach airspeed is important as the aircraft is prone to “floating” in ground effect if flown at an excessively high airspeed: Flap Setting Approach Speed...
Page 106: Short Field Landing
Short Field Landing A short field landing is used when the available landing surface is of limited length. The determination of whether the available field length is “short” must be based on calculated landing performance, with due consideration for aircraft weight, winds, and density altitude. As a general guideline, surfaces less than 1,800 ft long should be carefully assessed.
Page 107: Soft / Rough Field Landing
Soft / Rough Field Landing A soft / rough field landing is used when operating from grass, dirt, or gravel strips. The objective is to minimize the potential for damage to the nose gear and main landing gear by achieving a soft touchdown at slow airspeed with the nose gear touchdown being delayed. A soft / rough field landing is accomplished as follows: establish a final approach with 35º...
Page 108: Overshoot
Overshoot If necessary to abort a landing, execute an overshoot as follows: smoothly apply full power and establish a climb attitude; WARNING Rapid application of full power with full flaps and approach trim set may cause the aircraft to rapidly pitch to a nose-up attitude.
Page 109: Touch And Go Landings
Touch and Go Landings Under certain conditions, it may be operationally advantageous to conduct touch and go landings. When executing touch and go landings, the PIC shall ensure: the runway is 2000’ or longer; the aircraft is fully reconfigured by completing the Stop & Go checklist during the landing roll;...
Page 110: Shutdown Check
SHUT DOWN CHECK Shut-down the aircraft as follows: SHUT DOWN ACTION CHECK NOTES To stabilize engine temps 1. Ground idle 1 min @ 1000 RPM prior to shutdown (taxi time may be used). 2. Radio master 3. Throttle 700 RPM Select both Mags OFF 4.
Page 111: Management Of Ancillary Controls
MANAGEMENT OF ANCILLARY CONTROLS Cowl Flap Control Cowl flaps are used to modulate the flow of cooling air through the engine compartment in flight. Opening the cowl flaps creates a low pressure area which effectively pulls air through the engine for increased cylinder and oil cooling. Air flowing through the engine creates a significant amount of drag which is minimized by closing the flaps when enhanced cooling airflow is not required.
Page 112: Fuel Management
FUEL MANAGEMENT Pre-Flight Fuel Planning Pre-flight fuel planning for cross country operations is essential. Pre-flight fuel planning must incorporate the following: allow for fuel consumed during start, run-up, taxi, and takeoff. A typical planning figure is 1 USG; allow for fuel consumed during the climb to cruising altitude. Refer to Figure 4-10 for Time / Fuel / Distance to Climb data;...
Page 113 En-route Fuel Planning This aircraft is equipped with several tools to assist the pilot with the task of fuel management. Of particular significance / use are the following: Fuel Quantity Gauges. Fuel quantity gauges show the useable fuel in each tank. The fuel gauges are considered reliable only when the tanks are completely full, completely empty, or when fuel levels are below 1/2;...
Page 114: Glider Towing Operations
GLIDER TOWING OPERATIONS General Glider towing shall be conducted in accordance with procedures detailed in the Air Cadet Gliding Program Manual C-CR-CCP-242/PT-005 as well as the direction detailed below. Aircraft Performance on Tow Aircraft performance is significantly reduced when conducting glider towing operations. Pilots should expect slower initial acceleration, a longer takeoff roll, and a lower rate of climb.
Page 115: Takeoff With Glider On Tow
Takeoffs with Glider on Tow Take-off with glider in tow is accomplished as follows: complete the STOP AND GO CHECK, ensuring that 10º flap is selected; at the TAKE UP SLACK signal, advance power slightly and relax pressure on the brakes to achieve a slow crawl until all out signal;...
Page 116: Glider Tow
Glider Tow Complete the tow to altitude as follows: maintain a climb speed of 70 MPH; NOTE When operating in high temperatures, if CHT or oil temperature may exceed limitations, a tow speed of 75 MPH may be used. If necessary, reduce throttle while maintaining a safe rate of climb.
Page 117: Descent After Release
until separation is confirmed. Descent after Release Descent and recovery profiles are designed to minimize the effects of shock cooling on the engine while maintaining operational efficiency. There are two descent profiles which are executed immediately after glider release. NOTE To continuously monitor the cooling rate, enter manual mode on the EDM-930 and STEP to the cooling rate parameter.
Page 118 Secondary Descent Profile: reduce throttle to 18-20” MAP; set flaps at 20°; ensure cowl flaps are closed; reduce propeller speed to 2300 RPM for noise abatement; increase IAS to 90 MPH; gradually reduce power in a steady 90 MPH descent; ensure the cooling rate does not exceed 60°...
Page 119: Approach And Landing
Approach and Landing Conduct the approach and landing using techniques appropriate to the landing surface. Pilots must adjust the approach to ensure that the trailing tow rope remains clear of all obstacles. WARNING The tow rope will trail behind and below the aircraft, and will “flail” both vertically and laterally.
Page 120: Severe Weather Operations
lift or convective activity, do not attempt to maintain a constant altitude. This will result in airspeed increases, possibly exceeding Vne of the glider, and make it extremely difficult for the glider pilot to avoid developing slack in the tow rope. If traffic, terrain, and airspace considerations allow, it is generally best to maintain a constant airspeed and accept moderate variations in altitude.
Page 121: Turbulence And Thunderstorms
Flights into thunderstorms are prohibited. Cold Weather Operations Operating the Cessna 182 in cold weather involves greater than normal care of the airframe if it is stored outside, and more concern with the strains that cold temperatures put on the engine and propeller. Cold weather may also create additional hazards such as slippery ramp / taxiway / runway surfaces, as well as the possibility of ice / snow accumulation on the aircraft.
Page 122 to flight. WARNING Ensure that any ladders or maintenance stands used are free of ice and snow. CAUTION Do not attempt to remove surface contamination by scraping or chipping, as you will damage the aircraft. in temperatures of 10°F (-12°C) and below, it may be necessary to pre-heat the engine using a high volume hot air heater.
Page 123 during landings, make allowances for reduced braking effectiveness on snow or ice covered runways; and when securing the aircraft, take steps to ensure that snow and ice will be prevented from entering critical areas. 2-47...
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Page 125: Part 3 - Emergency Operating Procedures
PART 3 EMERGENCY OPERATING PROCEDURES GENERAL Priorities In any emergency, the first priority is to maintain aircraft control, and then take the necessary actions to eliminate or mitigate the problem. The ability of a pilot to react quickly and correctly in a stressful emergency situation will depend in large measure by how well these emergency procedures have been reviewed, practiced, and committed to memory.
Page 126: Cautionary Information
CAUTIONARY INFORMATION EDM 930 Secondary Alerts Secondary Alerts indicate important operational information that is not related to a published engine limitation. Secondary Alerts are of a cautionary nature and are intended to enhance the pilot’s situational awareness. As such, it is important not to become distracted by an alert, to maintain control of the aircraft, and then deal with the alarm when aircraft control will not be jeopardized.
Page 127: Edm 930 Primary Alerts
EDM 930 Primary Alerts Primary Alerts are intended to draw the pilot’s attention to the exceedance of an engine / system limitation. Based on the nature of the problem, the situation shall be handled in accordance with the procedures detailed in Figure 3-2. EDM 930 PRIMARY ALERTS ALERT INDICATION OF...
Page 128: Non-Critical Emergencies
NON-CRITICAL EMERGENCIES Electrical Power Supply Malfunctions Malfunctions in the electrical system can usually be detected by monitoring the voltage and ampere displays and associated alerts and alarms on the EDM-930. Electrical power supply malfunctions usually fall into two categories: excessive and insufficient rates of charge. Although a number of factors may cause electrical problems, the main cause of an alternator failure is most likely a broken drive belt.
Page 129 For a Battery Discharge, proceed as follows: BATTERY DISCHARGE ACTION CHECK NOTES 1. Alternator switch Ensure ON 2. Alternator and Alternator Field Ensure IN Circuit Breakers If discharge continues: 1. Alternator Switch Cycle OFF, then ON To reset over-voltage sensor. If discharge continues: 1.
Page 130: Low Oil Pressure
Low Oil Pressure Low oil pressure accompanied by normal oil temperatures usually indicates a pressure gauge or relief valve malfunction. Low pressure and high or rising oil temperatures are indicative of oil starvation and imminent engine failure. Fluctuating pressure is indicative of oil pump cavitation and imminent oil exhaustion.
Page 131 Rough Running Engine A rough running engine and / or a partial loss of power can be caused by a number of factors, including but not limited to: incorrect mixture setting; engine driven fuel pump failure (refer to Low Fuel Pressure, Figure 3-6); fuel exhaustion;...
Page 132: Rough Running Engine
ROUGH RUNNING ENGINE  Assess the situation  Consider manoeuvring the aircraft to optimize position for a forced landing should situation deteriorate  Take IMMEDIATE ACTIONS appropriate to the symptoms listed below  If towing, refer to Partial Power Loss – Towing for additional actions ...
Page 133: Inadvertent Flight Into Icing Conditions
Inadvertent Flight Into Icing Conditions This aircraft is not equipped for flight in icing conditions. There is no anti or de-icing equipment for the airframe, propeller, or engine air induction system. INADVERTENT FLIGHT INTO ICING ACTION CHECK NOTES Pitot Heat Obtain OAT less Turn back or change altitude conducive to icing...
Page 134: Critical Emergencies
CRITICAL EMERGENCIES Emergency Shutdown - FMS Check In a critical emergency where an immediate engine shutdown is required, complete the shutdown using the FMS Shutdown Check detailed below: FMS - SHUTDOWN ACTION CHECK NOTES Confirm shutoff valve CLOSED, F - Fuel Fuel Shutoff Valve CLOSE in the FULLY OUT position M - Mixture Mixture...
Page 135: Engine Fire On Start / On Ground
Engine Fire on Start / on Ground The most likely cause of a fire on start is over-priming with subsequent backfiring igniting the excess fuel in the air induction system. The best way of containing such a fire is to continue cranking the engine so as to suck the flames and accumulated fuel into the engine.
Page 136: In-Flight Fires
In Flight Fires In flight fires are the most serious emergency you will face. They may be engine fires, cabin fires, electrical fires, or wing fires. ENGINE FIRE IN FLIGHT ACTION CHECK NOTES 1. FMS – Shutdown CARRY OUT 2. Cabin heat control and air Minimizes ingestion of CLOSE (Fully in to close) vents (except overhead vents)
Page 137: Engine Failures
ELECTRICAL FIRE ACTION CHECK NOTES 1. Master switch 2. All electrics 3. If Fire Evident Carry out Cabin Fire Check If flight cannot be safely completed without electrics: 4. Master switch ON, as required. Check 5. Electrical service(s) circuit breakers for faulty Monitor ammeter circuit and DO NOT reset.
Page 138 ENGINE FAILURE AFTER TAKEOFF ACTION CHECK NOTES 80 MPH if flaps up 1. Establish glide 80 MPH 75 MPH if flaps extended 2. If towing Release glider 3. Throttle CLOSE 4. Select landing area Fly to it 5. Forced Landing CARRY OUT Figure 3-18 Engine Failure after Takeoff ENGINE FAILURE IN FLIGHT...
Page 139: Forced Landing / Ditching
Forced Landing Critical emergencies that result in a near-total or total loss of engine power will necessitate a Forced Landing, which shall be accomplished as follows: FORCED LANDING ACTION CHECK NOTES 1. Establish Glide 80 mph 2. ELT 3. MAYDAY Transmit 4.
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Page 141: Part 4 - Operating Data And Limitations
PART 4 OPERATING DATA AND LIMITATIONS GENERAL The operating parameters detailed in Part I provide for the safe and optimum operation of the aircraft. Except in an emergency, these limitations shall be observed. GENERAL DATA The following general data apply: Fuel Acceptable Grades 100 LL...
Page 142: Flight Restrictions
FLIGHT RESTRICTIONS General The following basic flight restrictions apply: the aircraft is certified for operation in the NORMAL category. The normal category is applicable to aircraft intended for non-aerobatic operations and includes any manoeuvres incidental to normal flying, including stalls and steep turns up to 60 degrees angle of bank;...
Page 143: Engine Limitations
ENGINE LIMITATIONS The following engine limitations are applicable: Maximum (5 minutes – takeoff) 300 BHP Engine Horsepower Maximum Continuous 285 BHP Recommended Max Cruise (75%) 215 BHP Maximum (takeoff - 5 minutes) 2850 RPM Maximum Continuous 2700 RPM Normal operating range – all regimes 2250-2700 RPM Normal operating range - Cruise 2250-2550 RPM...
Page 144: Airspeed Limitations
Maximum window open speed bubble window open. 23 MPH Maximum Crosswind - Take-Off Maximum allowable crosswind limits (20 KTS) are equivalent to Cessna 17 MPH demonstrated crosswind limits Maximum Crosswind - Landing (15 KTS) 12 MPH Maximum Tailwind – Takeoff / Landing...
Page 145: Normal Operating Airspeeds
Normal Operating Speeds The following are the normal operating airspeeds: IAS (MPH) Remarks Normal - 10º - 20º flap Max Perf - 20º flap - 3100 Takeoff Max Perf - 20º flap - 2700 Max Perf - 20º flap - 2400 Normal Climb - Best Rate Decrease climb airspeed...
Page 146: Performance Data
PERFORMANCE DATA Takeoff Distance Takeoff performance data (ground run and total to clear a 50 foot obstacle) are provided below (reference F): Take-Off Performance Sea Level 2,500 ft MSL 5,000 ft MSL 7,500 ft MSL 59 º F 50 º F 41 º...
Page 147: Maximum Rate Of Climb Performance
Maximum Rate of Climb Performance Maximum rate of climb data are provided below (refs E & BB): Maximum Rate of Climb Rate of Climb (FPM) Gross Press Alt Weight (MPH) -20º C @ SL 0º C @ SL 20º C @ SL 40º C @ SL 1,350 1,300 1,200...
Page 148: Time, Fuel And Distance To Climb
Time, Fuel and Distance to Climb Time, fuel and distance to climb performance data are provided below (reference E): Time, Fuel and Distance to Climb Climb Data Press Alt IAS (MPH) Fuel Used Distance ROC (fpm) Time (mins) (USG) (NM) 1250 2,000 ft 1150...
Page 149: Cruise Performance Data
Cruise Performance Data The following data are derived from validation flights using C-FCGS and C-FTUG and are valid for flight planning purposes. Data are provided for pressure altitudes of 2,000 ft, 4,000 ft , 6,000 ft, 8,000 ft and 10,000 ft ASL (reference BB). The governing conditions for cruise performance data are as follows: mixture leaned to 50ºF Rich of Peak (ROP);...
Page 150 Cruise Performance 2,000 ft MSL Governing Conditions Mixture leaned to 50 degrees ROP Standard Atmospheric Conditions Tow Aircraft Weight normalized to 3,100 lbs Range calculated from full tanks to 30 minute reserve in STILL AIR RANGE % BH Comments Leaned (NM) 18.2 Max Speed Cruise...
Page 151 Cruise Performance 4,000 ft MSL Governing Conditions Mixture leaned to 50 degrees ROP Standard Atmospheric Conditions Tow Aircraft Weight normalized to 3,100 lbs Range calculated from full tanks to 30 minute reserve in STILL AIR Range % BH Comments Leaned (NM) 17.7 Max Speed Cruise...
Page 152 Cruise Performance 6,000 ft MSL Governing Conditions Mixture leaned to 50 degrees ROP Standard Atmospheric Conditions Tow Aircraft Weight normalized to 3,100 lbs Range calculated from full tanks to 30 minute reserve in STILL AIR Range % BH Comments Leaned (NM) Full Throttle at approximately 24"...
Page 153 Cruise Performance 8,000 ft MSL Governing Conditions Mixture leaned to 50 degrees ROP Standard Atmospheric Conditions Tow Aircraft Weight normalized to 3,100 lbs Range calculated from full tanks to 30 minute reserve in STILL AIR Range % BH Comments Leaned (NM) Full Throttle at approximately 22.3"...
Page 154 Cruise Performance 10,000 ft MSL Governing Conditions Mixture leaned to 50 degrees ROP Standard Atmospheric Conditions Tow Aircraft Weight normalized to 3,100 lbs Range calculated from full tanks to 30 minute reserve in STILL AIR Range % BH Comments Leaned (NM) Full Throttle at approximately 21.0"...
Page 155: Cross Country Glider Towing
Cross Country Glider Towing The following data are derived from validation flights using C-FCGS and C-FTUG and are valid for flight planning purposes. Note that MP settings are approximate, and may have to be adjusted +/- 1 to achieve target IAS. Altitude Flap Setting RANGE...
Page 156: Approach And Landing Speeds
Approach and Landing Speeds Circuit Speeds. For easy transition to final approach speeds it is recommended that pilots slow to approximately 125 MPH upon entering the traffic pattern. Specific guidance on the traffic pattern is as follows: slowing to approximately 125 MPH can be accomplished with a power setting of 2400 RPM and 20”...
Page 157: Landing Performance Data
Landing Performance Data Landing distance (ground run and total to clear a 50 foot obstacle) are provided below (reference E): Landing Performance Press Total to Total to Total to Total to Clr 50 ft Clr 50 ft Clr 50 ft Clr 50 ft Roll Roll...
Page 158: Weight And Balance
WEIGHT AND BALANCE Weight Limits The following weight limits are applicable: Maximum ramp weight 3,110 lbs Maximum takeoff weight 3,100 lbs Maximum landing weight 2,950 lbs Full fuel weight (75 USG useable @ 15º C) 480 lbs Max weight – Fwd Baggage Compartment 120 lbs Max weight –...
Page 159: Calculation Of Operational Weight And Balance
Calculation of Operational Weight and Balance Pilots shall verify that the loaded aircraft is within weight and balance limits prior to flight. The weight and balance for any particular load is computed as follows: enter the current basic empty weight and moment on the worksheet using data from the Aircraft Weight and Balance Certificate or the Journey Log;...
Page 160 Takeoff Condition Landing Condition Weight Moment Weight Moment (lbs) (in) (in-lb) (lbs) (in) (in-lb) Empty Weight & Moment Useable Fuel (6.0 lb / USG) 48.00 48.00 Front Seat Occupants 37.00 37.00 Rear Seat Occupants 74.00 74.00 Forward Baggage Area 97.00 97.00 (max 120 lbs) Tie Down Box...

Cessna 182 Operating Instructions Manual

Foreword

Record of Amendments

Temporary Revisions Index

Table of Contents

List of Annexes

List of References

Abbreviations and Acronyms

Part 1 - General Description

General

Physical Characteristics

Airframe

Flight Controls

Undercarriage

Instrument Panel

Power Unit

Fuel System

Engine Data Management System

Electrical System

Lighting Systems

Heating and Ventilation System

Flight Instruments

Avionics

Glider Towing Equipment

Safety Equipment

Part 2 - Normal Operating Procedures

General

Ground Handling

Daily Inspection (DI)

Between Flight Inspection (Bfi)

Pre-Start Check

Start Clearance

Normal Engine Start

Hot Engine Start

Flooded Engine Start

Post Start

Ground Operations

Run-Up

Pre-Takeoff

Takeoff

Climb Profiles

Cruise

Flight Manoeuvres / Flight Characteristics

Pre-Stall Check (Ascot)

Descent

Traffic Pattern

Landing

Final Approach

Continuous Circuit Operations

Post Landing Check

Shutdown Check

Management of Ancillary Controls

Fuel Management

Glider Towing Operations

Severe Weather Operations

Part 3 - Emergency Operating Procedures

General

Part 4 - Operating Data and Limitations

Weight and Balance

Quick Links

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Questions and answers

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Summary of Contents for Cessna 182