Cessna 185 Skywagon POH owners manual aircraft

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performance - s .. . ...... GROSS WEIGHT .* .' SPEED, BEST POWER MIXTURE: Top Speed at Sea Level ... Cruise, ............ 75% Power at 7000 ft. RANGE, NORMAL LEAN MIXTURE: Cruise, ............ 75% Power at 7000 ft. 62 Gallons, No Reserve Cruise, ......... 75% Power at 7000 ft. 81 Gallons, No Reserve .. Optimum Range at 10,000 ft.. 62 Gallons, No Reserve Optimum Range at 10,000 ft. 81 Gallons, No Reserve RATE OF CLIMB AT SEA LEVEL ... SERVICE CEILJNG ................. , 17,300 it TAKE-OFF: Landing Run .................... 470 ft Total Distance Over 50-Foot Obstacle ........ 1265 ft EMPTY WEIGHT (Approximate) ............. 1580 lbr BAGGAGE ........................ 350 1bm WING LOADING: ~ o u n d s / ~ q Foot ............ 18.4 lbr POWER LOADING: Pounds/HP ............. 12.3 lbr FUEL CAPACITY: Total Standard Tanks 65 gal. .................. Optional Long Range Tanks ............. 84 gal, OIL CAPACITY: Total ................. 12 qtm PROPELLER: Constant Speed, Dia. POWER: Continental Fuel Injection Engine .......... 10-470- F 260 rated HP at 2625 RPM D-159-13/A-D/2000/942 4. Congratulations. ......... Welcome to the ranks of Cessna owners! Your Cessna has been de- signed and constructed to give you the most in performance, economy, and comfort. You will find flying it, either for business or pleasure, a pleasant and profitable experience. This Owner's Manual has been prepared as a guide to help you get the most pleasure and utility from your airplane. It contains information about your Cessna's equipment, operating procedures, and performance; and suggestions for its servicing and care. We urge you to read it from cover to cover, and to refer to it frequently. Our interest in your flying pleasure has not ceased with your purchase of a Cessna. World-wide, the Cessna Dealer Organization backed by the Cessna Service Department stands ready to serve you. The follbw- ing services are offered only by your Cessna Dealer: FACTORY TRAINED MECHANICS to provide you with courteous expert service. FACTORY APPROVED SERVICE EQUIPMENT to . . a provide you with the most efficient and accurate workman- ship possible. A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them. THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING CESSNA AIRPLANES, since Cessna Dealers have all of the Service Manuals and Parts Catalogs, kept current by Service Letters and Service News Letters published by Cessna Aircraft Company. We urge all Cessna owners to use the Cessna Dealer Organization to the fullest. 'I, . A current Cessna Dealer Directory accompanies your new airplane. .The Directory is revised frequently, and a current copy can be ob- tained from your Cessna Dealer. Make your Directory one of your cross-country flight planning aids; a warm welcome awaits you at every Cessna Dealer. www.powersportsupply.co

XAELE of CONTENXS . . . . . . . . . . .... I ........ I.. . . ... . . .. . . . .. . . . . . , , . , , . . . , , , . . . , . . , . , . . , , . . . .. . . . . . . . . . . . . .. . . . . . . . . . . . . . .. . . ... . . . . .. . . . . . . . .. . . . .. . . .. . . . . . . . . . . . . . . . , . . . . . . . . . . . . . . ,, . . . . ,... . ... . . ... . . . .. . . . . ... .................................................................................................................................................................................................. . ... . . ... . . ::::::: i:iii:iiit:iii Page iiiiiiiijii SECTION I - DESCRIPTION ------------------ 1-1 SECTION II - OPERATING CHECK LIST---- 2-1 SECTION Ill - OPERATING DETAILS -------- 3-1 SECTION IV - OPERATING LIMITATIONS --- 4-1 SECTION V - CARE OF THE AIRPLANE --- 5-1 DEALER FOLLOW-UP SYSTEM --,-,,,,--- 5-1 2 SECTION VI - OPERATIONAL DATA ,,,,----- 6-1 SECTION VII - OPTIONAL SYSTEMS ------,-- 7-1 RADIO SELECTOR SWITCHES ----------,, 7-1 OXYGEN SYSTEM -------------- - ------------ 7-3 ALPHABETICAL INDEX ....................... Index-1 iii .,I\, www.powersportsupply.co

I DIMENSIONS 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. engine speed. ~t is identical, in operation, to the mixture control. THROTTLE, MIXTURE AND Pushing the knob forward increases PROPELLER CONTROLS. RPM, pulling the knob out decreases RPM. The throttle is the push-pull type. A knurled friction-type locknut is in- corporated on the throttle to secure it in any desired setting. Clockwise rotation of the locknut increases friction to prevent creeping. The push-pull mixture control in- corporates a lock button to prevent inadvertent leaning or shutting off the fuel supply. To operate the control, depress the lock button, then push the knob in for rich mixture or pull it out for lean mixture. Pulling the knob all the way out is idle cutoff for stopping the engine. Release pressure on the lock button to lock the control. To make minor ad- justments simply screw the control in or out without pressing the button. The propeller control is the push- pull type and changes the setting of the propeller governor to regulate For all ground operations, and for take-off, the propeller control should be full in (high RPM). After take-off, reduce throttle first, then reduce RPM. Since a small control move- ment will produce a considerable 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 engine smooths out and becomes steady) can be prevented by smooth throttle and propeller control knob operation. Do not change the throttle and propeller control settings with jerky and rapid motions. INDUCTION HOT AIR KNOB. The induction hot air knob is used to select either filtered cold air from www.powersportsupply.co

' 1 Description ! the induction air scoop or heated air from the accessory compartment. In the unlikely event that ice should form in the induction system, as evidenced by an unexplained drop in manifold pressure, pull the induction hot air knob full out. Do not use an intermediate position. IGNITION-STARTER SWITCH. A five-position ignition-starter switch controls the dual magneto ignition and starter systems. The switch positions are labeled clockwise as follows: "OFF, " "R, " "L, " "BOTH" and "START. " The engine should be operated on both magnetos ("BOTH" position). The "R" and " L" positions are for checking purposes only. When the switch is turned to the spring-loaded "START' position, the starter turns over the engine for starting. As the switch is released, it automatically returns to "BOTH. " b Refer to Sections I1 and 111 for further discussion on the use of the ignition-starter switch. ENGINE INSTRUMENTS. FUEL FLOW INDICATOR. The fuel flow indicator used with the Continental fuel injection system IT Figure 1-1. is a fuel pressure gauge calibrated to indicate the approximate gallons per hour of fuel being metered to the engine. The indicator dial is marked with red radials at the minimum and maximum allowable operating fuel pressures. The low flow range of the indicator has a green arc for normal cruise fuel flows while the high flow portion has white radial lines for take-off and climb settings for full power at various altitudes. The full power markings represent maximum performance mixtures for the altitudes shown, making it practical to lean the mixture on a high altitude take-off and during full power climbs for maximum power and performance. In the cruise power range the green arc covers the normal lean fuel flow required from 45 to 75% power. Your Cessna Power Complter or the cruise performance tables on pages 6-3 thru 6-7 show the normal lean fuel flow for cruising power settings. NOTE Best power mixture can be ob- tained for any power setting shown on your Cessna Power Computer by adding 1 GPH to the normal lean fuel flow shown on the computer. Cruising climbs (page 3-5) should be conducted at apprcximately 15 GPH up to 7000 feet and at 1 GPH more than the normal lean fuel flow shown on the Cessna Power Computer at higher altitudes and lower powers. Description COWL FLAPS. Cowl flaps, adjusted to the need, will mter enough air for the adequate cooling and maximum efficiency of the engine under varying conditions. Opening the cowl flaps, while on the ground, steps up the volume of air necessary for engine cooling. In flight, closing the cowl flaps, as required, restricts the flow of air through the engine compartment, thereby reducing the cooling and cowl flap drag to a minimum. Make sure the lever moves into the detent notch at the new position. FUEL SYSTEM. Fuel is supplied to the engine from two tanks, one in each wing (refer to figure 1-3). From these tanks, fuel flows by gravity through a fuel accumulator tank, shut-off valve, fuel strainer and check valve in the electric auxiliary fuel pump to the engine-driven fuel pump, by-passing the electric fuel pump when it is not operating. Pressurized fuel from the engine-driven fuel pump then flows through a fuel metering unit to a distributor manifold which dis- perses the fuel to a fuel nozzle on each engine cylinder. Vapor and excess fuel from the engine-driven fuel pump and fuel metering unit are returned to the main fuel tanks by way of the vapor separator-fuel accumu- liltor tank. An optional "selector valve" system (figure 1-4) is available to provide fuel tank selection capability. In this system, fuel flows from both www.powersportsupply.co

Description -FUEL QUANTITY DATA (U.S. GALLONS)-1 TANKS NO. USABLE FUEL UNUSABLE FUEL TOTAL VOLUME ALL FLIGHT ALL FLIGHT EACH TANK CONDITIONS CONDITIONS STANDARD TANKS (ON-OFF FUEL SYSTEM) LEFT W I N G 1 31.0 gal. 1.5 gal. 32.5 gal. RIGHT WING 1 31.0 gal. 1.5 gal. 32.5 gal. LONG RANGE TANKS (ON-OFF FUEL SYSTEM) LEFT WING 1 40.5 gal. 1.5 gal. 42.0 gal. RIGHTWING 1 40.5 gal. 1.5 gal. 42.0 gal. Figure 1-2. main tanks to a selector valve; here, the fuel from either or both tanks may be selected, depending upon the cruise requirements. Fuel from the selector valve then flows through the standard system fuel accumulator tank, shut-off valve and associated components. Vapor and excess fuel from the engine-driven fuel pump and fuel metering unit are returned to the main tanks as in the standard fuel system. Refer to figure 1- 2 for fuel quantity data. See the Servicing Diagram (figure 5-1) for a summary of fuel system servicing information. FUEL SHUT-OFF VALVE KNOB. Control of fuel flow to the engine is provided by a simple two-position fuel shut-off valve, operated by a double-button type control knob hav- ing a friction lock. To provide fuel Description r LEFT FUEL TANK FUEL OUANTITY INDICATORS RIGHT EFT RIGHT FUEL T A ~ ~ . FUEL NOZZLES "ON-OFF"FUEL SYSTEM I Figure 1-3. 1-5 www.powersportsupply.co

Description flow, squeeze the control knob buttons together, releasing the lock, and push the knob full in. Fuel will flow from both wing fuel tanks simultaneously. NOTE With full fuel, the tanks may not drain evenly because fuel may be sloshed into the interconnect vent line, preventing absolutely equal vent pressures in each tank. How- ever, as fuel is consumed, clear- ing the interconnect vent line and equalizing tank vent pressures, the fuel quantities should equalize in each tank. When the control knob is pulled full out, the shut-off valve is closed, sealing off the wing tanks and fuel accumulator tank from the engine. FUEL SELECTOR VALVE. When the airplane has an optional "selector valve" fuel system, a rotary-type, three-position selector valve is installed; The valve positions are labeled "LEFT TANK," "BOTH ON" and "RIGHT TANK." The "LEFT TANK' position provides fuel flow from the left wing tank to the engine. Similarly, the "RIGHT TANK' position provides flow from the right wing tank to the engine. The "BOTH ON" position allows fuel flow from both tanks simultaneously for maximum safety . NOTE The fuel selector valve handle indi- cates the setting of the valve by its pasition above the dial. Take- off and land with the handle in the "BOTH OW1 position to prevent inadvertent operation on an empty tank. FUEL QUANTITY INDICATORS. Two electrically-operated fuel quantity indicators are provided, each working in conjunction with an electric fuel level transmitter in its respective fuel tank. Turned on by the master switch, the indicators continue to function until the master switch is turned off. AUXILIARY FUEL PUMP SWITCH. The auxiliary fuel pump switch controls the electric auxiliary pump which supplies fuel flow for starting and for engine operation if the engine-driven pump should fail. The switch is a three-position tog- gle switch. The down position, labeled "LOW (PRIME), " is used for starting the engine. With the switch in this position and the ignition- starter switch turned to "START, 'I the auxiliary fuel pump will operate at a low flow rate (providing proper fuel mixture for starting) as the engine is being turned over with the starter. NOTE The auxiliary fuel pump will not operate in the "LOW (PRIME)" position until the ignition switch is turned to the "START" position. Description FUEL OUANTITY INDICATORS LEFT LEFT li) RIGHT RIGHT FUEL TANK FUEL TANK I Figure 1-4. www.powersportsupply.co

Description The up position of the switch, labeled ItHIGH, " is used for engine operation if the engine-driven pump should fail, or for vapor purging in extremely hot weather. When the switch is in this position, the pump can operate at two f l m rates depending upon the setting of the throttle. With the throttle at a cruise setting, the pump is operating at maximum capacity, supplying sufficient fuel flow to maintain flight with the engine-driven pump inoperative. When the throttle is moved toward the closed position, as during let-down, landing and taxiing, a mechanically- actuated switch electrically reduces the auxiliary fuel pump flow rate by means of a resistor in the pump power circuit. This action automatically prevents an excessively rich mixture during these periods of reduced engine speed. The auxiliary fuel pump is not to be on "HIGHt7 during normal operation, because, with the engine-driven pump functioning, a fuel/air ratio considerably richer than best power is produced. If fuel vapor is affect- ing engine operation, the vapor may be purged by turning the auxiliary pump to "HIGH" and leaning the mixture as required to prevent excessively rich mixture. Successful vapor purging is evidenced by smooth engine operation and steady and normal fuel flow indications with the auxiliary fuel pump switch "OFF. It NOTE If the auxiliary fuel pump switch is accidentally turned to "HIGHt (with master switch on) with the engine stopped, intake manifolds will be flooded unless the mixture is in idle cut-off. The center position of the auxiliary fuel pump switch is "OFF. " FUEL STRAINER DRAIN KNOB. A fuel strainer drain knob marked "STRAWER DRAIN' provides a quick, convenient method of draining water and sediment that may have collected in the fuel strainer. The strainer is located on the lower front side of the f irewall. About two ounces of fuel (3 to 4 seconds of drain knob operation) should be drained from the strainer before the initial flight of the day to insure against the presence of water or sediment in the fuel. The spring-loaded drain valve in the strainer is open when the fuel strainer drain knob is pulled out all the way. The drain valve automatically closes when the knob is released. ELECTRICAL SYSTEM. Electrical energy is supplied by a 12-volt, direct-current system powered by an engine-driven generator. The 12-volt storage battery is located aft of the rear baggage compartment wall. GENERATOR WARNING LIGHT. A red generator warnine light labeled "GEN, " gives an indication of Description GENERATOR TO OPT. TURN-AND-BANK INDICATOR TO STALL WARNING HORN AND TRANSMITTER LlGHT oCa GEN SWITCH EXTERNAL$ {I, POWER BATTERY (OPT) SOLENOID I BATTERY SOLENoiD I)-, TO ROTATING BEACONS ROT BCN PITOT HEATER AND WARNING HEATER /-To RADIO OPT RADIO (OPT.) I&TO RADIO on. RADIO 10PT.l /*-To OPT. RADIO RADlO I0PT.I TO FUEL QUANTITY INDI- CATORS AND CYLINDER HEAD TEMP. GAGE TO INSTRUMENT AND COMPASS LIGHTS TO OPT. MAP LIGHT TO DOME LIGHT AND OPT. COURTESY LIGHTS bF$LLTo AUX FUEL PUMP SWITCH PUMP TO NAVIGATION LIGHTS TO CIGAR LIGHTER TO OPT. OIL DILUTION SYSTEM TO LANDING LIGHTS -ELECT? ) LAND LT Power Distribution Diagram - Figure 1-5. www.powersportsupply.co

Description generator output. It will remain off at all times when the generator is- functioning properly. The light will not show drainage on the battery. It ' will illuminate when the battery or external power is turned on prior to starting the engine, and when there is insufficient engine RPM to produce generator current. Also, it will illuminate if the generator becomes defective. CIRCUIT BREAKERS. All electrical circuits in the airplane are protected by circuit breakers. The stall warning, generator warning light, and optional turn-and- bank indicator circuits are protected by a single automatically resetting circuit breaker mounted behind the instrument panel. The remaining electrical circuits are protected by "push-to-resetM breakers on the in- strum ent panel. The name of the circuit is indicated above each circuit breaker. LANDING LIGHTS. The landing light switch is a three- position, push-pull switch. To turn one lamp on for taxiing, pull the switch out to the first stop. To turn both lamps on for landing, pull the switch out to the second stop. ROTATING BEACONS. The beacons should not be used when flying through clouds o r over- cast; the m oving beams reflected from water droplets or particles in the atmosphere, particularly at night, can produce vertigo and loss of ori- entation. STALL WARNING INDICATOR The stall warning indicator is an electric horn controlled by a transmitter unit in the leading edge of the left wing. This system is in operation whenever the master switch is turned on. The transmitter re- sponds to changes in the airflow over the leading edge of the wing as a stall is approached. In straight-ahead and turning flight, the warning horn will sound 5 to 10 MPH ahead of the stall. Under safe flight conditions, the only time you may hear the warning horn will be a short beep a s you land. CABIN HEATING AND VENTILATION SYSTEM. Fresh air for heating and ventilating the cabin is supplied by two sources, a manifold cabin heater and a ventilating air scoop on the right side of the fuselage. The temperature and amount of air entering the cabin is controlled by two knobs on the instrument panel. The "CABIN AIR" knob operates the air scoop on the right side of the fuselage and controls cool fresh air entering the manifold on the firewall. The "CABIN HT' knob regulates the amount of heat entering the cabin. The "CABIN HT" knob is the double- button type with a friction lock to permit intermediate settings. To operate the knob, squeeze the buttons together, releasing the lock, then adjust the knob. For cabin ventilation, pull the "CABIN AIRf7 knob out. To raise the air temperature, pull the "CABIN HT1 knob out approximately 1/4" to 1/2" for a small am& of cabin heat. Adjust the knob as desired from this position to the full out (maximum heat) position. NOTE Always pull out the "CABIN AIR" knob slightly when the "CABIN HT" knob is out. This action increases the airflow through the system, increasing efficiency, and blends cool outside air with the manifold heated air, thus eliminating the possibility of overheating the system ducting. When no heat is desired in the cabin, push the "CABIN HT" knob full in. Description VENTILATORS. Two ventilators, one in each upper corner of the windshield, are provided to supply additional ventilating air. To operate, pull the ventilator out and rotate to the desired position. Two additional ball and socket ventilators are installed just forward of each rear door post in the ceiling, for rear seatpassengers. To regulate the air, turn the knurled ring on the rim of the ventilator. REMOVABLE CABIN DOOR. The right cabin door has removable hinge pins and a detachable door stop permitting door removal when large or bulky cargo must be loaded. To disconnect the door stop, simply remove the cotter pin and clevis pin from the door stop rod at the door frame. To remove the hinge pins, pull them up and out of the hinges. Support the door as the pins are re- moved. www.powersportsupply.co

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Cessna 185 Skywagon POH owners manual aircraft

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