Textr

182S Skylane

182StM

NOTICE

AT THE TIME OF ISSUANCE, THISINFORMATION MANUAL WAS AN EXACTDUPLICATE OF THE OFFICIAL PILOT'S
OPERATING HANDBOOK AND FAAAPPROVED AIRPLANE FLIGHT MANUALAND IS TO BE USED FOR GENERALPURPOSES ONLY.

IT WILL NOT BE KEPT CURRENT AND,
THEREFORE, CANNOT BE USED AS A
SUBSTITUTE FOR THE OFFICIAL PILOT'S

OPERATING HANDBOOK AND FAAAPPROVED AIRPLANE FLIGHT MANUALINTENDED FOR OPERAT¡ON OF THE
AIRPLANE.
CESSNA AIRCRAFT COMPANY
OR¡GINAL ISSUE .3 FEBRUARY 1997

FebS/97

PERFORMANCE.
SPECIFICATIONSCESSNA
MODEL 182S

PERFORMANCE - SPECIFICATIONS* SPEED145 KTS
Maximum at Sea Level
140 KTS(Best
Power
Mixture)Ft
Cruise, 80% Power at 6000
forallowance
fuel
with
CRUISE: Recommended lean mixture
45
minutes
engine start, taxi, takeoff, climb andreserue.

71"/oPower at 6000 Ft
88 Gallons Usable Fuel
Max Range at 10,000 Fl,55o/o Power88 Gallons Usable Fuel
RATE OF CLIMB AT SEA LEVEL:SERVICE CEILING:
TAKEOFF PERFORMANCE:
Ground Roll
Total Distance Over 50 Ft. Obstacle
LANDING PERFORMANCE:
Ground Roll
Total Distance Over 50 Ft. Obstacle
STALL SPEED (KCAS):
Flaps Up, Power Otf
Flaps Down, Power Off . .
MAXIMUM WEIGHT:
Ramp

Takeotf
Landing
STANDARD EMPTY WEIGHT:
MAXIMUM USEFUL LOAD:BAGGAGE ALLOWANCE:

Range 820 NMTime 6'05 HRS
Range 968 NM
Time 8.05 HRS
924 FPM
18,100 FT
795 FT
1514 FT
590 FT
1350 FT

54 KCAS
4s KCAS3110 LBS
31OO LBS

2950 LBS
1 925 LBS
1 185 LBS
2OO LBSNov 15/00

PERFORMANCESPECIFICATIONSCESSNA
MODEL 182SPER FOR MAN C E.SPECI FICATIONS(Continued)
WING LOADING: Lbs/Sq Ft
POWER LOADING Lbs/HP
FUEL CAPACITYOIL CAPACITY
ENGINE: Textron
230 BHP at 2400 RPM
PROPELLER: Diameter - 3-Blade
Diameter - 2-Blade

Lycoming

17.8
13.5
92 GAL
9 QTS|O-540-AB1A5

í; iill

NOTE*Speed performance and range are shown for an airplane
equipped with optional speed fairings which increase thespeeds by approximately 3 knots. All other performance
when speed fairings are removed.
based on a 2-bladed propeller. I
3-blade propeller is essentially theI

The above performance figures are based on the indicatedweights, standard atmospheric conditions, level hard'surface
dry runways and no wind. They are calculated values derived
from flight tests conducted by the Gessna Aircraft Company
under carefully documented conditions and will vary withindividual airplanes and numerous other factors affecting flight
performance.

Dec 1/97

iii/(iv blank)lnformation Manual

Cessna Aircraft Company
Model 182S

THIS MANUAL INCORPORATES INFORMATION ISSUED
THRU REVISION 04 TO THE PILOTS OPERATINGHANDBOOK AND FAA APPROVED AIRPLANE FLIGHT
MANUAL DATED 3 FEBRUARY 1997.

COPYRIGHT@ 1997
The Cessna Aircraft Company
Wichita, Kansas USA

Nov 1/01

Q

uenaerofGAMA

P/N: 182SlM

v/(viblank)

CESSNAMODEL 182STABLE OF CONTENTSTABLE OF CONTENTSSECTIONGENERAL

1

LIMITATIONS

2EMERGENCY PROCEDURES

3NORMAL PROCEDURES

4

PERFORMANCE

5

WEIGHT & BALANCE/EQUIPMENT LIST

6A¡RPLANE & SYSTEMS DESCRIPTION7HANDLING, SERVICE & MAINTENANCE

I
I

SUPPLEMENTS

Feb 3/97

vii/(viiiblank)

CESSNAMODEL 182SSECTION 1
GENERALSECTION 1
GENERALTABLE OF CONTENTS
Three View - Normal Ground Attitudelntroduction
Descriptive Data
EnginePropeller (2-Bladed)
Propeller (3-Bladed)
Fuel

oit
Maximum Cefi if icated Weights
Standard Airplane Wei ghts
Cabin And Entry Dimensions
Baggage Space and Entry Dimensions
Specific Loadings
Symbols, Abbreviations and Terminology
GeneralAirspeed Terminology And Symbols . . .

MeteorologicalTerminology
Engine Power Terminology

Airplane Performance And Flight Planning Terminology
Weight And Balance Terminology . . .
Metric / lmperial/ U.S. Conversion Charts
Weight Conversions
Length Conversions
Distance Conversions
Volume Conversions
Temperature Conversions
Volume to Weight Conversions
Quick Conversions

Nov 15/00

Page

1-2
1-4
1-4
1-4

1-4
1-4
1-5
1-6
1-7

iit

1-7

1-7
1-8
1-8
1-9
1-9

1-10
1-11

1-13

1-14
1-16
1-20
1-21

1-24
1-25
1-26

1-1

SECTION 1
GENERALCESSNA
MODEL 182S

0785T1 001
0785T1 001

Figure 1-1. Three View - Normal Ground Attitude (Sheet 1 ol2)
1-2

Feb 3/97

CESSNA
MODEL 182SSECTION 1
GENERALNOTE 1: WING SPAN SHOWN WITH STANDARD STROBE
LIGHTS INSTALLED.
NOTE 2:NORMAL GROUND ATTITUDE IS SHOWN WITHNOSE STRUT SHOWING APPROXIMATELY 2" OF
STRUT, AND WINGS LEVEL.

NOTE 3:

WHEEL BASE LENGTH lS 661/z'.

NOTE 4:

PROPELLER GROUND CLEARANCE IS 1O ".

NOTE 5:

WING AREA IS 174 SQUARE FEET.

NOTE 6:

MtNtMUM TURNTNG RADTUS (.ptVOT potNT TO
oUTBoARD W|NG TtP) tS 27', - 0".

0785T1001

Figure 1-1. Three View - Normal Ground Attitude (Sheet 2 of 2)
Feb 3197

1-3

SECTION 1
GENERALCESSNA
MODEL 182S

INTRODUCTION
This handbook contains 9 sections, and includes the material

required to be furnished to the pilot by FAR Part 23' lt also contains
supplemental data supplied by The Cessna Aircraft Company.

Section 1 provides basic data and information of general interest'

It also contains definitions or explanations of symbols,

abbreviations, and terminology commonly used.

DESCRIPTIVE DATAENGINE
Number of Engines: 1.
Engine Manufacturer: Textron Lycoming.
Engine Model Number: lO-540-AB1 45.
Engine Type: Normally aspirated, direct drive, air-cooled,- horizontally opposed, fuel injected, six cylinder engine with
541 cu. in. displacement.
Horsepower Rating and Engine Speed: 230 rated BHP
at 2400 RPM.
PROPELLER (2-Bladed)
Propeller Manufacturer: Mc0auley Propeller Systems.
Propeller Model N umber: B.2D34C235/90DKB-8'
Number of Blades: 2.
Propeller Diameter: 82 inches.
Propeller Type: Constant speed and hydraulically actuated, wlth .alow'pitch sétting of 17.0' and a high pitch setting of 31.8' (30 inch
station).
PROPELLER (3-Bladed)
Propeller Manufacturer: McOauley Propeller Systems.
Propeller Model Number: 83D36C431/80VSA-1.
Number of Blades: 3.
Propeller Diameter: 79.0 inches.
Propeller Type: Constant speed and hydraulically actuated, wlth.a
low pitch sétting of 14.9' and a high pitch setting of 31.7' (30 inch
station).

1-4

Dec 1197

CESSNA
MODEL 182SSECTION 1
GENERAL

FUEL¡[, wnnrrruo
USE OF UNAPPROVED FUELS MAY RESULT IN
DAMAGE TO THE ENGINE AND FUEL SYSTEMCOMPONENTS, RESULTING IN POSSIBLE
ENGINE FAILURE.
Approved FuelGrades (and Colors):
100LL Grade Aviation Fuel (Blue).
100 Grade Aviation Fuel (Green).
NOTE

lsopropyl alcohol or diethylene glycol monomethyl ether(DiEGME) may be added to the fuel supply. Additive
concentrations shall not exceed 17" lor isopropyl alcohol or
0.10% to 0.15% for D|EGME. Refer to Section I for
additional information.

FuelCapacity:

TotalCapacity:
92.0 U.S. gallons.
Total Usable:
88.0 U.S. gallons.
Total Capacity Each Tank: 46.0 U.S. gallons.
Total Usable Each Tank: 44.0 U.S. gallons.
NOTE

To ensure maximum fuel capacity and minimize crossfeeding when refueling, always park the airplane in a wings-

level, normal ground attitude and place the fuel selector in

the Left or Right position. Refer to Figure 1-1 for normal
ground attitude dimensions.

Nov 15/00

1-5

CESSNASECTION 1
GENERAL

MODEL 182S

olL
Oil Specification:

MiL-L-6082 Aviation Grade Straight Mineral Oil: Used when the
airplane was delivered from the factory and should be used toreplenish the supply during the first 25 hours. This oil should bedrained and the filter changed after the first 25 hours of operation.
Refill the engine with MIL-L-6082 Aviation Grade Straight Mineral
Oil and contiñue to use until a total of 50 hours has accumulated oroil consumption has stabilized.

MIL-L-22851 Aviation Grade Ashless Dispersant Oil: Oil
conforming to Textron Lycoming Seruice lnstruction No 1014' andall revisioñs and supplements thereto, must be used after first 50
hours or once oil consumption has stabilized.

Recommended Viscosity for Temperature Range:

MtL-L-6082
SAE Grade

MIL-L-22851
Ashless Dispersant
SAE Grade{bove 27'C (80'F)

60

60\bove 16"C (60"F)

50

40 or 50

1 "C (30'F) to 32"C (90'F)

40

40-18'C (0"F) to 21'C (70"F)30

30. 40 or 20W-40

3elow -12"C (10'F)

20

30 or 20W-30

20w-50

20W-50 or 15W-50

Temperature-18'C (0"F) - 32'C (90'F)

15W-50 or 2OW-50

All Temoeratures

NOTE
When operating temperatures overlap, use the lighter gradeof oil.

OilCapacity:

Sump: I U.S. Quarts

Total: I U.S. Quarts
1-6

Nov 15/00

CESSNA
MODEL 182SSECTION 1
GENERALMAXIMUM CERTIFICATED WEIGHTS
Ramp Weight :3110 lbs.
Takeoff Weight: 3100 lbs.
Landing Weight : 2950 lbs.

Weight in Baggage Compadment, NormalCategory:
Baggage Area A (Station 82 to 109): 120 lbs. See note below.
Baggage Area B (Station 109 to 124): 80 lbs. See note below.
Baggage Area C (Station 1241o 134): 80 lbs. See note below.
NOTE

The maximum allowable combined weight capacity for

baggage in areas A, B and C is 200 pounds. The maximum
allowable weight capacity for baggage in areas B and C is 80
pounds.

STANDARD AIRPLANE WEIGHTS
1925 lbs.
Standard Empty Weight:
Maximum Useful Load, Normal Category: 1185 lbs.

I
I

CABIN AND ENTRY DIMENSIONS
Detailed dimensions of the cabin interior and entry door openings
are illustrated in Section 6.

BAGGAGE SPACE AND ENTRY DIMENSIONS
Dimensions of the baggage area and baggage door opening are
illustrated in detail in Section 6.
SPECIFIC LOADINGS
Wing Loading: 17.8|bs./sq. ft.
Power Loading: 13.5 lbs./hp.

Nov 15/00
.- j

1-7

CESSNA
MODEL 182SSECTION 1
GENERALSYMBOLS, ABBREVIATIONS AND TERMINOLOGY
GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS

Knots Calibrated Airspeed is indicated airspeed
corrected for position and instrument error andexpressed in knots. Knots calibrated airspeed is equal
to KTAS in standard atmosphere at sea level.
KIAS

Knots lndicated Airspeed is the speed shown on theairspeed indicator and expressed in knots.

KTAS

Knots True Airspeed is the airspeed expressed inknots relative to undisturbed air which is KCAS
corrected for altitude and temperature.

V¡
Vre

Maneuvering Speed is the maximum speed atwhich full or abrupt control movements may be used.

Maximum Flap Extended Speed is the highest
speed permissible with wing flaps in a prescribed
extended position.

vruo

Maximum Structural Cruising Speed is the speed
that should not be exceeded except in smooth air,then only with caution.

vrue

Never Exceed Speed is lhe speed limit that may not
be exceeded at any time.

Vs

Stalling Speed or the minimum steady flight

speed is the minimum speed at which the airplane iscontrollable.

Vso

Stalling Speed or the minimum steady flight

speed is the minimum speed at which the airplane iscontrollable in the landing configuration at lhe mostforward center of gravity.

1-8

Feb 3197

CESSNA
MODEL 182SSECTION 1
GENERAL

V¡

Best Anql+of-Climb Soeed is the soeed which results in tñe greatest gain of altitude ih a given horizontaldistanðe.

Vy

Best Rate-of-Glimb Speed is the speed which
results in the greatest gain in altitude in a given time.

METEOROLOGICAL TERMINOLOGYOAT

Outside Air Temperature is the free air static

temperature. lt may be expressed in either degrees
Celsius or degrees Fahrenheit.

Standard Standard Temperature is 15'C at sea level

Temperature pressure altitude and decreases by 2"C for each1000 feet of altitude.

Pressure Pressure Altitude is the altitude read from an

Altitude altimeter when the altimeter's barometric scale has
been set lo 29.92 inches of mercury (1013 mb).

ENGINE POWER TERMINOLOGY

BHP

Brake Horsepower is the power developed by theengine.

RPM
StaticRPM
MP

Revolutions Per Minute is engine speed.
Static RPM is engine speed attained during a full
throttle engíne runup when the airplane is on the
ground and stationary.

Manifold Pressure is a pressure measured in theengine's induction system and is expressed ininches of mercury (in Hg).

Feb 3/97

-.-:

1-9

CESSNA
MODEL 182SSECTION 1
GENERALAIRPLANE PERFORMANCE AND FLIGHT PLANNINGTERMINOLOGY

Demon- Demonstrated Crosswind Velocity is the velocity
strated of the crosswind component for which adequate
Crosswind control of the airplane during takeoff and landing
was actually demonstrated during certification tests.
Velocity
The value shown is not considered to be limiting.

Usable Fuel Usable Fuel is the fuel available for flight planning'

Unusable Unusable Fuel is the quantity of fuel that can not besafely used in flight.
Fuel
Gallons Per Hour is the amount of fuel consumed
GPH
oer hour.

NMPG

Nautical Miles Per Gallon is the distance which canbe expected per gallon of fuel consumed at a
specifió engine power setting and/or lightf

configuration.

g
CourseDatum

1-10

g is acceleration due to gravitY'
Course Datum is the compass reference used by the
autopilot, along with course deviation, to provide
lateral controlwhen tracking a navigation signal.

Feb 3197

CESSNA
MODEL 182SSECTION 1
GENERAL

WEIGHT AND BALANCE TERMINOLOGY

Reference Reference Datum is an imaginary vertical plane from
Datum which all horizontal distances are measured forbalance purposes.

StationStation is a location along the airplane fuselage given
in terms of the distance from the reference datum.

Arm

Arm is the horizontal distance from the reference
datum to the center of gravity (C.G.) of an item.

Moment Moment is the product of the weight of an item
multiplied by its arm. (Moment divided by the conslant
1000 is used in this handbook to simplify balancecalculations by reducing the number of digits.)

Center ofGravity(C.G.)

Center of Gravity is the point at which an airplane, or
equipment, would balance if suspended. lts distancefrom the reference datum is found by dividing thetotal moment by the total weight of the airplane.

c.G.
Arm

c.G.
LimitsCenter of Gravity Arm is the arm obtained byadding the airplane's individual moments and dividing
the sum by the totalweight.
Center of Gravity Limits are the extreme center ofgravity locations within which the airplane must be
operated at a given weight.

Standard Standard Empty Weight is the weight of a standard

Empty
Weightairplane, including unusable fuel, full operating fluids
and full engine oil.

Basic Empty Basic Empty Weight is the standard empty weightplus the weight of optional equipment.

WeightUseful Load Useful Load is the difference between ramp weight
and the basic empty weight.
MAC

Feb 3197

MAC (Mean Aerodynamic Chord) is a chord of animaginary rectangular airfoil having the same pitching
moments throughout the flight range as that of theactualwing.

1-11

CESSNASECTION 1
GENERAL

MODEL 182S

Maximum Maximum Ramp Weight is the maximum weight

Ramp
Weightapproved for ground maneuver, and includes theweight of fuel used for start, taxi and runup.

Maximum Maximum Takeoff Weight is the maximum weight

Takeoff

approved for the start of the takeoff roll.

WeightMaximum Maximum Landing Weight is the maximum weight

Landing approved for the landing touchdown.
WeightTare

Tare is the weight of chocks, blocks, stands, etc.
used when weighing an airplane, and is included in
the scale readings. Tare is deducted from the scalereading to obtain the actual (net) airplane weight.

1-12

Feb 3197

CESSNA
MODEL 182SSECTION 1
GENERALMETRIC / IMPERIAL / U.S. CONVERSION CHARTS
The following charts have been provided to help international
operators conveft U.S. measurement supplied with the Pilot's
Operating Handbook into metric and imperial measurements.

The standard followed for measurement units shown, is th
National lnstitute of Standards Technology (NIST), Publication 811"Guide for the Use of the lnternational System of Units (Sl)."
Please refer to the following pages for these charts.

Nov 15/00

1-13

CESSNA
MODEL 182S

SECT¡ON 1
GENERAL(Kilograms x2.205 - Pounds)ikg(Pounds x.454 = Kilograms)

KILOGRAM-S INTO POUNDS

U

4

J

2

1

o.

o

I

I

7

o

5

o

o

1s.432 17.637
37.479 39.683

19.84241.888

b

lb.

b

2.205

4.409

6.614

8.819

1.023

13.2281022.04624.25126.45628.66030.86533.06935.27420¿14.09346.29748.50250.70652.91 166.139 68.343
88.185 90.390

70.54855.1 1 6 57.320 59.525
77.162 79.366 81.571

61.729

30

0

40
Ãn

o

72.753 74.957
92.594 94.759 97.003

1

D

63.93483.776 85.980

99.208101.41103.62105.82'108.03130.07't52.12110.23'132.28112.44114.64121.25

136.69141.10143.30123 46145.51125.66147.71127.87134.48116.85138.891 19.0560
70

154.32156.53158.73160.94

1 63.1

4

165.35167.55169.76't 71 .96

174.1780

176.37'178.57

180.78182.98185.19187.39189.60191.80

194.01

196.21

90'198.42200.62202.83205.03207.24209.44211.64213.85216.05218.26100

220.46

222.67224.87

227.O8229.24231.49233.69235.90238 10240.307I9

149.91POUNDS INTO KILOGRAMS

o

b

2

1

4

3

kg

kg

kg

Kg

0.907

1.361

t(g

Kg

.814

z.¿Þó

10

4.536

o.454
4.990

5.443

5.897

6.350

20

9.O72

Y,5ZJ

9.979

10.43310.886130

13.608'14.061

14.51 514.969

I

C.+¿¿

1

40

18.1448.597

19.051

9.958

bU

23.1 33

23.58760

27.669 28j23 28.576
32.205 32.659 33.112
36.741 J/. I YC 37 648
41 277 41.731 42 184

022.68027.21670 31.752
80 36.287
90 40.823
100

145.359 45.813

46.266

1

6

5

Kg
¿

Kg

Kg

kg

3.175

3.629

4.UöZ

6.804

7.257

7.711

8.1 65

8.618

1.340

1 1.79312.24712.701

1 3.1 54

17 6901't 6.783
21.31917.23719.5045.876 1 6.329
20.412 20.865

21 .772

22.226

24.O4024.454 24.948 25.401
29.030 29.484 29.937
33.566 34.019 34.473

25.85526.30326.76230.39130.84431.29834.92735.38035.83439.00939.46339.91640.37046.72038.1 0242.63838.55543.09143.54543.999M.452

44.90647 17447.627 48.081

48.53448.98849.442

Figure 1-2. Weight Conversions (Sheet 1 o12)

1-14

Nov 15/00

CESSNA
MODEL 182SSECTION 1
GENERAL(Kilograms x2.205 - Pounds) - (Pounds x.454 = Kilograms)
POUNDSKILOGRAMS

220

100

210

95

200

90

190

85

180

't70

80
75

160

150

70

140

65

130

60

't20

55

110

50

100

45

90

40

80
70
60

35
30
25

50
40
30

20
15

20

10

10

5

0

0

Units x 10, 100, etc.
0585T1027

IF
June 13/97.-.:

Figure 1-2 . Weight Conversions (Sheet 2 ol2)
1-15

CESSNA
MODEL 182SSECTION 1
GENERAL(Meters x 3.281 -Feet)(Feet x .305 = Meters)

FEET¡tF METERS INTO
EN PIEDSMETRES

m

o

1

feet

5

4

2

3

feet

feet

feet
9.842

o

feet

feet

feet

feet

feet

feet

23

16 40419.68522.95626.24729.528

3.281

o.co¿

10

32.80836.08939.3702065.61768.89745.932 49 212 52.493
72.178 75.459 74.740 82 021 85.302

88.58230

98.425101 .71104.99108.27111 .5s

114.83118.1140

131 .23134.51137.79141.081¿14.36

147.64150.9250

164.O4167.32

170.60173.86177.16180.45183.73

OU

195.85200.1 3203.41206.69209.9770

229.66232.94236.22239.50242.78213.25 216.53
246.06 249.34

80

262.47265.75269.03272.31275.59278.A7282.1590295.27298.56301.84305.12308.40311.68100

328.08331.36

3U.64 337.93

341.21s44.49

0

¡li
_
ft

1 3.1

4¿.OC I

62.33655.774121.3991.863124.6795.144127.95154.20157.48160.76187.01

190.29193.57219.82¿5¿.ô¿

223.10226.38255.90259.1

285.43288.71291.58314.96318.24321.52324.80347.77351.05354.33357.61

6

7

I

a

4

3

m

m

m

0.305

0.610

0.914

1

5
m

m

m

m

m

.219

1.829

2.134

2.438

2.743

4.877

5.182

5.486

5.791

7.925

8.534
11.542

3.048
6.096

3.353

J.OJõ

3.962

4.267

20

6.401

7.010

7.315

30

9.1M

9.449

10.05810.363

10.66810.9738.230
11 27840

12.192 12.497

6.706
9.754
12.802

1.524
4.572
7.620

3.106

13.41 1

13.7'1614.02114.326 14.630

54

16.459

0
10

1

50

15.24015.54515.850

1 6.1

6018.28818.59318.89870

21.336

21.641

21.94624.99419.202 1 9.507
22.250 ¿¿.cca
25.298 2s.603

28.O4228.34628.651'17.069 17.374 17.678
9.812 20.117 20 422 20.726
22.860 zJ, I DC 23.470 23.774
25.908 26.213 26.518 26.822
28.956 29.261 29.566 29.470

31.09031.39431.69932.00424.384 24.689
90 27.432 27.737

80

100

30.48030.785I

FEET INTO METERSPIEDS EN METRES

2

1

o

8

7

m

8.839
1

1.887

14.93516.75417 983

1

2 t .031

32.30932.614 32.918

24.07927.12730 17533.223Figure 1-3. Length Conversions (Sheet 1 of 2)

1-16

Nov 15/00

CESSNA
MODEL 182SSECTION 1
GENERAL(Feetx.305=Meters)(Metersx3.281 =Feet)
METERS
100

320

\

95

300

90

280

85

260

80

240

75
70

220

65

200

60

180

55

160

50
45

140
120

40
35

100

30

80

25

60

20
15

40

10

20

5

0

0

Units x 10, 100, etc.

Figure 1-3 . Length Conversions (Sheet 2 of 2)
Nov 15/00

1-17

CESSNA
MODEL 182SSECTION 1
GENERAL(Centimeters x .394 =

lnches) (lnches x 2.54 = Centimeters)

IIF CENTIMETERS INTO ¡NCHES
cm

0

2

1

n

4

3
n

I

7

o

5

o

n

n

n

n

n

n

1.969

z.Ico

3.1 50

n
3.543

0.394

0.787

1.181

1.575

4.331

4.724

5.1 18

5.906

7.4AO

8.661

9.055

9.843

10.236

1

6.693
0.630

7.047

8.268
12,205

5.512
9.449

2.362
6.299

11.O24

11.417

12.59814 17314.56714.96115.35416.53512.992 13.386
16.929 17.323

13.78016.14217.71718.1 1018.50418.89819.29120.472 20.866 21.260 21.654 22.047
24.409 24.803 25.197 25.591 25.984
27.953 28.346 24.740 29.134 29.528 29.921
31.890 32.243 32 677 33.071 33.465 33.858
35.827 36.220 JO.O t+ 37.008 37.402 37.795

22.44122.83526.378 26.772

38.58323.22827.16431.10235.03938.97642.126 42.520

42.91320.07924.01639.7M

40.15740.55140.94541.33941

30.31530.70934.252 34.646
38.189TF INCHES INTO CENTIMETERS
0

n

cm
0

1

2

3

4

5

o

7

8

I

cm

cm

cm

cm

cm

cm

cm

cm

cm

¿-a+

5.08

7.62

10.16

12.70

15.24

17.78

22.96

38.1 0

40.64
66.04

43.1

I

20.32
+J.T¿

68.58

71.'12

48.26

30

76.20

78.74

55.88
81.28

8s.82

35.56
60.96
86.36

88.90

91.44

93.98

96.52

73.66
99.06

40

101 .60

104.14106.68109.22111 .76

114.30116.84

1 19.38

121.92124.4650

127.00129.54132.08134.62

137.16139.70142.241M.78

t4I .ó¿149.8660

152.40154.94

157.48160.02

162.56165.10167.64170.18172.72

175.2670
an

177.80180.34182.88185.42

1

87.96

190.50193.04195.s81

98.12

203.20205.74208.28210.82213.36 215.90

218.44220.98223.52200.66226.0690228.60231.14233.68¿óo.¿¿¿3ó-IO

241.30243.84

246.38248.92251.46100

254.00zJo.æ

259.08261.62

264.16266.70269.24271.78274.32276.86

10

25.40

27.94

30.48

33.02

20

50.80

s3.34

58.42

63.50

Figure 1-4. Length Conversions (Sheet 1of 2)

1-18

Nov 15/00

CESSNA
MODEL 182SSECTION 1
GENERAL(Centimeters x .394 = lnches) - (lnches x2.54 - Centimeters)
INCHES
10

CENTIMETERS
25
24
23
22
21

20
19
18
17
16
15
14
13

12
11

10

I
I
7
6
5

4

Units x 10, 100, etc.

320585T1028

10IFJune 13/97

Figure 1-4. Length Conversions (Sheet 2 ot 2)
1-19

CESSNA
MODEL 182SSECTION 1
GENERAL(statuteMilesx1.609=Kilometers) (Kilometersx.622=statuteMiles)(statute Miles x.869=Nautical Miles)(Nautical Miles x1 .15=statute Miles)(NauticalMilesxl.S52=Kilometers) (Kilometersx.S4=NauticalMiles)

STATUTE NAUTICALMILES MILES KILOMETERS-- 100100

110 -l- gs

95

+ eo
too
1 eu

eo

1 15

105

95

eof80
85+75
80+70
75 -l- 65

70loo
65ass

toluo

55

50+45
45+40
40+35
35+30
30Azs
25]l zo
20

15

10+10

180

f 170

+ 160
150
80 +

85

75

-l Mo

+ 130
65 + 120
6o*llo55 a loo
70

50

90

outrto

70
60

25f50
20+ 4015+30
rof zo units x 10, 1oo, etc'

5+5

5+10

0 --r- 0

0-t-0)

os'sr1o2e

Figure 1-5. Distance Conversions

1-20

Nov 15/00

CESSNA
MODEL 182SSECTION 1
GENERAL(lmperial Gallons x 4.546 =Õ
Lt

Liters)(Liters x .22=lmperial Gallons)

LITERS INTO IMPERIAL GALLONS il
0

2

1

4

3

5

6

8

7

9

G

IG

G

IG

G

IG

IG

IG

0.220
2.420
4.620
6.819

o.440
2.640
4.440

0.880
3.080

1.100

1.320

1.540

1.760

3740

5.719
7.919

5.939
8.139

3.960
6.159
8.359

9.239

9.679

3.300
5.499
7.699
9.899

3.520

9.019

0.660
2.860
5.059
7.259
9.459

10.11910.33910.77911.21 91 1.¿tÍ19

1.659

11.87912.09912.31

I12.5391

3.639

13.85914.298 14.518

15.61815 83816.058

14.O78't6,278

12.75914.738 14.958

12.97913419

17.15817 37417.818

1

7 nao

1

5.279

7.479

G

i ocô
4.1 80

6.379
8.579

1 s.1

78

16.498'16.718

8.038 1 8.258 18.478 18.698
20.238 20.458 20.678 20.898

38

19.35819.5782'1.118

21.33821,55821.77822.218 22.434 22.658 22.878 23.098

23.31823.53723.75723.577I

920.01818.91

I

16.9381 9.1

IMPERIAL GALLONS INTO LITERS 1I
IG

0

2

1

3

5

4

Lt

Lt

4.546

9.092

Lt

50.00654.55259.09795.465100.01104.56140.93145.47186.38190.93

LT

6

Lt

Lt

Lt

Lt

Lt

31.822 36.368

40.91463.64322.730 27.276
68.1 89 t¿.tôc

77.28181.82786.373109.1 01 13.651

18.20

122.74127.29131 .83

150.02154.56159.1 1I OO.OO

168.20172.75177 29195.48200.02204.57209.1 1

213 66218.21222.75

231.A4 236.39 240.94
277.30 281.8s 286.40
322.76 oaI .Õ I 331.86
368.22 372.77 377.32
413.68 418.23 422.77

245.48250.03 254.57
295.49 300.03

259.12263.67268.21290.94304.58309.1 3313.67336.40340.95345.49381.86386.41390.95350.04395.503s4.59400.04427.32431.87436.41440.96¿145.50404.59450.05463.69 468.23

472.78477.33481.874A6.42490.96495.51459.1 41

3.638 18.184

359.13Figure 1-6. Volume Conversions (Sheet 1 of 3)

Nov 15/00

1-21

CESSNA
MODEL 182SSECTION 1
GENERAL(lmperial Gallons x 4.4546 = Liters)(Liters x .22 = lmperial Gallons)
100
IMPERIALGALLONS YC
90

44O LIERS
420
400

85

380

80

360

75

340

70

320

65

300

60

280
260

55

45

240
220
200

40

180

35

160

30

140

50

25
20

120
100
80

15
10

5

20

0

0

Units x 10, 100, etc.
0585T1 032

Figure 1-6. Volume Conversions (Sheet 2 ot 3)
1-22

Nov 15/00

SECTION 1
GENERALCESSNA
MODEL 182S

(lmperial Gallons x 1.2 = U.S. Gallons)(U.S. Gallons x .833 = lmperial Gallons)(U.S. Gallons x 3.785 = Liters)i(Liters x .264:,r:t.Gallons)U. S.

IMPERIAL

oÄu-ôñS 1oo-r120 GALLONS 1oo

LITERS

e5+115
eo+110

95

360

90

340

851too85320

so1-ss
75+e0
70+85
65+80

80

300

75

280

70

260

65

240

601zo

60

55f os

55

50+60
45+55

45

50

40

105

75

35
30
25
20
15
10
5
0

45
40

35

220
200
180
160

140

't20

35
30
25

30
20

80

20

15

60

10

40

5

20

0

0

15

10
5
0

25

\

100

Units x 10, 100, etc.

0585T1 033

Figure 1-6. Volume Conversions (Sheet 3 of 3)
Nov 15/00

1-23

CESSNA
MODEL 182SSECTION 1
GENERALTEMPERATURE CONVERSIONS('F-32)x5i9='C "Cx9/5+32=oF

1

120
130
140
150
160

170
180
190

2'to

00
110
120

30
40

0585T1 034

Figure 1-7. Temperature Conversions
1-24

June 13/97

sEcÏoN

CESSNA
MODEL 182S

cific Gravity = .72(Kilograms(Pounds X

itersX .72=K(Liters X 1.5

I1

GENERAL

LTTERSLITERS
135

95

1

90

125
120

85

GAS FUEL 115
110
105
100

80
75
70
65

75
70

90
85

60'

-- l-90
."1

sofso
45ï70
ooluo
35-J

65
60
55
50

ro-fuo

25t40

25

20130

20

tu1'o

15

101

1

5f
0_r0 units x 10
1o

10

1

5

00, etc. 0

Figure 1-8. Volume to Weight Conversion
Nov 15/00

1-25

CESSNA
MODEL 182SSECTION 1
GENERALAV GAS

SPECIFICGRAVITY
0.72

Figure 1-9. Quick Conversions
1-26

Nov 15/00

SECTION 2
LIMITATIONSCESSNA
MODEL 182SSECTION 2
LIMITATIONSTABLE OF CONTENTS
lntroduction
Airspeed Limitations
Airspeed lndicator Markings
Powerplant Limitations
Powerplant I nstrument Markin gs
Weight Limits
Center Of Gravity
Maneuver Limits
Flight Load Factor Limits
Kinds Of Operation
Fuel Limitations
Other Limitations
Flap Limitations
Placards

Feb 3197

2-3
2-4
2-5
2-5

2-6
2-7
2-7
2-8
2-8
2-8
2-8
2-9
2-g
2-'13

2-11(2-2 blank)

SECTION 2
LIMITATIONSCESSNA
MODEL 182S

INTRODUCTION
Section 2 includes operating limitations, instrument markings,

and basic placards necessary for the safe operation of the airplane,

its engine, standard systems and standard equipment. The
limitations included in ttiis section have been approved by th{Federal Aviation Administration. Observance of these operating
limitations is required by FederalAviation Regulations.
NOTE

Refer to Supplements, Section 9 of this Handbook foramended operating limitations, operating procedures,
peÉormance data and other necessary information forI

airplanes equipped with specific options.
NOTE

The airspeeds listed in the Airspeed Limitations chart(Figure 2-1) and the Airspeed lndicator Markings chaÉ
(Figure 2-2) are based on Airspeed Calibration data shownin Section 5 with the normal static source. lf the alternate

static source is being used, ample margins should beobserved to allow for the airspeed calibration variations
between the normal and alternate static sources as shownin Section 5.

Your Cessna is certificated under FAA Type Certificate No. 3413
as Cessna Model No. 182S.

Nov 15/00

2-3

SECTION 2
LIMITATIONSCESSNA
MODEL 182S

AIRSPEED LIMITATIONSAirspeed limitations and their operational significance are shownin Figure 2-1.

KCAS KIASSYMBOT

SPEED

v¡¡e

Never Exceed Speec

170

175 Do not exceed thisspeed in any
operation.

vruo

Maximum Structural
Cruising Speed

137

140

REMARKS

Do not exceed thisspeed except inrmooth air, andlhen only with:aution.

V¡

Maneuvering
Do not make full or

Speed:

3100 Pounds
2600 Pounds
2000 Pounds

vre

109

110

abrupt control

101

101

novements above

89

88

lhis speed.

Maximum Flap
Extended Speed:
0' to 10" Flaps
10'to 20" Flaps
20" to FULL Flaps

137
118
100

Maximum

170

Window Open
Speed

Do not exceed this140 speed with flaps
120 down.
100

175 Do not exceed thisspeed with windows
open.

Figure 2-1. Airspeed Limitations

2-4

Feb 3/97

SECTION 2
LIMITATIONSCESSNA
MODEL 182S

AIRSPEED INDICATOR MARKINGS
Airspeed indicator markings and their color code significance areshown in Figure 2-2.
KIAS

VALUE

MARKINGSIGNIFICANCE

OR RANGEWhite Arc36 - 100

Full Flap Operating Range.

Green Arc43 -140

Normal Operating Range.

Yellow Arc

140-175

Cperations must be conducted with¡aution and only in smooth air.

Red Line

175

Maximum speed for all operations.

Figure 2-2. Airspeed lndicator Markings

POWERPLANT LIMITATIONSEngine Manufacturer: Textron Lycoming.
Engine Model Number: |O-540-AB1 45.
Maximum Power:230 BHP rating.
Engine Operating Limits for Takeoff and Continuous Operations:
Maximum Engine Speed:2400 RPM.
Maximum Cylinder Head Temperature: 500"F (260"C).
245'F (118'C).
Maximum Oil
OilPressure, Minimum: 20 PSl.
Maximum: 115 PSl.
Fuel Grade: See Fuel Limitations.
Oil Grade (Specification):
MIL-L-6082 Aviation Grade Straight Mineral Oil or MIL-L-22851
Ashless Dispersant Oil.
Propeller Manufacturer: McOauley Propeller Systems.
Propeller Model Number: 2-Bladed: 82D34C235/90DKB-8.
3-Bladed: 83D36C431/80VSA-1
Propeller Diameter, 2-Bladed Maximum: 82 0 inches.
2-Bladed Minimum: 80.5 inches.
3-Bladed Maximum: 79.0 inches.
3-Bladed Minimum: 77.5 inches.

Temperature:

June 13/97

2-5

SECTION 2
LIMITATIONSCESSNA
MODEL 182S

Propeller Blade Angle at 30 lnch Station:
2-Bladed Low Pitch: 17.0".
2-Bladed High Pitch: 31.8".
3-Bladed Low Pitch: 14.9".
3-Bladed High Pitch: 31.7".

POWERPLANT INSTRUMENT MARKINGS
Powerplant instrument markings and their color code significanceare shown in Figure 2-3.

INSTRUMENT

RED L|NE (MTNTMUM)

GREEN ARC
INORMALOPERAT¡NG)(MAx)

2000 -2400

2400

Iachometer:

RED
LINE

RPM

Manifold
Pressure

15 - 23 ln. Hg.

Cylinder Head

200 - 500'F

500"F

100 - 245"F

245"F

50 - 90 PSt

115
PSI

Temperature

oit
Temperature
Oil Pressure

FuelQuantity

20 PSI0(2.0 Gal. Unusable Each
Tank)

FuelFlowC

to 15 GPH

(Pressure)
Vacuum Gauge

4.5 - 5.5 in.Hg

Figure 2-3. Powerplant lnstrument Markings

2-6

Nov 15/00

SECTION 2
LIMITATIONSCESSNA
MODEL 182SWEIGHT LIMITS
Maximum Ramp Weight: 3110 lbs.
Maximum Takeoff Weight: 3100 lbs.
Maximum Landing Weight: 2950 lbs.
Maximum Weight in Baggage Compartment:
Baggage Area A - Station 82 to 109: 120 fbs. See note below.
Baggage Area B - Station 109 to 124: 80 lbs. See note below.
Baggage Area C - Station 124 Ìo 134: 80 lbs. See note below.
NOTE

The maximum allowable combined weight capacity for
baggage in areas A, B and C is 200 pounds. The maximum
allowable weight capacity for baggage in areas B and C is
80 pounds.

CENTER OF GRAVITY LIMITS
Center of Gravity Range:

Fonruard: 33.0 inches aft of datum at 2250 lbs. or less, withstraight line variation to 40.9 inches aft of datum at
3100 lbs.

Aft:

46.0 inches aft of datum at allweights.

Reference Datum: Front face of firewall.

Feb 3/97

2-7

SECTION 2
LIMITATIONSCESSNA
MODEL 182S

MANEUVER LIMITSThis airplane is certificated in the normal category. The normal
category is applicable to aircraft intended for non-aerobatic
operations. These include any maneuvers incidental to normal
flying, stalls (except whip stalls), lazy eights, chandelles, and steep
turns in which the angle of bank is not more than 60'.
Aerobatic maneuvers, including spins, are not approved.

FLIGHT LOAD FACTOR LIMITS
Flight Load Factors:*Flaps Up . .
*Flaps Down ,+3.89, -1.529+2.09*The design load factors are 150% of the above, and in all cases,
the structure meets or exceeds design loads.

KINDS OF OPERATION LIMITSThe airplane as delivered is equipped for day, night, VFR, IFR
and may be equipped for night VFR ancl/or IFR operations. FARPart 91 establishes the minimum required instrumentation andequipment for these operations. The reference to types of flight
operations on the operating limitations placard reflects equipment
installed at the time of Airworthiness Certificate issuance.
Flight into known icing conditions is prohibited.

FUEL LIMITATIONS
Total Fuel: 92 U.S. gallons (2 tanks at 46.0 gallons each).
Usable Fuel (all flight conditions): 88.0 U.S. gallons.

2-8

Feb 3197

SECTION 2
LIMITATIONSCESSNA
MODEL 182S

Unusable Fuel:4.0 U.S. gallons (2.0 gallons each tank).
NOTE

To ensure maximum fuel capacity and minimize cross-feeding when refueling, always park the airplane in a wingslevel, ñormal ground attitude and place the fuel selector in
the Left or Right position. Refer to Figure 1-1 for normal
ground attitude def inition.

Takeoff and land with the fuel selector valve handle in the BOTH
position.
Operation on either LEFT or RIGHT tank limited to level flight only.

W¡th 1/4 tank or less, prolonged uncoordinated flight is prohibitedwhen operating on either left or right tank.
Approved FuelGrades (and Colors):
100LL Grade Aviation Fuel(Blue).
100 Grade Aviation Fuel (Green).

OTHER LIMITATIONSFLAP L¡M¡TATIONSApproved Takeoff Range:
Approved Landing Range:

Feb 3197

0'to 20'
O'to FULL

2-9

SECTION 2
LIMITATIONSCESSNA

MODEL 182S

PLACARDS
The following information must be displayed in the form of composite or individual placards.

1. ln full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry,

shown on the example below, will vary as the airplane isequipped).

The markings and placards installed in this airplane contain

operating limitations which must be complied with when operating
this airplane in the Normal Category. Other operating limitations
which must be complíed with when operating this airplane ín thiscategory are contained in the Pilot's Operating Handbook and FAA
Approved Airplane Flight Manual.
No acrobatic maneuvers, including spins, approved.
Flight into known icing conditions prohibited.

This airplane is certified for the following flight operations as ofdate of original airworthiness certificate:
DAY-NIGHT-VFR-IFR

2. On control lock:
CAUTIONCONTROL LOCKREMOVE BEFORE STARTING ENGINE

2-10

Feb 3197

SECTION 2
LIMITATIONSCESSNA
MODEL 182S

3.

On the fuel selector valve:
BOTH
88.0 GAL.
TAKEOFF LANDING
ALL FLIGHT ATTITUDES
FUEL
SEL

PUSH DOWNROTATE
LEFT
44.0 cAL.
LEVEL FLIGHT ONLY

RIGHT
44.0 GALLEVEL FLIGHT ONL
OFF4.

Near the fuel tank filler cap:
FUEL
lOOLU1OO MIN. GRADE AVIATION GASOLINECAP 44.0 U.S. GAL USABLE
CAP 32.5 U.S. GAL. USABLE TO BOTTOM
OF FILLER INDICATOR

5.

On flap control indicator:

0'to 10"10o to20"

140 KIAS (Partial flap range with dark blue color
code; also, mechanicaldetent at 10'.)120 KIAS (Light blue color code; alsomechanical detent al 20")

20' to FULL 100 KIAS (White color code)

Feb 3/97

2-11

SECTION 2
LIMITATIONS6.

CESSNA

MODEL 182S

On baggage door:
120 POUNDS MAXIMUMBAGGAGE FORWARD OF BAGGAGE DOOR LATCH
AND

80 POUNDS MAXIMUMBAGGAGE AFT OF BAGGAGE DOOR LATCH
MAXIMUM 2OO POUNDS COMBINEDFOR ADDITIONAL LOADING INSTRUCTIONS
SEE WEIGHT AND BALANCE DATA7.

A calibration card must be provided to indicate the accuracyof the magnetic compass in 30' increments.

8.

On the oil filler cap:

olL

9 QTS
9.

Near airspeed indicator:
MANEUVER SPEED - 110 KIAS

10. On the upper right instrument panel:
SMOKING PROHIBITED

2-12

Feb 3197

SECTION 2
LIMITATIONSCESSNA
MODEL 182S

11. On auxiliary power plug door and second placard on batterybox:

24 VOLTS D.C.
CAUTION
THIS AIRCRAFT IS EQUIPPED WITH ALTERNATOR AND A
NEGATIVE GROUND SYSTEM. OBSERVE PROPER POLARITY.
REVERSE POLARITY WILL DAMAGE ELECTRICALCOMPONENTS.

12.

On Upper Right Side of the Aft Cabin Partition:
EMERGENCY LOCATOR TRANSMITTERINSTALLED AFT OF THIS PARTITIONMUST BE SERVICED IN ACCORDANCEWITH FAR PART 91.2O7

13.

Near the fuel flow gauge:
MAXIMUM POWER FUEL FLOW
ALTITUDE
S.L.

2000'
4000'
6000'
8000'
1 0000'1

Feb 3/97

2000'

FUEL FLOW
20.5 GPH
19.0 GPH
17.5 GPH
16.5 GPH
15.5 GPH
14.5 GPH
13.5 GPH

z-'tsl(2-14 blank)

SECTION 3
EMERGENCY PROCEDURESCESSNA
MODEL 182SSECTION 3
EMERGENCY PROCEDURESTABLE OF CONTENTS

Page

3-3

lntroduction
AIRSPEEDSAirspeeds For Emergency Operation

3-3

EMERGENCY PROCEDURES CHECKLISTEngine Failures
Engine Failure During Takeoff Roll
Engine Failure lmmediately After TakeoffEngine Failure During Flight (Restart Procedures)
Forced Landings
Emergency Landing Without Engine Power
Precautionary Landing With Engine Power
Ditching

Fires .
During Start On GroundEngine Fire ln FlightElectrical Fire ln Flight
Cabin Fire
Wing Fire

Icing

lnadvertent lcing Encounter
Static Source Blockage
Landing With A Flat Main Tire

Feb 3197

3-4
3-4

3-4
3-4
3-5
3-5
3-5
3-5
3-6
3-6
3-7
3-7
3-8
3-8
3-9
3-9

3-10
3-10

3-1

SECTION 3
EMERGENCY PROCEDURESCESSNA
MODEL 182STABLE OF CONTENTS (Continued)
Landing With A Flat Nose Tire
Electrical Power Supply System Malfunctions
Ammeter Shows Excessive Rate of Charge(Full Scale Deflection)
Low Voltage Light llluminates During Flight(Ammeter ndicates Discharge)
Vacuum System Failure
I

Page
3-10
3-11
3-11
3-11

3-12

AMPLIFIED EMERGENCY PROCEDURES
Engine Failure
Forced Landings
Landing Without Elevator Control
Fires

Emergency Operation ln Clouds (Vacuum System Failure)
Executing A 180" Turn ln Clouds
Emergency Descent Through Clouds
Recovery From Spiral Dive ln The Clouds
lnadvertent Flight lnto lcing Conditions
Static Source Blocked

Spins
Rough Engine Operation Or Loss Of Power
Spark Plug Fouling
Magneto Malfunction
Low Oil Pressure
Electrical Power Supply System Malfunctions
Excessive Rate of Charge
lnsufficient Rate Of Charge
Other Emergencies
Windshield Damage

3-2

3-13
3-15
3-15
3-16
3-16
3-16
3-17
3-18
3-18
3-18
3-19

3-20
3-20
3-20

3-20
3-21
3-21

3-22
3-22
3-22

Feb 3197

CESSNA
MODEL 182SSECTION 3
EMERGENCY PROCEDURESINTRODUCTION
Section 3 provides checklist and amplified procedures for copingwith emergencies that may occur. Emergencies caused by airplaneor engine malfunctions are extremely rare if proper preflightinspections and maintenance are practiced. Enroute weather
emergencies can be minimized or eliminated by careful flightplanning and good judgment when unexpected weather is
encountered. However, should an emergency arise, the basic
guidelines described in this section should be considered andapplied as necessary to correct the problem. Emergency procedures
associated with standard avionics, the ELT, or any optional systemsr
can be found in the Supplements, Section 9.

I

AIRSPEEDSAIRSPEEDS FOR EMERGENCY OPERATION
Engine Failure After Takeoff:
Wing Flaps Up
Wing Flaps Down
Maneuvering Speed:
3100 Lbs
2600 Lbs
2000 Lbs
Maximum Glide:3100 Lbs
2600 Lbs
2000 Lbs
Precautionary Landing With Engine Power
Landing Without Engine Power:
Wing Flaps Up
Wing Flaps Down

Nov 15/00

75 KIAS

70 KIAS
110 KIAS
101 KIAS

88 KIAS
75 KIAS
70 KlAs
62 KIAS
70 KIAS
75 KIAS
70 KIAS

3-3

SECTION 3
EMERGENCY PROCEDURESCESSNA

MODEL 182S

EMERGENCY PROCEDURES CHECKLISTProcedures in the Emergency Procedures Checklist portion ofthis section shown in bold faced type are immediate action items
which should be committed to memory.

ENGINE FAILURESENGINE FAILURE DURING TAKEOFF ROLL
1. Throttle - IDLE.
2. Brakes- APPLY.
3. Wing Flaps -- RETRACT.
4. Mixture -- IDLE CUT OFF.
5. lgnition Switch -- OFF.
6. Master Switch -- OFF.
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF

1. Airspeed -- 75 KIAS (flaps UP).
70 KIAS (flaps DowN).
2. Mixture -- IDLE CUT OFF.
3. FuelSelector Valve -- PUSH DOWN and ROTATE TO OFF.

4. lgnition Switch - OFF.
5. Wing Flaps -- AS REQUIRED (FULL recommended).
6. Master Switch -- OFF.
7. Cabin Door -- UNL-ATCH.

L Land -- STRAIGHT AHEAD.

ENGINE FAILURE DURING FLIGHT (Restart Procedures)

1. Airspeed -- 75 KIAS (Best glide speed).
2. Fuel Selector Valve .. BOTH.
3. Auxiliary Fuel Pump Switch - ON.
4. Mixture - RICH (if restart has not occurred).
5. lgnition Switch -- BOTH (or START if propeller is stopped).

3-4

Feb 3/97

SECTION 3
EMERGENCY PROCEDURESCESSNA
MODEL 182S

FORCED LANDINGSEMERGENCY LANDING WITHOUT ENGINE POWER

1. Passenger Seat Backs -- MOST UPRIGHT POSITION.
2. Seats and Seat belts - SECURE.
3. Airspeed -- 75 KIAS (flaps UP).
70 KIAS (flaps DOWN).

4. Mixture -- IDLE CUT OFF.
5. Fuel Selector Valve -- PUSH DOWN and ROTATE TO OFF.
6. lgnition Switch -- OFF,
7. Wing Flaps -- AS REQUIRED (FULL recommended).
8. Master Switch -- OFF (when landing is assured).
9. Doors -- UNLATCH PRIOR TO TOUCHDOWN.
10. Touchdown -- SLIGHTLY TAIL LOW.
1 1. Brakes -- APPLY HEAVILY.

PRECAUTIONARY LANDING WITH ENGINE POWER

1. Passenger Seat Backs -- MOST UPRIGHT POSITION.
2. Seats and Seat Belts - SECURE.
3. Airspeed -- 75 KIAS
4. Wing Flaps -- 20".
5. Selected Field -- FLY OVER, noting terrain and obstructions,then retract flaps upon reaching a safe altitude and airspeed.

6. Avionics Mastér Switcn and Elðctrical Switches -- OFF.'
7. Wing Flaps -- FULL (on final approach).
8. Airspeed -- 70 KIAS.
9. Master Switch -- OFF.

¡10. Doors -- UNLATCH PRIOR TO TOUCHDOWN.
11. Touchdown -- SLIGHTLY TAIL LOW.
12. lgnition Switch -- OFF.
13. Brakes -- APPLY HEAVILY.

DITCHING

1. Radio -- TRANSMIT MAYDAY on 121.5 MHz, giving locationand intentions and SQUAWKTTOO.

2. Heavy Objects (in baggage area) -- SECURE OR JETTISON(if possible).

Nov 15/00

3-5

CESSNA
MODEL 182SSECTION 3
EMERGENCY PROCEDURES

3. Passenger Seat Backs -- MOST UPRIGHT POSITION.
4. Seats and Seat Belts - SECURE.
5. Wing Flaps -- 20" to FULL.
6. Power -- ESTABLISH 3OO FT|MIN DESCENT AT 65 KIAS.
NOTE

lf no power is available, approach at 70 KIAS with flaps up
or at 65 KIAS with 10" flaps.

7. Approach -- High Winds, Heavy Seas -- INTO THE WIND.

Light Winds, Heavy Swells -- PARALLEL TO
SWELLS.
8. Cabin Doors -- UNI-ATCH.
9. Touchdown -- LEVEL ATTITUDE AT ESTABLISHED RATE OFDESCENT,
10. Face -- CUSHION at touchdown with folded coat.
11. ELT -- Activate.
12. Airplane -- EVACUATE through cabin doors. lf necessary,
open window and flood cabin to equalize pressure so doors
can be opened.
13. Life Vests and Raft - INFLATE WHEN CLEAR OF AIRPLANE.

FIRESDURING START ON GROUND

1. Cranking - CONTINUE to get a start which would suck theflames and accumulated fuel into the engine.

lf engine starts:

2. Power - 17OO RPM for a few minutes.
3. Engine -- SHUTDOWN and inspect for damage.
lf engine fails to start:

4. Throttle -- FULL OPEN.
5. Mixture - IDLE CUT OFF.
6. Cranking - CONTINUE.
7. Fuel Selector Valve - PUSH DOWN and ROTATE TO OFF.
8. Auxiliary Fuel Pump -- OFF.

3-6

Feb 3/97

SECTION 3
EMERGENCY PROCEDURESCESSNA
MODEL 182S

9. Fire Extinguisher -- OBTAIN (have ground attendants obtain if
not installed).
10. Engine -- SECURE.
a. Master Switch -- OFF.
b. lgnition Switch -- OFF
11. Parking Brake - RELEASE.
12. Airplane -- EVACUATE.
13. Fire -- EXTINGUISH using fire extinguisher, wool blanket, or
dirt.

14. Fire Damage -- INSPECT, repair damage or replace damaged
components or wiring before conducting another flight.
ENGINE FIRE IN FLIGHT

1. Mixture -- IDLE CUT OFF.

2. Fuel Selector Valve -- PUSH DOWN and ROTATE TO OFF.
3. Auxiliary Fuel Pump Switch .- OFF.
4. Master Switch .. OFF.
5. Cabin Heat and Air -- OFF (except overhead vents).
ô. Airspeed -- 100 KIAS (lf fire is not extinguished, increase glide
speed to find an airspeed - within airspeed limitations - which
will provide an incombustible mixture).
7. Forced Landing -- EXECUTE (as described in Emergency
Landing Without Engine Power).

ELECTRICAL FIRE IN FLIGHT

1. Master Switch - OFF.
2, Vents, Cabin Air, Heat - CLOSED.
3. Fire Extinguisher - ACTIVATE (if available).
- -- -'
4. Avionics Mãster Switch -- OFF.
5. AllOther Switches (except ignition switch) -- OFF.

l¡[, wnnuruc
AFTER DISCHARGING FIRE EXTINGUISHER AND

ASCERTA¡NING THAT THE FIRE HAS BEEN
EXTINGUISHED, VENTILATE THE CABIN.

6. Vents/Cabin Air/Heat -- OPEN when it is asceftained that fireis completely extinguished.

Nov 15/00

3-7

CESSNA
MODEL 182SSECTION 3
EMERGENCY PROCEDURES

lf fire has been extinguished and electrical power is necessary
for continuance of flight to nearest suitable airpoft or landing area:
7. Master Switch -- ON.
8. Circuit Breakers -- CHECK for faulty circuit, do not reset.
9. Radio Switches -- OFF.

.
I- 10. Avionics Master Switch -- ON.
11. Radio/Electrical Switches - ON one at a time, with delay after
each until shott circuit is localized.

CABIN FIRE

1. Master Switch - OFF.
2. Vents/Cabin Air/Heat - CLOSED (to avoid drafts).
3. Fire Extinguisher - AGTIVATE (if available).

¡[,mmtruc
AFTER DISCHARGING FIRE EXTINGUISHER AND

ASCERTAINING THAT F¡RE HAS BEEN
EXTINGUISHED, VENTILATE THE CABIN.

4. Vents/Cabin Air/Heat -- Open when it is ascertained that fire iscompletely extinguished.

5. Land the airplane as soon as possible to inspecl for damage.
WING FIRE

1. Landing/Taxi Light Switches - OFF.
2. Navigation Light Switch - OFF.
3. Strobe Light Switch - OFF.
4. Pitot Heat Switch - OFF.
NOTE

Perform a sideslip to keep the flames away from the fueltank and cabin. Land as soon as possible using flaps only
as required for final approach and touchdown.

3-8

Nov 15/00

CESSNA
MODEL 182SSECTION 3
EMERGENCY PROCEDURESICINGINADVERTENT ICING ENCOUNTER

1. Turn pitot heat switch ON.
2. Turn back or change altitude to obtain an outsíde airtemperature that is less conducive to icing.

3. Pull cabin heat control full out and rotate defroster control
clockwise to obtain maximum defroster airflow.
4. lncrease engine speed to minimize ice build-up on propeller
blades.

5. Watch for signs of induction air filter icing. An unexplained
loss of manifold pressure could be caused by ice blocking the
air intake filter. Adjust the throttle as desired to set manifoldpressure. Adjust mixture, as required for any change in power
settings.

6. Plan a landing at the nearest airpoft. With an extremely rapid
ice build up, select a suitable "off airpoft" landing site.

7. With an ice accumulation ol 1/4 inch or more on the wíngleading edges, be prepared for significantly higher stall speed.

8. Leave wing flaps retracted. With a severe ice build up on thehorizontal tail, the change in wing wake airflow direction
caused by wing flap extension could result in a loss ofelevator effectiveness.

9. Open left window and, if practical, scrape ice from a portion of
the windshield for visibility in the landing approach.
10. Perform a landing approach using a forward slip, if necessary,for improved visibility.
11. Approach at 80 to 90 KIAS depending upon the amount of theaccumulation.
12. Pedorm a landing in level attitude.

Feb 3/97

3-9

SECTION 3
EMERGENCY PROCEDURESCESSNA
MODEL 182S

STATIC SOURCE BLOCKAGE(Erroneous lnstrument Reading Suspected)
1. Static Pressure Alternate Source Valve - PULL ON.
2. Airspeed -- Consult appropriate calibration table in Section 5.
3. Altitude -- Consult altimeter correction table in Section 5.

LANDING WITH A FLAT MAIN TIRE
1. Approach -- NORMAL.
2. Wing Flaps -- FULL DOWN.
3. Touchdown - GOOD MAIN TIRE FIRST, hold airplane off flattire as long as possible with aileron control.

4. Directional Control -- MAINTAIN using brake on good wheel as
required.

LANDING WITH A FLAT NOSE TIRE
1. Approach -- NORMAL.

2. Flaps -- AS REQUIRED.
3. Touchdown -- ON MAINS, hold nose wheel off the ground aslong as possible.

4. When nose wheel touches down, maintain full up elevator as
airplane slows to stop.

3-10

Feb 3197

SECTION 3
EMERGENCY PROCEDURESCESSNA
MODEL 182S

ELECTRICAL POWER SUPPLY SYSTEM
MALFUNCTIONSAMMETER SHOWS EXCESSIVE RATE OF CHAHGE(Full Scale Deflection)
1. Alternator -- OFF.

2. Nonessential Electrical Equipment -- OFF.
3. Flight -- TERMINATE as soon as practical.
LOW VOLTAGE ANNUNCTATOR (VOLTS) TLLUMTNATES DUR|NGI
FLIGHT (Ammeter lndicates Discharge)
NOTE

lllumination of "VOLTS" on the annunciator panel may
occur during low RPM conditions with an electrical load on
the system such as during a low RPM taxi. Under these
conditions, the light will go out at higher RPM. The masterswitch need not be recycled since an overuoltage condition
has not occurred to deactivate the alternator system.

1. Avionics Master Switch -- OFF.
2. Alternator Circuit Breaker -- CHECK lN.
3. Master Switch -- OFF (both sides).
4. Master Switch -- ON.
5. Low Voltage Annunciator -- CHECK OFF.
6. Avionics Master Switch - ON.

Nov 15/00

I

3-11

SECTION 3
EMERGENCY PROCEDURESCESSNA
MODEL 182S

lf low voltage light illuminates again:

7. Alternator-- OFF.
8. Nonessential Radio and Electrical Equipment - OFF.
9. Flight -- TERMINATE as soon as practical.

VACUUM SYSTEM FAILURE

Left Vacuum or Right Vacuum Annunciator Light (L VAC R)
llluminates.

¡1, crunoru

IF VAGUUM IS NOT WITHIN NORMAL
OPERATING L¡MITS, A FAILURE HAS

OCCUFRED IN THE VACUUM SYSTEM AND
PARTIAL PANEL PROCEDURES MAY BE
REOUIRED FOR CONTINUED FLIGHT.

Gauge - CHECK to ensure vacuum within normal
I t. Vacuu.m
operaüng ilmlls.

3-12

Nov 15/00

CESSNA
MODEL 182SSECTION 3
EMERGENCY PROCEDURESAMPLIFIEDEMERGENCY PROCEDURES
The following Amplified Emergency Procedures elaborate upon
information contained in the Emergency Procedures Checklists
portion of this section. These procedures also include information
not readily adaptable to a checklist format, and material to which apilot could not be expected to refer in resolution of a specificemergency. This information should be reviewed in detail prior to
flying the airplane, as well as reviewed on a regular basis to keep
pilot's knowledge of procedures fresh.

ENGINE FAILURE

lf an engine failure occurs during the takeoff roll, the mostimpoftant thing to do is stop the airplane on the remaining runway.
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.
ln most cases, the landing should be planned straight ahead with
only small changes in direction to avoid obstructions. Altitude andairspeed are seldom sufficient to execute a 180' gliding turnnecessary to return to the runway. The checklist procedures assume
that adequate tíme exists to secure the fuel and ignition systems
prior to touchdown.

Feb 3197

3-13

SECTION 3
EMERGENCY PROCEDURESCESSNA
MODEL 182S

After an engine failure in flight, the most important course ofaction is to continue flying the airplane. Best glide speed as shownin Figure 3-1 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. lf time permits, an engine restafi
should be attempted as shown in the checklist. lf the engine cannot
be restarted, a forced landing without power must be completed.

14000

Er 2000z
d1 0000
ff,
t¡J

F

Lu

o
fn
F
T

8000

6000

g
LrJ

I

4000

2000

0

o 2 4 6 8 1012 1416182022
GROUND DISTANCE. NAUTICAL MILES

Figure 3-1. Maximum Glide3-14

Feb 3/97

CESSNA
MODEL 182SSECTION 3
EMERGENCY PROCEDURESFORCED LANDINGS
lf all attempts to restart the engine fail and a forced landing isimminent, select a suitable field and prepare for the landing as

discussed under the Emergency Landing Without Engine Powerchecklist. Transmit Mayday message on 121.5 MHz giving locationand intentions and squawkTTOO.

Before attempting an "off airport" landing wÍth 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 protectionof occupants' face at touchdown. Transmit Mayday message on
121.5 MHz giving location and intentions and squawk 7700. Avoid
a landing flare because of difficulty in judging height over a water
surface. The checklist assumes the availability of power to make aprecautionary water landing. lf power is not available, use of theairspeeds noted with minimum flap extension will provide a morefavorable attitude for a power off ditching.

ln a forced landing situation, do not turn off the AVIONICSIMASTER switch or the airplane MASTER switch until a landing isl
assured. Premature deactivation of the switches will disable theairplane electrical systems.

Before pedorming a forced landing, especially in remote andmountainous areas, activate the ELT transmitter by positioning the

cockpit-mounted switch to the ON position. For complete
information on ELT operation, refer to the Supplements, Section 9.

LANDING WITHOUT ELEVATOR CONTROL
Trim for horizontal flight with an airspeed of approximately 80
KIAS by using throttle and elevator trim controls. Then do notchange the elevator trim control setting; control the glide angle
by adjusting power exclusively.

Nov 15/00

3-15

SECTION 3
EMERGENCY PROCEDURESCESSNA
MODEL 182S

At flare out, the nose down moment resulting from power
reduction is an adverse factor and the airplane may hit on the nose
wheel. Consequently, at flare out, the elevator trim control should be
adjusted toward the full nose-up position and the power adjusted sothat the airplane will rotate to the horizontal attitude for touchdown.
Close the throttle at touchdown.
FIRES
Although engine fires are extremely rare in flight, the steps of theappropriate checklist should be followed if one is encountered. Aftercompletion 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 ofburning insulation. The checklist for this problem should result in
elimination of the fire.

EMERGENCY OPERATION IN CLOUDS(Total Vacuum System Failure)
lf both the vacuum pumps fail in flight, the directional indicatorand attitude indicator will be disabled, and the pilot will have to relyon the turn coordinator if he inadvertently flies into clouds. lf an
autopilot is installed, it too may be affected. Refer to Section 9,
Supplements, for additional details concerning autopilot operation.
The following instructions assume that only the electrically powered
turn coordinator is operative, and that the pilot is not completely
proficíent in instrument flying.
EXECUTING A 180" TURN IN CLOUDS

Upon inadvertently entering the clouds, an immediate planshould be made to turn back as follows:

1. Note the compass heading.
2. Using the clock, initiate a standard rate left turn, holding theturn coordinator symbolic airplane wing opposite the lower left
index mark for 60 seconds. Then roll back lo level flight byleveling the miniature airplane.

3-1 6

Dec 1/97

CESSNA
MODEL 182SSECTION 3
EMERGENCY PROCEDURES

3. Check accuracy of the turn by observing the compass heading
which should be the reciprocal of the original heading.

4. lf necessary, adjust heading primarily with skidding motions
rather than rolling motions so that the compass will read moreaccurately.
5. Maintain altitude and airspeed by cautious application ofelevator control. Avoid over controlling by keeping the hands
off the control wheel as much as possible and steering onlywith rudder.
EMERGENCY DESCENT THROUGH CLOUDS

lf conditions preclude reestablishment of VFR flight by a 180'
turn, a descent through a cloud deck to VFR conditions may beappropriate. lf possible, obtain radio clearance for an emergency
descent through clouds. To guard against a spiral dive, choose aneasterly or westerly heading to minimize compass card swings due
to changing bank angles. ln 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 andmake minor corrections to hold an approximate course. Before
descending into the clouds, set up a stabilized letdown condition as
follows:

1. Apply full rich mixture.

2. Reduce power to set up a 500 to 800 fUmin rate of descent.
3. Adjust the elevator trim and rudder trim for a stabilized
descent at 80 KIAS.

4. Keep hands off the control wheel.
5. Monitor turn coordinator and make corrections by rudder
alone.

6. Adjust rudder trim to relieve unbalanced rudder force, if
present.

7. Check trend of compass card movement and make cautious
corrections with rudder to stop the turn.

8. Upon breaking out of clouds, resume normalcruising flíght.

Dec 1/97

3-171

SECTION 3
EMERGENCY PROCEDURESCESSNA

MODEL 182S

RECOVERY FROM SP¡RAL DIVE IN THE CLOUDS
lf a spiral is encountered in the clouds, proceed as follows:

1. Retard throttle to idle position.
2. Stop the turn by using coordinated aileron and rudder control
to align the symbolic airplane in the turn coordinator with thehorizon reference line.

3. Cautiously apply elevator back pressure to slowly reduce theairspeed to 80 KIAS.

4. Adjust the elevator trim control to maintain an 80 KIAS glide.
5. Keep hands off the control wheel, using rudder control to holda straight heading. Adjust rudder trim to relieve unbalanced
rudder force.

6. Clear engine occasionally, but avoid using enough power todisturb the trimmed glide.

7. Upon breaking out of clouds, resume normal cruising flight.

INADVERTENT FLIGHT INTO ICING CONDITIONSFlight into icing conditions is prohibited and can be extremely
dangerous. An inadvertent encounter with these conditions can best
be handled using the checklist procedures. The best procedure, ofcourse, is to turn back or change altitude to escape icíng conditions.
STATIC SOURCE BLOCKED

lf erroneous readings of the static source instruments (airspeed,
altimeter and vedical speed) are suspected, the static pressure
alternate source valve should be pulled on, thereby supplying staticpressure to these instruments from the cabin.

With the alternate static source on and the heater on and vents
closed, fly an indicated airspeed 1 lo 2 knots higher than normal
during climb. During approach fly and indicated airspeed 1 lo 2
knots lower than normal. Refer to the Alternate Static Source Airspeed Calibration chart in Section 5 for additional detail. Altimeter
errors in these conditions are less than 50 feet.

3-1 8

Feb 3/97

SECTION 3
EMERGENCY PROCEDURESCESSNA
MODEL 182SWith the alternate static air source on in crusing flight, refer tothe Alternate Static Source Airspeed Calibration and Alternate Static
Source Altimeter Correction charts in Section 5 for the somewhat
larger incremental errors which exist.

SPINS
Should an inadvertent spin occrlr, the following recovery

procedure should be used:

1. RETARD THROTTLE TO IDLE POSITION.
2. PLACE AILERONS IN NEUTRAL POSITION.
3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE
DIRECTION OF ROTATION.
4. JUST AFTER THE RUDDER REACHES THE STOP, MOVE
THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGHTO BREAK THE STALL.
5. HOLD THESE CONTROL INPUTS UNTIL ROTATIONSTOPS. Premature relaxation of the control inputs may extend
the recovery.
6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE
A SMOOTH RECOVERY FROM THE RESULTING DIVE.
NOTE

lf disorientation precludes a visual determination of thedirection of rotation, the symbolic airplane in the lurn
coordinator may be referred to for this information.

Feb 3/97

3-19

SECTION 3
EMERGENCY PROCEDURESCESSNA
MODEL 182S

ROUGH ENGINE OPERATION
OR LOSS OF POWERSPARK PLUG FOULING

A slight engine roughness in flight may be caused by one ormore spark plugs becoming fouled by carbon or lead deposits. Thismay be verified by turning the ignition switch momentarily from

BOTH to either L or R position. 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. lf the
problem does not clear up in several minutes, determine if a richer
mixture setting will produce smoother operation. lf not, proceed to

the nearest airport for repairs using the BOTH position of theignition switch unless extreme roughness dictates the use of asingle ignition position.
MAGNETO MALFUNCTION

A sudden engine roughness or misfiring is usually evidence ofmagneto problems. Switching from BOTH to either L or R ignition
switbh posilion will identify which magneto is malfunctioning. Selectdifferent power settings and enrichen the mixture to determine if
continued operation on BOTH magnetos is practicable. lf not, switch
to the good magneto and proceed to the nearest airport for repairs.
LOW OIL PRESSURE

lf the low oil pressure annunciator illuminates, check the oilpressure gauge to confirm low oil pressure condition. lf gauge oilpressure and oil temperature remains normal, it is possible the oilpressure sending unit or relief valve is malfunctioning. However,land at the nearest airport to inspect the source of trouble.

lf a total loss of oil pressure is accompanied by a rise in oil
temperature, there is good reason to suspect an engine failure isimminent. Reduce engine power immediately and select a suitable
forced landing field. Use only the minimum power required to reachthe desired touchdown spot.

3-20

Feb 3/97

CESSNA
MODEL 182SSECTION 3
EMERGENCY PROCEDURESELECTRICAL POWER SUPPLYSYSTEM MALFUNCTIONS
Malfunctions in the electrical power supply system can bedetected by periodic monitoring of the ammeter and low voltage
annunciator; however, the cause of these malfunctions is usuallydifficult to determine. A broken alternator drive belt or wiring is most
likely the cause of alternator failures, although other factors could

cause the problem. A defective alternator control unit can also
cause malfunctions. Problems of this nature constitute an electricalemergency and should be dealt with immediately. Electrical power
malfunctions usually fall into two categories: excessive rate ofcharge and insufficient rate of charge. The following paragraphs
describe the recommended remedy for each situation.
EXCESSIVE RATE OF CHARGE

After engine stafting and heavy electrical usage at low engine
speeds (such as extended taxiing) the battery condition will be low
enough to accept above normal charging during the initial part of aflight. However, after thirty minutes of cruising flight, the ammetershould be indicating less than two needle widths of charging
current. lf the charging rate were to remain above this value on along flight, the battery would overheat and evaporate the electrolyte
at an excessive rate.
Electronic components in the electrical system can be adversely
affected by higher than normal voltage. The alternator control unit
includes an overvoltage sensor which normally will automaticallyshut down the alternator if the charge voltage reaches

approximately 31.5 volts. lf the overvoltage sensor malfunctions, asevidenced by an excessive rate of charge shown on the ammeter,

the alternator should be turned off, nonessential electricalequipment turned off and the flight terminated as soon as practical.

Feb 3/97

3-21

CESSNA
MODEL 182SSECTION 3
EMERGENCY PROCEDURES
INSUFFICIENT RATE OF CHARGE
NOTE

lllumination of the low voltage (VOLTS) annunciator andammeter discharge indications may occur during low RPM
conditions with an electrical load on the system, such as
during a low RPM taxi. Under these conditions, the light will
go out at higher RPM.

lf the overvoltage sensor should shut down the alternator and trip
the ALT FLD circuit breaker, or if the alternator output is low, adischarge rate will be shown on the ammeter followed byillumination of the low voltage (VOLTS) annunciator. Since this may
be a "nuisance" trip out, an attempt should be made to reactivate
the alternator system. To do this, turn the AVIONICS MASTER
switch off, check that the alternator field circuit breaker is in (ALT
FLD), then turn both sides of the MASTER switch off and then on
again. lf the problem no longer exists, normal alternator charging
will resume and the low voltage (VOLTS) annunciator will go off.
The AVIONICS MASTER switch may then be turned back on.

lf the light illuminates again, a malfunction is confirmed. ln thisevent, the ffight should be terminated and/or the current drain on thebattery minimized because the battery can supply the electricalsystem for only a limited period of time. Battery power must be

conserved for later operation of the wing flaps and, if the emergency
occurs at night, for possible use of the landing lights during landing.

OTHER EMERGENCIESWINDSHIELD DAMAGE

lf a bird strike or other incident should damage the windshield inflight to the point of creating an opening, a significant loss inperformance may be expected, This loss may be minimized in somecases (depending on amount of damage, altitude, etc.) by opening
the side windows while the airplane is maneuvered for a landing at
the nearest airport. lf airplane performance or other adverse
conditions preclude landing at an airport, prepare for an "off airport"
landing in accordance with the Precautionary Landing With Engine
Power or Ditching checklists.

3-22

Nov 15/00

SECTION 4NORMAL PROCEDURESCESSNA
MODEL 182SSECTION 4
NORMAL PROCEDURESTABLE OF CONTENTS

Page

4-5

lntroduction

AIRSPEEDSAirspeeds For Normal Operation

4-5

CHECKLIST PROCEDURES
Preflight lnspection
Cabin
Empennage
Right Wing, Trailing Edge
Right Wing
Nose
Left Wing
Left Wing, Leading Edge
Left Wing, Trailing Edge
Before Starting Engine
Starting Engine (With Battery)Starting Engine (With ExternalPower)
Before Takeoff

Takeoff
NormalTakeoff

4-7
4-7

4-8
4-8
4-8
4-9
4-10
4-11
4-11
4-11

4-12
4-13
4-14
4-15
4-15

Short Field Takeoff
Enroute Climb

4-15

NormalClimb

4-15
4-16

Maximum Pedormance Climb

Feb 3197

4-15

4-1

SECTION 4NORMAL PROCEDURESCESSNA
MODEL 182STABLE OF CONTENTS (Continued)

Page

CruiseDescent

4-16
4-16
4-16
4-17

Before Landinglan¡{inn
Ls,,v,,,v

NormalLanding

4-17

Short Field Landing
Balked Landing
After Landing
Securing Airplane

4-17
4-17

4-17
4-18

AMPLIFIED PROCEDURES
Preflight lnspection
Starting Engine
Starting (General)

4-19
4-2O
4-2O

Taxiing
Before Takeoff
Warm Up
Magneto Check

4-21

Alternator Check
Landing Lights
Takeoff
Power Check
Wing Flap Settings
Crosswind Takeoff
Enroute Climb

CruiseNormalOperations
Procedures

Fuel Savings Procedures for
Fuel Vapor

Stalls

4-2

4-23
4-23
4-23
4-23
4-24
4-24
4-24
4-24
4-25
4-25
4-26
4-28
4-29
4-30

Nov 15/00

GESSNA
MODEL 182SSECTION 4
NORMAL PROCEDURESTABLE OF CONTENTS (Continued)

Landing

NormalLanding
Short Field Landing
Crosswind Landing
Balked Landing
Cold Weather 0peration
Starting
Winterization Kit
Hot Weather Operation
Noise Characteristics And Noise Beduction

Nov 15/00

4-3/(4-4 blank)

CESSNAMODEL 182SSECTION 4
NORMAL PROCEDURESINTRODUCTION
Section 4 provides checklist and amplified procedures for the
conduct of normal operation. Normal procedures associated with
optional systems can be found in the Supplements, Section 9.

AIRSPEEDSAIRSPEEDS FOR NORMAL OPERATION

Unless otherwise noted, the following speeds are based on a
maximum weight and may be used for any lesser weight. To
achieve the performance specified in Section 5 for takeoff distancethe speed appropriate to the particular weight must be used.
Takeoff:

NormalClimb Out

70-80 KIAS.

Short Field Takeoff, Flaps 20', Speed at 50 Feet
58 KIASI
Enroute Climb, Flaps Up:
Normal, Sea Level
85-95 KIAS
Best Rate of Climb. Sea Level
80 KIASBest Rate of Climb, 10,000 Feet
72KIASBest Angle of Climb, Sea Level
63 KIASBest Angle of Climb, 10,000 Feet
66 KIAS
Landing Approach (2950 lbs):
NormalApproach, Flaps Up
70-80 KIAS
NormalApproach, Flaps FULL
60-70 KIAS
Short Field Approach, Flaps FULL
60 KIAS
Balked Landing (2950 lbs):
Maximum Power, Flaps 20'
55 KIAS
Maximum Recommended Turbulent Air Penetration Speed:
3100 Lbs
110 KIAS
2600 Lbs
101 KIAS
2000 Lbs
88 KIAS
Maximum Demonstrated Crosswind Velocity:
Takeoff or Landing
15 KNOTS

Nov 1/01

4-5

CESSNA
MODEL 182SSECTION 4
NORMAL PROCEDURESNOTEVisually check airplane for general condition during walk-aroundinspection. Airplane should be parked in a normal ground attitude(refer to Figure 1-1) to ensure that fuel drain valves allow for
accurate sampling. Use of the refueling steps and assist handles
will simplify access to the upper wing surfaces for visual checks
and refueling operations. ln cold weather, remove even small
accumulations of frost, ice or snow from wing, tail and control
surfaces. Also, make sure that control sudaces contain no internal
accumulations of ice or debris. lf a night flight is planned, check
operation of all lights, and make sure a flashlight is available.

Figure 4-1. Preflight lnspection

4-6

Nov 15/00

CESSNA
MODEL 182SSECTION 4
NORMAL PROCEDURESCHECKLIST PROCEDURES
PREFLIGHT INSPECTION@ caerH
1. Pitot Tube Cover - REMOVE. Check for pitot stoppage.

2. Pilot's Operating Handbook -- AVAILABLE lN THE AIRPI.ANE.
3. Airplane Weight and Balance -- CHECKED.
4. Parking Brake - SET.
5. ControlWheel Lock -- REMOVE.
6. lgnition Switch -- OFF.
7. Avionics Master Switch -- OFF.

¡[, wlnnrnc
WHEN TURNING ON THE MASTER SWITCH,
USING AN EXTERNAL POWER SOURCE, OR
PULL¡NG THE PROPELLER THROUGH BY HAND,
TREAT THE PROPELLER AS IF THE IGNITION
SWITCH WERE ON. DO NOT STAND, NOR
ALLOW ANYONE ELSE TO STAND, WITHIN THE
ARC OF THE PROPELLER, SINCE A LOOSE OR

BROKEN WIRE OR A

COMPONENTMALFUNCTION COULD CAUSE THE PROPELLER
TO ROTATE.

8. Master Switch -- ON.
9. Fuel Quantity lndicators -- CHECK QUANTIW AND
LOW FUEL ANNUNCTATORS (L LOW FUEL
EXTINGUISHED.
10. Avionics Master Switch -- ON.
11. Avionics Cooling Fan -- CHECK AUDIBLY FOR OPERATION.
12. Avionics Master Switch -- OFF.
13. Static Pressure Alternate Source Valve -- OFF.

Dec 1/97

4-7

CESSNASECTION 4
NORMAL PROCEDURESI

MODEL 182S

14. Annunciator Panel Switch -- PLACE AND HOLD lN TSTeOS|TION and ensure all annunciators illuminate.

15. Annunciator Panel Test Switch -- RELEASE. Check thatappropriate annunciators remain on.

NOTE

When Master Switch is turned ON, some annunciators will
flash for approximately 10 seconds before illuminating
steadily. When panel TST switch is toggled up and held ln
position, all remaining lights will flash until the switch isreleased.
16. Fuel Selector Valve -- BOTH.
17. Flaps -- EXTEND.
18. Pitot Heat -- ON (Carefully check that pitot tube is warm to thetouch within 30 seconds).
19. Pitot Heat - OFF.
20. Master Switch -- OFF.
21. Baggage Door -- CHECK, lock with key.

@ erueeruNAcE

I'

1. Rudder Gust Lock (if installed) -- REMOVE.
2.Tail Tie-Down -- DISCONNECT.
3. Control Surfaces CHECK freedom of movement andsecurity.

4. Trim Tab -- CHECK security.
5. Antennas -- CHECK for security of attachment and generalcondition.

@ nlcnr WNG Trailing Edge
1. Aileron -- CHECK freedom of movement and security.

2. Flap -- CHECK for security and condition.

@ nrcnr wrNc
1. Wing Tie-Down -- DISCONNECT.

2. Fuel Tank Vent Opening -- CHECK for stoppage.
3. Main Wheel Tire -- CHECK for proper inflation and generalcondition (weather checks, tread depth and wear, etc.-.).

4-8

Nov 15/00

sEcTloN 4

CESSNA
MODEL 182SNORMAL PROCEDURES

4. Fuel Tank Sump Quick Drain Valves -- DRAIN at least
cupful of fuel (using sampler cup) from each sump location
check for water, sediment, and proper fuel grade before

flight and after each refueling. lf water is observed,
further samples until clear and then gently rock wings
lower tail to the ground to move any additional
to the sampling points. Take repeated samples from all fdrain points until all contamination has been removed.
contaminants are stíll present, refer to WARNING below
do not fly airplane.

¡[ wannrno
IF, AFTER REPEATED SAMPLING, EVIDENCE OF
CONTAMINATION STILL EXISTS, THE AIBPLANESHOULD NOT BE FLOWN. TANKS SHOULD BE
DRAINED AND SYSTEM PURGED BY OUALIFIED
MAINTENANCE PERSONNEL. ALL EVIDENCE OF
CONTAMINATION MUST BE REMOVED BEFOREFURTHER FLIGHT.

5. FuelQuantily -- CHECK VISUALLY for desired level.
6. Fuel Filler Cap -- SECURE and VENT UNOBSTRUCTED.

@ r,rose
1. Static Source Opening (right side of fuselage) -- CHECK for
blockage.

2. Fuel Strainer Quick Drain Valve (Located on bottom offuselage) -- DRAIN at least a cupful of fuel (using samplercup) from valve to check for water, sediment, and proper fuelgrade before each flight and after each refueling. lf water isobserved, take fufther samples until clear and then gently rockwings and lower tail to the ground to move any additional
contaminants to the sampling points. Take repeated samples

from all fuel drain points, including the fuel selector, until all
contamination has been removed. lf contaminants are stillpresent, refer to WARNING above and do not fly airplane.

Nov 15/00

4-9

SECTION 4NORMAL PROCEDURESCESSNA
MODEL 182S

3. Engine Oil Dipstick/Filler Cap -- CHECK oil level, then checkdipstick/filler cap SECURE. Do not operate with less than fourquarls. Fill to nine quafts for extended flight.

4. Engine Cooling Air lnlets -- CLEAR of obstructions.
5. Propeller and Spinner -- CHECK for nicks and security.
6. Air Filter -- CHECK for restrictions by dust or other foreign
matter.

7. Nose Wheel Strut and Tire -- CHECK for proper inflation of
strut and general condition (weather checks, tread depth andwear, etc...) of tire.

L Static Source Opening (left side of fuselage) -- CHECK for
blockage.

@ r-err wrNG
1. Fuel Quantity -- CHECK VISUALLY for desired level.
2. Fuel Filler Cap -- SECURE and VENT UNOBSTRUCTED.
3. Fuel Tank Sump Quick Drain Valves -- DRAIN at least acupful of fuel (using sampler cup) from each sump location tocheck for water, sediment, and proper fuel grade before eachflight and after each refueling. lf water is observed, takefurther samples until clear and then gently rock wings andlower tail to the ground to move any additional contaminants
to the sampling points. Take repeated samples from all fueldrain points until all contamination has been removed. lf
contaminants are still present, refer to WARNING on page 4-9
and do not fly airplane.

4. Main Wheel Tire -- CHECK for proper inflation and generalcondition (weather checks, tread depth and wear, etc...).

4-10

Nov 15/00

sEcTroN 4
NORMAL PROCEDURESCESSNA
MODEL 182S

@ lerr WING Leading Edge
1. Pitot Tube CoverREMOVE and check opening for

stoppage.
2. Fuel Tank Vent Opening -- CHECK for stoppage.

3. Stall Warning Vane -- CHECK for freedom of movement. To
check the system, place the vane upward; a sound from thewarning horn with the Master Switch on will confirm system
operation.

4. Wing Tie-Down -- DISCONNECT.
5. LandingÆaxi Light(s) -- CHECK for condition and cleanlinessof cover.

@ LErr WING Traiting Edge
1. Aileron -- CHECK for freedom of movement and security.

2. Flap -- CHECK for security and condition.

BEFORE STARTING ENGINE
1. Preflight lnspection -- COMPLETE.

2. Passenger Briefing - COMPLETE.
3. Seats, Seat Belts, Shoulder Harnesses -- ADJUST and LOCK.
Ensure inertia reel locking.

4. Brakes -- TEST and SET.
5. Circuit Breakers -- CHECK lN.
6. Electrical Equipment -- OFF.

¡[, wnnunc
THE AVIONICS MASTER SWITCH MUST BE OFF

DURING ENGINE START TO

PREVENTIPOSSIBLE DAMAGE TO AVIONICS.

7. Avionics Master Switch -- OFF.
8. Autopilot (if installed) - OFF.
9. Cowl Flaps -- OPEN.

I

10. Fuel Selector Valve - BOTH.
1 1. Avionics Circuit Breakers -- CHECK lN.

Nov 15/00

4-11

CESSNASECTION 4
NORMAL PROCEDURES

MODEL 182S

STARTING ENGINE (W¡th Battery)
1. Throttle -- OPEN 1/4 INCH.

-I
I
I

2. Propeller -- HIGH RPM.
3. Mixture -- IDLE CUT OFF.
4. Propeller Area -- CLEAR.
5. Master Switch - ON.
6. Auxiliary Fuel Pump Switch -- ON.
z. U¡xture'-- ADVAÑCE unt¡t fuel flow just starts to rise, thenreturn to IDLE CUT OFF Position.

8. Auxiliary Fuel Pump -- OFF.

NOTE

I

lt engine is warm, omit priming procedure of step 6, 7 andabove.

I

when engine starts).
I g. lgnition Switch -- START (release RICH
when engine fires.
I lo. Mixture -- ADVANCE smoothly to
NOTE

I'

lt engine floods, place mixture in idle cut off, open throttle

112 tó full, and crank engine. When engine fires, advancemixture to full rich and retard throttle promptly.

I I L Oil Pressure -- CHECK.
Beacon and Navigation Lights -- ON as required.
I lz.Flashing Master
Switch - ON.
13.
AvionicsI'-14. Radios ON.
15. Flaps -- RETRACT.

4-12

Nov 15/00

CESSNA
MODEL 182SSECTION 4
NORMAL PROCEDURES

STARTING ENGINE (With External Power)
1. Throttle -- OPEN 1/4 INCH.

2. Propeller -- HIGH RPM.
3. Mixture -- IDLE CUT OFF.
4. Propeller Area - CLEAR.
5. External Power -- CONNECT to airplane receptacle.
6. Master Switch -- ON.
7. Auxiliary Fuel Pump Switch -- ON.
8. Mixture -- ADVANCE until fuel flow just starts to rise, the nreturn to IDLE CUT OFF position.
9. Auxiliary Fuel Pump -- OFF.
NOTE

lf engine is warm, omit priming procedure of steps 7, I and9 above.

10. lgnition Switch -- START (release when engine starts).
11. Mixture -- ADVANCE smoothly to RICH when engine fires.
NOTE

lf engine floods, place mixture in idle cut off, open throttle I
112 lo full, and crank engine. When engine fires, advancemixture to full rich and retard throttle promptly.

CHECK.

12. OtPressure -13. External Power -- DISCONNECT from airplane receptacle.
required.
14. Flashing Beacon and Navigation Lights -- ON as '-r-"
15. Avionics Master Switch -16. Radios -- ON.
17. Flaps -- RETRACT.

ON.

Nov 15/00

--'

I
I

4-13

SECTION 4NORMAL PROCEDURESCESSNA
MODEL 182S

BEFORE TAKEOFF
1. Parking Brake -- SET.
2. Passenger Seat Backs -- MOST UPRIGHT POSITION.
3. Seats and Seat Belts -- CHECK SECURE.
4. Cabin Doors - CLOSED and LOCKED.
5. Flight Controls -- FREE and CORRECT.
6. Flight lnstruments - CHECK and SET.
7. Fuel Quantity -- CHECK.
8. Mixture -- RICH.
9. Fuel Selector Valve -- RECHECK BOTH.
l0.Throttle -- 1800 RPM.
a. Magnetos -- CHECK (RPM drop should not exceed 150
RPM on either magneto or 50 RPM differential between
magnetos).

b. Proþeller -- CYCLE from high to low RPM; return to highRPM (fullin).

c. Vacuum Gauge -- CHECK.
d. Engine lnstruments and Ammeter -- CHECK.
11. Annunciator Panel -- Ensure no annunciators are illuminated.
12. Throttle -- CHECK IDLE.
13. Throttle -- 1000 RPM or less.
14. Throttle Friction Lock -- ADJUST.
15. Strobe Lights -- AS DESIRED.
16. Radios and Avionics -- SET.
17. NAV/GPS/HSI Switch (if installed) -- SET.
18. Autopilot (if insÌalled) -- OFF.
19. Elevator Trim and Rudder Trim - SET for takeoff.
20. Wing Flaps -- SET for takeoff (0'TO 20").
21. Cowl Flaps -- OPEN.
22. Brakes -- RELEASE.

4-14

Nov 1/01

CESSNA
MODEL 182SSECTION 4
NORMAL PROCEDURESTAKEOFFNORMAL TAKEOFF

1. Wing Flaps -- 0o - 20".

2. Power -- FULL THROTTLE and 2400 RPM.
3. Mixture -- RICH (mixture may be leaned to Maximum Power
Fuel Flow placard value).

4. Elevator Control -- LIFT NOSE WHEEL (at 50-60 KIAS).
5. Climb Speed -- 70 KIAS (flaps 20").
80 KIAS (flaps 0").

6. Wing Flaps -- RETRACT.
SHORT FIELD TAKEOFF

1. Wing Flaps -- 20".

2. Brakes -- APPLY.
3. Power -- FULL THROTTLE and 2400 RPM.
4. Mixture -- Lean to obtain Maximum Power Fuel Flow placard
value.

5. Brakes -- RELEASE.
6. Elevator Control

MAINTAIN SLIGHTLY TAIL LOW

ATTITUDE.
7. Climb Speed -- 58 KIAS (until all obstacles are cleared).
8. Wing Flaps -- RETRACT slowly after reaching 70 KIAS.

ENROUTE CLIMBNORMAL CLIMB

1. Airspeed -- 85-95 KIAS.

2. Power - 23 in. Hg or FULL THROTTLE (whichever is less)and 2400 RPM.

3. Mixture -- 15 GPH or FULL RICH (whichever is less).
4. Fuel Selector Valve -- BOTH.
5. Cowl Flaps -- OPEN as required.

Feb 3/97

4-15

CESSNA
MODEL 182SSECTION 4
NORMAL PROCEDURES

MAXIMUM PERFORMANCE CLIMB

1. Airspeed -- 80 KIAS at sea level to 72 KIAS at 10,000 feet.
(Refer to Section 5).
2. Power-- FULLTHROTTLE and 2400 RPM.
3. Mixture -- LEAN in accordance with Maximum Power Fuel
Flow placard value.

4. Cowl Flaps -- OPEN.
5. Fuel Selector Valve -- BOTH.

CRUISE
1. Power -- 15 - 23 in. Hg, 2000 - 24OO RPM (no more than80%).

2. Elevator and Rudder Trim -- ADJUST.
3. Mixture -- LEAN.
4. Cowl Flaps -- CLOSED.

DESCENTI
I

1. Power -- AS DESIRED.
2. Mixture -- ENRICHEN as required.
3. Cowl Flaps -- CLOSED.
4. Fuel Selector Valve -- BOTH.
s. runvlcPS/HSI Switch (if installed) -- sET.
O. Wing Flaps -- AS DESIRED (0'-10' below 140 KIAS; 10'20' below 120 KIAS; 20'- FULL below 100 KIAS).

BEFORE LANDING
1. Pilot and Passenger Seat Backs

MOST UPRIGHTPOSITION.
2. Seats and Seat Belts -- SECURED and LOCKED.
3. Fuel Selector Valve -- BOTH.
4. Mixture -- RICH.
5. Propeller -- HIGH RPM.
6. Landing/Taxi Lights -- ON.
7. Autopilot (if installed) -- OFF.

4-16

Nov 15/00

CESSNA
MODEL 182SSECTION 4
NORMAL PROCEDURES

LANDINGNORMAL LANDING
1. Airspeed -- 70-80 KIAS (flaps UP).
2. Wing Flaps - AS DESIRED (0'- 10'below 140 KIAS;
10" - 20'below 120 KIAS;20" - FULL below 100 KIAS).
3. Airspeed -- 60-70 KIAS (flaps FULL).
4. Power -- REDUCE to idle as obstacle is cleared.
5. Trim -- ADJUST as desired.
6. Touchdown -- MAIN WHEELS FIRST.
7. Landing Roll-- LOWER NOSE WHEEL GENTLY.
8. Braking -- MINIMUM REQUIRED.
SHORT FIELD LANDING

1. Airspeed -- 70-80 KIAS (flaps UP).
2. Wing Flaps -- FULL (below 100 KIAS).
3. Airspeed -- 60 KIAS (untilflare).
4. Trim -- ADJUST as desired.
5. Touchdown -- MAIN WHEELS FIRST.
6. Brakes -- APPLY HEAVILY.
7. Wing Flaps -- RETRACT for maximum brake effectiveness.
BALKED LANDING
1. Power -- FULL THROTTLE and 2400 RPM.
2. Wing Flaps -- RETRACT TO 20'.
3. Climb Speed -- 55 KIAS.
4. Wing Flaps -- RETRACT slowly after reaching a safe altitude
and 70 KIAS.

5. Cowl Flaps -- OPEN.

AFTER LANDING
1. Wing Flaps -- UP.

2. Cowl Flaps -- OPEN.

Nov 15/00

4-17

SECTION 4NORMAL PROCEDURESCESSNA
MODEL 182S

SECURING AIRPLANE|

1. Parking Brake -- SET.
2. Throttle -- IDLE.
3. Electrical Equipment, Avionics Master Switch, Autopilot (ifinstalled) -- OFF.

4. Mixture -- IDLE CUT-OFF (pulled full out).
5. lgnition Switch -- OFF.
6. Master Switch -- OFF.
7. Control Lock -- INSTALL.
8. Fuel Selector Valve -- LEFT or RIGHT to prevent crossfeeding.

4-18

Nov 15/00

CESSNA
MODEL 182SSECTION 4
NORMAL PROCEDURESAMPLIFIED PROCEDURES
PREFLIGHT INSPECTION

The Preflight lnspection, described in Figure 4-1 and adjacent
checklist, is required prior to each flight. lf the airplane has been inextended storage, has had recent major maintenance, or has been
operated from marginal airports, a more extensive exterior
inspection is recommended.

After major maintenance has been performed, the flight and trim

tab controls should be double checked for free and correct

movement and security. The security of all inspection plates on the
airplane should be checked following periodic inspections. lf the
airplane has been waxed or polished, check the external staticpressure source hole for stoppage.

lf the airplane has been exposed to much ground handling in a
crowded hangar, it should be checked for dents and scratches onwings, fuselage, and tail surfaces, damage to navigation and anticollision lights, damage to nose wheel as a result of exceeding tow
limits, and avionics antennas.

Outside storage for long periods may result in dust and dirt

accumulation on the induction air filter, obstructions in airspeed
system lines, water contaminants in fuel tanks and insecUbird/rodent
nests in any opening. lf any water is detected in the fuel system, thefuel tank sump quick drain valves, fuel reservoir quick drain valve,and fuel strainer quick drain valve should all be thoroughly drained
again. Then, the wings should be gently rocked and the tail loweredto the ground to move any further contaminants to the sampling
points. Repeated samples should then be taken at all quick drain
points until all contamination has been removed. lf, after repeatedsampling, evidence of contamination still exists, the fuel tanks
should be completely drained and the fuel system cleaned.

Additionally, if the airplane has been stored outside in windy or
gusty areas, or tied down adjacent to taxiing airplanes, special
attention should be paid to control surface stops, hinges, andbrackets to detect the presence of potential wind damage.

Feb 3/97

4-19

CESSNASECTION 4
NORMAL PROCEDURES

MODEL 182S

the fatigue life of the blades.

ated from rough fabnormal landing
the landing gear,

Airplanaltitudes,
check ailbrakes. lfhYdis insufficientlY eg

and taxi loads will be subjected on the airplane structure'of fuelafter
d alsofuel tank filler caPs

or servicing' Fuelctions, ice or water,

osure

STARTING ENGINESTARTING (GENERAL)ln cooler weather, the engine compartment temperature drops off
rapidly following engine shutdown and the injector nozzle lines
remain nearly full of fuel.

smoothly to full rich as power develops.

4-20

Feb 3197

CESSNA
MODEL 182SSECTION 4
NORMAL PROCEDURES

Should the engine tend to die after starting, turn on the auxiliary
fuel pump temporarily and adjust the throttle and/or mixture asnecessary to keep the engine running. ln the event of over priming
or flooding, turn off the auxiliary fuel pump, open the throttle from112 lo full open, and continue cranking with the mixture full lean.

When the engine fires, smoothly advance the mixture control to fullrich and retard the throttle to desired idle speed.

lf the engine is under primed (most likely in cold weather with acold engine) it will not fire at all, and additional priming will benecessary.

After starting, if the oil pressure indicator does not begin to showpressure within 30 seconds in the summer time and approximately
one minute in very cold weather, stop the engine and investigate.
Lack of oil pressure can cause serious engine damage.

NOTE

Additional details concerning cold weather starting andoperation may be found under COLD WEATHEROPERATION paragraphs in this section.

Recommended starter duty cycle. Crank the starter for 10

seconds followed by a 20 second cool down period. This cycle canbe repeated two additional times, followed by a ten minute cool
down period before resuming cranking. Repeat cranking procedures

above one more time. lf the engine still fails to start, aninvestigation to determine the cause should be initiated.

TAXIING
When taxiing, it is important that speed and use of brakes beheld to a minimum and that all controls be utilized (Refer to Figure
4-2, Taxiing Diagram) to maintain directional control and balance.

Taxiing over loose gravel or cinders should be done at low

engine speed to avoid abrasion and stone damage to the propellertips.

Nov 15/00

4-21

CESSNA
MODEL 182SSECTION 4
NORMAL PROCEDURES

WIND DIRECTIONNOTEStrong quartering tail winds require caution.
Avoid sudden bursts of the throttle and sharp
brakino when the airolane is in this attitude.
Use th-e steerable ndse wheel and rudder tomaintain direction.
0785T1 0 1 2

Figure 4-2. Taxiing Diagram

4-22

Feb 3197

CESSNA
MODEL 182SSECTION 4
NORMAL PROCEDURES

BEFORE TAKEOFF
WARM UP¡lf the engine idles (approximately 650 RPM) and accelerates
I'smoothly,

the airplane is ready for takeoff. Since the engine isclosely cowled for efficient in-flight cooling, precautions should betaken to avoid overheating during prolonged engine operation on
the ground. Also, long periods of idling may cause fouled spark
plugs.

MAGNETO CHECK

The magneto check should be made at 1800 RPM as follows.
Move ignition switch first to R position and note RPM. Next moveswitch back to BOTH to clear the other set of plugs. Then moveswitch to the L position, note RPM and return the switch to the
BOTH position, RPM drop should not exceed 150 RPM on either

magneto or show greater than 50 RPM differential between
magnetos. lf there is a doubt concerning operation of the ignition
system, RPM checks at higher engine speeds will usually confirm
whether a deficiency exists.

An absence of RPM drop may be an indication of faulty
grounding of one side of the ignition system or should be cause forsuspicion that the magneto timing is set in advance of the setting
specified.
ALTERNATOR CHECK

Prior to flights where verification of proper alternator andallernator control unit operation is essential (such as night or
instrument flights), a positive verification can be made by loading
the electrical system momentarily (3 to 5 seconds) with the landing
light or by operating the wing flaps during the engine runup (1800
RPM). The ammeter will remain within a needle width of its initial
reading if the alternator and alternator control unit are operating
properly.

Nov 1/01

4-23

SECTION 4NORMAL PROCEDURESCESSNA
MODEL 182S

LANDING L¡GHTS

lf landing lights are to be used to enhance the visibility of the

airplane in the traffic pattern or enroute, it is recommended that only
thé taxi light be used. This will extend the service life of the landing
light appreciably.

TAKEOFF
POWER CHECK

smoothly and turn approximately 2350 - 24OO RPM .

Prior to takeoff from fields which require maximum performance,
the mixture should be leaned to the fuel flow values provided on the
Maximum Power Fuel Flow placard in a full throttle, static runup.

Atter full throttle is applied, adjust the tclockwise to prevent the throttle from creemaximum power position. Similar friction lockbe made as required in other flight conditions

k
a
d
d

throttle setting.
WING FLAP SETTINGS

Normal takeoffs are accomplished with wing flaps 0' to 20'.
Using 20'wing flaps reduces the ground roll and total distance overan obstacle by approximately 20 percent. Flap deflections greaterthan 20' are not approved for takeoff.

4-24

Feb 3/97

CESSNA
MODEL 182SSECTION 4
NORMAL PROCEDURES

On a short field, 20' wing flaps and an obstacle clearance speedof 58 KIAS should be used. lf 20" wing flaps are used for takeoff,they should be left down until all obstacles are cleared and a safe
flap retraction speed of 70 KIAS is reached.
Soft or rough field takeoffs are performed with 20" flaps by lifting
the airplane off the ground as soon as practical in a slightly tail low
attitude. lf no obstacles are ahead, the airplane should be leveled
off immediately to accelerate to a higher climb speed.
CROSSWIND TAKEOFF

Takeoffs into strong crosswind conditions normally are performed

with the minimum flap setting necessary for the field length, tominimize the drift angle immediately after takeoff. With the ailerons
partially deflected inlo the wind, the airplane is accelerated to a
speed slightly higher than normal, then pulled off briskly to prevent
possible settling back to the runway while drifting. When clear of theground, make a coordinated turn into the wind to correct for drift.

ENROUTE CLIMB
Normal climbs are performed at 85-95 KIAS with flaps up, 23 ln.
Hg. or full throttle (whichever is less) and 2400 RPM for the best
combination of performance, visibility and engine cooling. The
mixture should be set to 15 GPH or full rich (whichever is less) until
reaching the altitude at which full throttle is reached, after which nofurther adjustment of the mixture control is needed.

lf it is necessary to climb rapidly to clear mountains or reachfavorable winds at higher altitudes, the best rate of climb speed

should be used with maximum power. This speed (shown in
Section 5) is 80 KIAS at sea level, decreasing to 72 KIAS at 10,000

feet.

Feb 3/97

4-25

CESSNA
MODEL 182SSECTION 4
NORMAL PROCEDURES

lf an obstruction ahead requires a steep climb angle, a best
angle of climb air speed should be used with flaps up and maximum
power. This speed is 63 KIAS at sea level, increasing to 66 KIAS at
10,000 feet. This type of climb should be of minimum duration andengine temperatures should be carefully monitored due to the low
climb speed.
For maximum power, the mixture should be set in accordancewith the Maximum Power Fuel Flow placard.

CRUISE
Normal cruising is performed between 55% and 80% rated

power with the mixture set to peak EGT. Manifold pressures andengine speed should normally be kept within the green arc ranges
on the manifold pressure gauge and tachometer. However, at lower
altitudes and at high allowable cruise powers, it is permissible touse any manifold pressure note in the cruise performance chafts in
Section 5.
NOTE

Cruising should be done al 75"/" power as much aspracticable until a total of 50 hours has accumulated or oil
consumption has stabilized. Operation at this higher power
will ensure proper seating of the rings and is applicable to
new engines, and engines in service following cylinder
replacement or top overhaul of one or more cylinders.
The Cruise Performance charts in Section 5 provide the pilot withdetailed information concerning the cruise performance of the Model
182S in still air. Power and altitude, as well as winds aloft, have astrong influence on the time and fuel needed to complete any flight.
The Cruise Performance table of Figure 4-3 illustrates some ofthese etfects and may be used as a guide along with winds aloft
information in selecting an altitude and power setting for a given
trip. The selection of cruise altitude on the basis of most favorable
wind conditions and the use of the lower power settings consistent
with trip needs are significant factors which should be consideredon every trip to reduce fuel consumption.

4-26

Feb 3/97

CESSNA
MODEL 182SSECTION 4
NORMAL PROCEDURES

For reduced noise levels, it is desirable to select the lowest RPM
in the green arc range for a given percent power that will provide
smooth engine operation. The cowl flaps should be opened, if
necessary, to maintain the cylinder head temperature at
approximately two-thirds of the normal operating range (green arc).
80% POWER

75% POWER

65% POWER

55% POWER

ALTITUDE

KTAS

NMPG

KTAS

NMPG

KTAS

NMPG

KTAS

NMPG

4000 feet

137

102

133

106

125

113

1r6

12.O

6000 feet

140

10.4

136

108

127

11.5

118

12.2

8000 feel

130

11.7

120

124

10000 feet

't32

1't.9

121

't2.6

Figure 4-3. Cruise Performance Table
Cruisedata in this handbook is based on arecommended lean mixture setting which may be established usingthe EGT indicator at powers of 8O% MCP and lower as follows: I

1. Lean the mixture slowly until the EGT peaks and begins todrop.

2. Enrichen as needed to ensure operation at peak.
3. lf engine operation is rough at peak EGT, further enrichen forsmooth operation.

Any change in altitude or power setting will require a change inthe recommended lean mixture setting and a recheck of the EGT
setting.

Nov 15/00

4-27

SECTION 4NORMAL PROCEDURESCESSNA
MODEL 182S

Operation at peak EGT provides the best fuel economy.

Operating at best power mixture strength (125'F rich of peak EGT)
results in approximately 8o/" less range and a 3 knot increase in
speed.

The EGT table of Figure 4-4 summarizes the defined mixture
strengths available for the 182S.
MIXTURE DESCRIPTIONEXHAUST GASTEMPERATURE

RECOMMENDED LEAN
(Pilot's Operating Handbook)

Peak EGTBEST POWER

125'F Rich

Figure 4-4. EGT Table

SAVINGS PROCEDURES FOR NORMAL OPERATIONS

For best fuel economy during normal operations, the following
are recommended.

1. After engine start and for all ground operations, set the throttle
to 1200 RPM and lean the mixture for maximum RPM. Leave

the mixture at this setting until beginning the BEFORETAKEOFF checklist. After the BEFORE TAKEOFF checklist iscomplete re-lean the mixture as described above until readyfor TAKEOFF.

2. Adjust the mixture for placarded fuel flows during maximum
continuous power climbs.

3. Adjust the mixture at any altitude for RECOMMENDED LEAN
fuel flow with power settings at 8O"/. or less.

4-28

Nov 15/00

CESSNA
MODEL 182SSECTION 4
NORMAL PROCEDURES

Using the above recommended procedures can provide fuelsavings in excess of 5% when compared to typical operations at fullrich mixture. ln addition, the above procedures will minimize spark
plug fouling since the reduction in fuel consumption results in a
proportional reduction in tetraethyl lead passing through the engine.
FUEL VAPOR PROCEDURES

The engine fuel system can become susceptible to fuel vapor
formation on the ground during warm weather. This will generally
occur when the outside ambient air temperature is above 80"F.
The situation is further aggravated by the fact that the engine fuelflows are lower at idle and taxi engine speeds. When vapor occurs
as evidenced by idle engine speed and fuel flow fluctuations, thefollowing procedures are recommended.

1. With the mixture full rich, setthe throttle at 1800 RPM to 2000
RPM. Maintain this power setting for 1 to 2 minutes or untilsmooth engine operation returns.

2. Retard the throttle to idle to verify normalengine operation.
3. Advance the throttle to 1200 RPM and lean the mixture as
described under FUEL SAVINGS PROCEDURES FORNORMAL OPERATIONS.

4. Just prior to TAKEOFF, apply full throttle, for approximately 10
seconds to verify smooth engine operation for takeoff.
NOTE

When the engine is operated above 1800 RPM, theresulting increased fuel flow also makes for lower fueltemperatures throughout the engine fuel system. This
increased flow purges the fuel vapor and the cooler fuelminimizes vapor formation.

Nov 15/00

4-29

SECTION 4NORMAL PROCEDURESCESSNA

MODEL 182S

STALLS
The stall characteristics are conventional and aural warning isprovided by a stall warning horn which sounds between 5 and 10
knots above the stall in allconfigurations.
Power off stall speeds at maximum weight for both forward andaft C.G. positions are presented in Section 5.

LANDINGNORMAL LANDING

Normal landing approaches can be made with power on or power
off with any flap setting desired. Surface winds and air turbulence
are usually the primary factors in determining the most comfortableapproach speeds.

Actual touchdown should be made with power otf and on themain wheels first to reduce the landing speed and subsequent needfor braking in the landing roll. The nose wheel is lowered to therunway gently after the speed has diminished to avoid unnecessary
nose gear loads. This procedure is especially important in rough orsoft field landings.

lo-.0

Nov 15/00

CESSNA
MODEL 182SSECTION 4
NORMAL PROCEDURESSHORT FIELD LANDING
For a short field landing in smooth air conditions, make power off
approach at 60 KIAS with full flaps. (Slightly higher approach
speeds should be used under turbulent air conditions.) lf power isadded to adjust glide path, it should be again reduced to idle after
all approach obstacles are cleared, the approach speed maintainedby lowering the nose of the airplane. Touchdown should be madewith power off and on the main wheels first. lmmediately after
touchdown, lower the nose wheel and apply heavy braking as
required. For maximum brake effectiveness, retract the flaps, holdthe control wheel full back, and apply maximum brake pressure
without sliding the tires.
CROSSWIND LANDING

When landing in a strong crosswind, use the minimum flap
setting required for the field length. Although the crab or
combination method of drift correction may be used, the wing low
method gives the best control. After tou-chdown, hold a stiaightcourse with the steerable nose wheel and occasional braking if
necessary.

The maximum allowable crosswind velocity is dependent uponpilot capability as well as airplane limitations. Operation in directcrosswinds of 15 knots has been demonstrated.
BALKED LANDING

ln a balked landing (go-around) climb, reduce the flap setting to

20' immediately after full power is applied. After all obstacles arecleared and a safe altitude and airspeed are obtained, the wing
flaps should be retracted.

Nov 15/00

4-311

CESSNA
MODEL 182SSECTION 4
NORMAL PROCEDURESCOLD WEATHER OPERATION
Special consideration should be given to the operation of the
airplane fuel system during the winter season or prior to any flight incold temperatures. Proper preflight draining of the fuel system is
especially important and will eliminate any free water accumulation.
The use of additives such as isopropyl alcohol or diethylene glycol
monomethyl ether may also be desirable. Refer to Section 8 for
information on the proper use of additives.

Cold weather often causes conditions which require special careduring airplane operations. Even small accumulations of frost, ice,or snow must be removed, particularly from wing, tail and all control
surfaces to assure satisfactory flight performance and handling.
Also, control surîaces must be free of any internal accumulations of
ice or snow.

lf snow or slush covers the takeoff surface, allowance must be
made for takeoff distances which will be increasingly extended as
the snow or slush depth increases. The depth and consistency ofthis cover can, in fact, prevent takeoff in many instances.
STARTING¡[,wenntrue
WHEN PULLING THE PROPELLER THROUGH BY
HAND, TREAT tT AS IF THE IGNIT¡ON SWITCH IS

TURNED ON. A LOOSE OR BROKEN GROUNDWIRE ON EITHER MAGNETO COULD CAUSE
THE ENGINE TO FIRE.

Prior to starting on cold mornings, it is advisable to pull thepropeller through several times by hand to "break loose" or"limber" the oil, thus conserving battery energy.

lo-r,

Nov 15/00

sEcTroN 4

CESSNA
MODEL 182SNORMAL PROCEDURES

When air temperatures are below 20"F (-6"C), the use of an
external preheater and an external power source are recommended
whenever possible to obtain positive starting and to reduce wear
and abuse to the engine and electrical system. Preheat willthaw theoil trapped in the oil cooler, which probably will be congealed prior
to starting in extremely cold temperatures.

When using an external power source, the master switch must bein the OFF position before connecting the external power source tothe airplane receptacle. See Seciion 7, Ground Service Plugl
Receptacle, for external power source operations.

I

Cold weather starting procedures are the same as the normal
starting procedures. Use caution to prevent inadveñent forward
movement of the airplane during starting when parked on snow or
ice.

NOTE

lf the engine does not start during the first few attempts, or ifengine firing diminishes in strength, it is probable that the
spark plugs have been frosted over. Preheat must be used
before another start is attempted.
During cold weather operations, no indication will be apparent on
the oil temperature gage prior to takeotf if outside air temperaturesare very cold. After a suitable warm up period (2 to 5 minutes at1000 RPM), accelerate the engine several times to higher engine
RPM. lf the engine accelerates smoothly and the oil pressure remains normal and steady, the airplane is ready for takeoff.
WINTERIZATION KIT

A winterization kit is provided and may be utilized when cold
weather operations are conducted. Refer to WINTERIZATION KIT in_
the Suppléments, Section 9 for installation and operational details. I

Nov 15/00

4-33

CESSNASECTION 4
NORMAL PROCEDURES

MODEL 182S

HOT WEATHER OPERATION
Refer to the general warm temperature starting information underStarting Engine in this section. Avoid prolonged engine operation on
the ground.

NOISE CHARACTERISTICS
AND NOISE REDUCTION
The certificated noise level for the Model 182S at 3100 pounds
maximum weight is 79.7 dB(A) with a 2-bladed propeller and 77.7
dB(A) with a three-bladed propeller. No determination has been
made by the Federal Aviation Administration that the noise levels of

this airplane are or should be acceptable or unacceptable for
operation at, into, or out of, any airport.

The following procedures are suggested to minimize the effect of
airplane noise on the public:

1. Pilots operating airplanes under VFR over outdoor assemblies
of persons, recreational and park areas, and other noise
sensitive areas should make every effoil'to fly not less than2000 feet above the surface, weather permitting, even thoughflight at a lower level may be consistent with the provisions ofgovemment regulations.

2. During departure from or approach to an airport, climb after
takeoff and descent for landing should be made so as to avoid
prolonged flight at low altitude near noise sensitive areas.
NOTE

The above recommended procedures do not apply where
they would conflict with Air Tratfic Control clearances or
instructions, or where, in the pilot's judgment, an altitude ofless than 2000 feet is necessary to adequately exercise theduty to see and avoid other airplanes.

lo-ro

Nov 15/00

sEcTroN 5

CESSNA
MODEL 182S

PERFORMANCESECTION 5
PERFORMANCETABLE OF CONTENTS

Page

lntroduction
Use of PeÍormance Charts
Sample Problem

5-3

5-3
5-3

Takeoff

5-4

Cruise5-5Fuel Required
5-6
Landing
5-8
Demonstrated Operating Temperature
5-8
Figure 5-1, Airspeed Calibration - Normal Static Source . . . . . 5-9
Airspeed Calibration - Allernate Static Source
5-10
Figure 5-2, Altimeter Correction
5-11
Figure 5-3, Temperature Conversion
5-12
Figure 5-4, Stall Speeds
5-13
Figure 5-5, Crosswind Components
5-14
Figure 5-6, Short Field Takeoff Distance - 3100 Lbs
5-15
Short Field Takeoff Distance - 2700 Lbs
5-16
Short Field Takeoff Distance - 2300 Lbs
5-17
Figure 5-7, Maximum Rate Of Climb
5-18
Figure 5-8, Time, Fuel, And Distance To Climb
5-19
Figure 5-9, Cruise
5-21
Figure 5-10, Range
5-31
Figure 5-1 1, Endurance Profile
5-33
Figure 5-12, Short Field Landing Distance
5-35

Chafi

Performance
ProfileDec 1/97

5-11(5-2 blank)

CESSNAMODEL 182SSECTION 5
PERFORMANCEINTRODUCTION
Pedormance data charts on the following pages are presented
so that you may know what to expect from the airplane undervarious conditions, and also, to facilitate the planning of flights indetail and with reasonable accuracy. The data in the chañs has
been computed from actual flight tests with the airplane and engine
in good condition and using average piloting techniques.

It should be noted that performance information presented in therange and endurance profile charts allows for 45 minutes reserve
fuel at the specified cruise power. Fuel flow data for cruise is basedon the recommended lean mixture setting at all altitudes. Some
indeterminate variables such as mixture leaning technique, fuelmetering characteristics, engine and propeller condition, and air
turbulence may account for variations of 10% or more in range andendurance. Therefore, it is important to utilize all available
information to estimate the fuel required for the particular flight andto flight plan in a conseruative manner.

USE OF PERFORMANCE CHARTS
Performance data is presented in tabular or graphical form toillustrate the effect of different variables. Sufficiently detailed
information is provided in the tables so that conservative values canbe selected and used to determine the particular pedormance
figure with reasonable accuracy.

SAMPLE PROBLEM
The following sample flight problem utilizes information from thevarious charts to determine the predicted performance data for atypical flight. Assume the following information has already been
determined:
AI RPLANE CONFIGURATION:

Takeoff weight
Usable fuel
TAKEOFF CONDITIONS
Field pressure altitude
Temperature

3100 Pounds
88.0 Gallons
1500 Feet

28'C (16'C Above

Standard)
Wind component along runway 12 Knot Headwind
3500 Feet
Field length
Nov 15/00

5-3

SECTION 5PERFORMANCECESSNA
MODEL 182S

CRUISE CONDITIONS:

Totaldistance

450 Nautical Miles
Pressure altitude
7500 Feet
Temperature
160
Expected wind enroute 10 Knot Headwind
LANDING CONDITIONS:
Field pressure altitude

Temperature
Field length

2000 Feet

25'C
3000 Feet

TAKEOFF

The takeoff distance chart, Figure 5-5, should be consulted,

keeping in mind that distances shown are based on the short fieldtechnique. Conservative distances can be established by reading

the chart at the next higher value of weight, altitude andtemperature. For example, in this particular sample problem, thetakeoff distance information presented for a weight of 3100 pounds,pressure altitude of 2000 feet and a temperature of 30'C should be
used and results in the following:
Ground roll
1055 Feet
Total distance to clear a S0-foot obstacle 2035 Feet

These distances are well within the available takeoff field length.
However, a correction for the effect of wind may be made baseci on
Note 3 of the takeoff chart. The correction for a 12 knot headwind is:
12 Knots X 10"/o ,l jo/o Decrease=
9 Knots

This results in the following distances, corrected for wind:
Ground roll, zero wind
Decrease in ground roll
(1055 feet X13%)
Corrected ground roll

5-4

1

055
-137

918 FeetFeb 3/97

CESSNA
MODEL 182SSECTION 5
PERFORMANCE

Total distance to clear a
SO-foot obstacle, zero wind 2035
Decrease in total distance(2035 feet x

13%)

-ry

Corrected total distanceto clear SO-foot obstacle

1770 FeetCRUISEThe cruising altitude should be selected based on aconsideration of trip length, winds aloft, and the airplane's
performance. A typical cruising altitude and the expected windenroute have been given for this sample problem. However, thepower setting selection for cruise must be determined based on
several considerations. These include the cruise performance
characteristics presented in Figure 5-9, the range prof ile charÌ
presented in Figure 5-10, and the endurance profile chaft presented
in Figure 5-1 1.

The relationship between power and range is illustrated by therange profile chart. Considerable fuel savings and longer range
result when lower power settings are used. For this sample problem,
a cruise power of approximately 60% will be used.

The cruise performance chaft, Figure 5-9, is entered at 8000 feet
altitude and 20'C above standard temperature. These values mostnearly correspond to the planned altitude and expected temperature
conditions. The engine speed chosen is 2400 RPM and 21 inchesof manifold pressure, which results in the following:
Power
True airspeed
Cruise fuelflow

Nov 15/00

66%
134 Knots
11.3 GPH

c-c

SECTION 5PERFORMANCECESSNA

MODEL 182S

FUEL REQUIREDThe total fuel requirement for the flight may be estimated using
the performance information in Fígure 5-8 and Figure 5-9. For thissample problem, Figure 5-8 shows that a normal climb from 2000
feet to 8000 feet requires 2.7 gallons of fuel. The corresponding
distance during lhe climb is 18 nautical miles. These values are fora standard temperature and are sufficiently accurate for most flightplanning purposes. However, a further correction for the effect oftemperature may be made as noted on the climb chart. The
approximate effect of a non-standard temperature is to increase thetime, fuel, and distance by 10% for each 10'C above standard
temperature, due to the lower rate of climb. ln this case, assuming atemperature 16'C above standard the correction would be:
16"

10"c

X 10% = 16"/" lncrease

With this factor included, the fuel estimate would be calculated asfollows:
Fuel to climb, standard temperature

2.7

lncrease due to non-standard temperatureo.4(2.7 X 16%)
Corrected fuel to climb

3.1 Gallons

Using a similar procedure for the distance to cfimb results in 21
nautical miles.

The resultant cruise distance is:
Totaldistance450

Climb distance
Cruise distance

429

-21

NauticalMiles

5-6

Feb 3/97

CESSNA
MODEL 182SSECTION 5
PERFORMANCEWith an expected 10 knot headwind, the ground speed for cruise ispredicted to be:

134-10
124 Knots

I

I

Therefore, the time required for the cruise portion of the trip is:429 Nautical Miles = 3.S HourslZ Knots

The fuel required for cruise is:
3.5 hours X 11.3 gallons/hour = 39.1 Gallons
A 45-minute reserve requires:4Þ u rr.
6õ Ã r'r.3 gallons / hour = 8.5 Gallons
The total estimated fuel required is as follows:Engine start, taxi, and takeoff 1.7
Climb
3.1
Cruise39.1
Reserve
8.5

I

Totalfuel requiredI

52.4 Gallons

Once the flight is undenruay, ground speed checks will provide amore accurate basis for estimating the time enroute and thecorresponding fuel required to complete the trip with ample reserve.

Nov 15/00

5-7

SECTION 5PERFORMANCECESSNA
MODEL 182S

LANDINGA procedure similar to takeoff should be used for estimating thellandiñg distance at the destination airport. Figure 5-12 presents
landing distance information for the short field technique. The
distances corresponding to 2000 feet and 30'C are as follows:
670 Feet
Ground roll
Total distance to clear a 50{oot obstacle 1480 Feet

A correction for the effect of wind may be made based on Note 2of the landing chart, using the same procedure as outlined for
takeoff.

DEMONSTRATED OPERATING TEMPERATURE
Satisfactory engine cooling has been demonstrated for thisairplane with an outside air temperature 23"C above standard. This
is not to be considered as an operating limitation. Reference should
be made to Section 2 for engine operating limitations.

5-8

Nov 15/00

CESSNA
MODEL 182SSECTION 5
PERFORMANCEAIRSPEED CALIBRATIONNORMAL STATIC SOURCECONDITION:
Power required for levelflight or maximum power descent.
FLAPS
UP
KIAS

KCAS

55 60 70 80 90
62 65 73 82 90

100 110 120 130 140 150 160
100 109 118 127 137 146 156

FLAPS
20"
KIAS

KCAS

40 50 60 70 80 90 100 110 120-53 58 64 72 81 91 100 110 119 --

FLAPS

FULL
KIAS
KCAS

40 50 60 70 80 90 95
51 56 64 72 81 91 95

Figure 5-1. Airspeed Calibration (Sheet 1 ot 2)
Feb 3/97

5-9

SECTION 5PERFORMANCECESSNA
MODEL 182S

AIRSPEED CALIBRATIONALTERNATE STATIC SOURCE
NOTE:Windows closed, ventilators closed, cabin heater, cabin air, and defroster on
maximum.
CONDITION:
Power required for level flight or maximum power descent.

FLAPS
UP
KIAS

ALT

i0 70 80 90)2 72 82 92

100 110 120 130 140 150 160
103 114 124 133 143 153 164

KIAS

FLAPS
20"
KIAS

ALT

i0 60 70 80 90 100 110 120
t0 60 70 81 92 102 112 121

KIAS

FLAPS

FULL
KIAS

ALT

)0 60 70 80 90 95+3 57 68 79 89 93

KIAS\
Figure 5-1. Airspeed Calibration (Sheet 2 of 2)

5-10

Dec 1197

CESSNA
MODEL 182SSECTION 5
PERFORMANCE

ALTIMETER CORRECTION
ALTERNATE STATIC SOURCE
NOTE:
Add correction to desired altitude to obtain indicated altitude to flv.

Windows closed, ventilators closed, cabin heater, cabin air, ánd defroster on
maxrmum.

CONDITIONS:Power required for level flight or maximum power descent cruise configura-tion. Altimeter corrections Tor the takeoff and landing configuration are lessthan 50 feet.

CORRECTION TO BE ADDED-FEET
KIAS - alternate static source ON

CONDITION
FLAPS
UP

60

80

100

120

S.L.

20

140
-90

-120

20

-30
-30

-60

2000 ft.
4000 ft.
6000 ft.
8000 ft.
10,000 Ít.
12,000 ft.
14,000 ft.

-60

-90

-1 30

-30
-40
-40
-40

-70
-70

100

-80

110

-80

't20

-140
-140
-150
-160

30

-10
-10
-10
-10
-10
-10
-10

30

-10

20
30
30
30

-40
-50

110

160

-80

120

-170

-90

't20

-1 80

Figure 5-2. Altimeter Correction

Feb 3/97

5-11

SECTION 5PERFORMANCECESSNA
MODEL 182STEMPERATURE CONVERSION CHART

F

H60
z
I.JJ

fr
T

+40
U)
UJ

]U

ÍÍ.

fl20
o

DEGREES - CELSIUS
Figure 5-3. Temperature Conversion Chad

5-12

Feb 3/97

sEcTroN 5

CESSNA
MODEL 182S

PERFORMANCESTALL SPEEDS AT 31OO POUNDS
Conditions:Power Off

MOST REARWARD CENTER OF GRAVITYANGLE OF BANKFLAPSETTIN(
UP

20"
FULL

30'

00

60'

45"

KIAS

KCAS

KIAS

KCAS

40
29
35

54

43

50

31

58
54

49

38

53

KIAS KCAS KIAS KCAS
48
34
42

64

57

76

59
58

41

71

49

69

MOST FORWARD CENTER OF GRAVITYANGLE OF BANK
FLAP

UP

20"
FULL

450

300

00

SETTINC

KIAS KCAS KIAS

KCAS

56
52
50

60
56
54

43
35
36

46
38
39

600

KIAS KCAS
51

42
43

67
62
59

KIAS

KCAS

61

49

79
74

51

71

NOTES:

1. Altitude loss durinq a stall recovery mav be as much as 250 feet.
2. KIAS values are aþproximate.

Figure 5-4. Stall Speeds

Feb 3/97

5-13

sEcTroN 5

CESSNA

MODEL 182S

PERFORMANCE

WIND COMPONENTS¡f

NOTE
Vaximum demonstrated crosswind velocity is 15 knots (not a limitation).
35
30

o

z

25

Øo
t-<= 20cl ¡¡J
V
t-

z-

15

I

z
z

10

o
È

5

=
o

0

l¡¡

o
c¡

2a 5
-=J 10===150510f520253035
CROSSWND COMPONENT . KNOTS

Figure 5-5. Crosswind Components

5-14

Nov 15/00

CESSNA
MODEL 182SSECTION 5
PERFORMANCESHORT FIELD TAKEOFF DISTANCEAT 31OO POUNDSCONDITIONS:

Flaps 20'2400 RPM, Full Throttle and Mixture Set Prior to Brake Release
Cowl Flaps Open
Paved, Level, Dry Bunwav
Zero Wind
Lift
49 KIAS
Speed at 50 Ft: 58 KIAS

Off:

0'c
Grnd Iotal
Roll =t To
Ft
llear

Press

Att
ln

Feet

S. L.

715

000
2000
3000
4000
5000
6000
7000
8000

775

1

10'c
Grnd

fotal

Roll

=t To

Ft

20'c

llear

50 Ft

t0 Ft

f,bst

f,bst

365 765

1460

1

1490

835

30"c

40"c
Grnd Total
Roll Ft To

t0 Ft

Grnd ïotal
Roll Ft TO
Ft
Clear
50 Ft

825

1570

885

1680

900

't720

965

1

Grnd
Roll
Ft

l-otal

:t ro
]lear
fbst

1600

635 915 1760 980 1 890
925 1800 995 1 940 1070 2090
1015 1 990 '1090 2150 1175 2325
1110 2210 1 195 2395 1290 2595
1220 2470 1315 2690 1415 2930
1 340
2785 1445 3045 1560 3345
1480 3175 1 595 3500 1720 3880
850

1

Ft

Clear
50 Ft
Obst

945

1800

Obst

845 1030

1055 2035
1

150

1

130

2255 1235

1260 2515 1355
1

385

1

980

2190
2435
2720

2820 1485 3070

1520 3200 I 635 3510
1675 3685

NOTES:

1. Short field technique as specified in Section 4.
SÌ 2. Prior to takeoff, the mixture should be leaned to the Maximum Power
Fuel Flow placard value in a full throttle, static runup.
3. Decrease distances 1Oo/" for each 9 knots headwind. For operation
with tail winds up to 10 knots, increase distances by 1eo/" lor each 2
knots.

4. For operation on dry, grass runway, increase distances by 15% of
the "ground roll" figure.

Figure 5-6. Short Field Takeotf Distance (Sheet 1 of 3)

Nov 15/00

5-15

CESSNA
MODEL 182SSECTION 5
PERFORMANCESHORT FIELD TAKEOFF DISTANCE
AT 27OO POUNDSCONDITIONS:
Flaps 20"2400 RPM. Full Throttle and Mixture Set Prior to Brake Release
Cowl Flaps Open
Paved, Level, Dry Runway
Zero Wind
45 KIAS
Lift
Speed at 50 Ft: 54 KIAS

Off:

10'c

0"c
Press
Alr
ln

Grnd
Roll
Ft

l-otal

:t To
llear
i0 Ft
)bst

Grnd

l-olalGrnd Total

Roll
Ft

=t To

Roll

Ft To

Ft

Clear
50 Ft
Obst

f,bst

520

000

565

2000
3000
4000
5000
6000
7000
8000

615

995 560
080 610
1 180
66s

675
735
80s

1410
1 550

880

1705 950

965

1

1

1285 725

890

1060 2100

llear
50 Fr

Feet
S. L.
1

20"c

790
865

1

1065 600
1 155
655
1260 710
1 380
775
1510 850
930
1 665
1840 1020

040 2040

1 145

1 120

11 35

30'c

40'c

Grnd Total
Roll Ft To
Ft Clear
50 Ft

Grnd ïotal
Roll Ft To
Ft
Clear
50 Ft
Obst

Obst

1235 700
765
1 350

1215 690 1295
1320 750 1410
1445 820 1545

1480

1

645

835

585

895

1625 910 1740 975
1790 1000 1 920 1 070
1 980 1095 2135 1175
2205 1200 2380 1 290

1695
1870
2065
2300

2575

2275 1230 2465 1320 2675 1420 2910

NOTES:

ç

1. Short field technique as specified in Section 4.
2. Prior to takeoff, the mixture should be leaned to the Maximum Power
Fuel Flow placard value in a full throttle, static runup.
3. Decrease distances 1O"/" lor each 9 knots headwind. For operation
with tail winds up to 10 knots, increase distances by 10% for each 2
knots.

4. For operation on dry, grass runway, increase distances by 15% of
the "ground roll" figure.

Figure 5-6. Short Field Takeoff Distance (Sheet 2 of 3)

s-16

Nov 15/00

CESSNA
MODEL 182SSECTION 5
PERFORMANCESHORT FIELD TAKEOFF DISTANCEAT 23OO POUNDSCONDITIONS:
Flaps 20"2400 RPM, Full Throttle and Mixture Set Prior to Brake Release

Cowl Flaps Open
Paved, Level, Dry Runway
Zero Wind
Lift
42 KIAS
Speed at 50 Ft: 50 KIAS

Off:

Press
Alr

Grnd
Roll
Ft

ln

Feet
S. L.
1 000
2000
3000
4000
5000
6000

0'c

10'c

fotal

Grnd fotal
Roll ¡t To

=t To

llear
i0 Fr
)bst

Ft

20'c

llear
i0 Ft

Grnd

fotal

Roll

=t To

FI

llear

Grnd
Roll
Ft

t0 Ft

)bst

f,bst

705

390

750

420

425

455

505

815
885
960

550

1

045

555

765
830
900
980
1 065

600

1140 640

1220 690

610

1 165

655

1

250

1335

7000

665

1275

715

't370 770

8000

730

1

510

460

405 785

1510

Grnd

Iotal

Ft To

Roll

=t To

llear

Ft

f,bst

800
870

450

850

480

490

925

520

495

940

s30

1

1025 580

1

590

1115

005
090
1 190
1 305
1430

565

540

620
675
735

700
845

630
755

1470 825
1 620
905

llear
t0 Ft

f,bst

395
430

fotal
t0 Ft

365

470

40'c

30"c

805

905
985
1070
1165
'1270

1390
1530

1570 885

1685

735

1865

1

970

NOTES:

1. Short field technique as specified in Section 4.
SÌ 2. Prior to takeoff, lhe mixture should be leaned to the Maximum power
Fuel Flow placard value in a full throttle, static runup.
3. Decrease distances 1O"/" lor each 9 knots headwind. For operation
with tail winds up to 10 knots, increase distances by 10%for each2
knots.

4. For operation on dry, grass runway, increase distances by 15% of
the "ground roll" figure.

Figure 5-6. Short Field Takeoff Distance (Sheet 3 of 3)
Nov 15/00

S-'t7

CESSNA
MODEL 182SSECTION 5
PERFORMANCE

MAXIMUM RATE.OF.CLIMB AT 31OO POUNDSCONDITIONS:
Flaps Up

2400 RPM, Full Throttle, Mixture Set to Maximum Power Fuel F ow p acard
value
Cowl Flaps Open

PRESS

ALT
FT
S.L.
2000
4000
6000
8000
10,00012,00014,000

\

CLIMB
SPEED
KIAS

RATE OF CLIMB - FPM

-20"c

0"c

20"c

40'c

055

980
875
770
670
560
455
350
250

905

835

805

735

705

635
535
430

80

1

79

945

78

840

77

735

75

73

625
520
410

72

310

74

605
495

285

330
225

190

130

390

Figure 5-7. Maximum Rate of Climb

5-18

Nov 15/00

CESSNA
MODEL 182SSECTION 5
PERFORMANCE

TIME, FUEL AND DISTANCE TO CLIMB
AT 31OO POUNDSMAXIMUM RATE OF CLIMB
CONDITIONS:
Flaps Up

2400 RPM, Full Throttle, Mixture Set to Maximum Power Fuel Flow placard
value
Cowl Flaps Open
Standard Temperature

PRESS

ALT
FT

CLIMB
SPEED
KIAS

\
FROM SEA LEVEL

RATE
OF
CLIMB

TIME

FUEL

FPM

IN

MIN

USED
GAL

DIST
NM

S.L.

80

925

0

0.0

0

2000

79

2

0.8

3

4000
6000
8000

78

835
750
660

5

1.5

7

8

2.3

11

565
470

11

3.2

16

15

4.2

21

375
285

20

5.2

26

6.5

29
38

77
75

10,00074

12,00073

14,00072

NOTES:

Figure 5-8. Time, Fuel and Distance to Climb (Sheet 1 oÍ 2)

Nov 15/00

5-19

SECTION 5PERFORMANCECESSNA

MODEL 182S

TIME, FUEL AND DISTANCE TO CLIMB
AT 31OO POUNDSNORMAL CLIMB .90 KIAS

CONDITIONS:
Flaps Up
2400 RPM, 23 in. Hg. or Full Throttle (whichever is less), Mixture 15 GPH or
Full Rich (whichever is less)
Cowl Flaps As Required.
Standard Temoerature

PRESS
ALT
FT

RATE

FROM SEA LEVEL

CLIMB
SPEED
KIAS

OF
CLIMB

TIME

FPM

MIN

S.L.

90

665

0

FUEL
USED
GAL
0.0

2000
4000

90

3

0.8

5

6

1.6

10

6000
8000

90

10

2.5

16

90

625
580
540
455

14

3.5

23

10,000

90

370

19

4.6

31

90

IN

DIST
NM
0

NOTES:

1. Add 1.7
e start, taxi and takeoff allowance.
MixturePower Fuel Flow placard value forSÌ 2. smoothcreased power.
3. lncrease time. fuel and distance bv 10% for each 10"C above
standard temperature.
4. Distances shown are based on zero wind.
Figure 5-8. Time, Fuel and Distance to Climb (Sheet 2 oÍ 2)

5-20

Nov 15/00

CESSNA
MODEL 182SSECTION 5
PERFORMANCECRUISE PERFORMANCECONDITIONS:PRESSURE ALTITUDE SEA LEVEL

3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed

NOTE: Maximum cruise power is 80% MCP. Those powers above thatvalue in the table are for interpolation purposes only2O'C BELOWSTANDARD TEMF

RPM

-5"c

MP

1s"c

o/

BHP KTAS
2400

GPH

2200

/o

BHP

KTAS

20"C ABOVESTANDABD TEMF

35'C
GPH

27
26

2300

STANDARDTEMPERATURE

%

KTAS

GPH

83

137

14.0

BHP

82

134

13.7

79

135

13.3

13.0

75

131

12.6

25

80

130

13.4

77

131

24
23

to

127

12.7

73

127

I Z-J

71

128

11.9

71

123

12.O

Âa

124

11.6

66

125

11.3

121

't0.9

62

121

10.6

117

10.3

58

117

10.0

22
¿t

ot

120

11.3

62

117

10.6

64
60

20

JI

112

10.0

CJ

1t3

9.7

ÊÀ

113

9.4

27
26

83

134

13.9

13.4

't31

13.7

t9

132

13.2

80
76

135

82

132

12.8

25

T7

128

12.9

75

129

I

¿.J

72

129

12.1

24

73

125

12.3

70

126

11.9

68

127

11.5

23

69

122

11.6

66

123

'l't.2

64

123

10.9

22

64

119

10.9

62

119

10.6

60

't 19

10.3

21

60

115

10.3

58

115

10.0

co

115

9.8

20

qA

'1

9.7

54

111

9.4

52

111

9.2

11

27

83

131

13.8

80

132

13.3

77

133

12.9

26

78

129

13.1

76

129

12.7

73

130

'12.3

25

74

126

12.5

72

126

't2.1

69

128

11.7

24

70

123

11.8

oõ

124

11.5

66

124

11.1

23

66

120

11.2

64

121

10.9

62

121

10.6

zz

62

117

10.6

60

1't7

10.3

58

117

10.0

21

58
54

113

10.0

30

113

9.7

54

113

9.5

109

9.4

5Z

109

J.¿

't 09

õ.v

20

Figure 5-9. Cruise Performance (Sheet 1 of 10)

Nov 15/00

5-21

SECTION 5

CESSNA
MODEL 1825

PERFORMANCECRUISE PERFORMANCEPRESSURE ALTITUDE SEA LEVELCONDITIONS:

3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed

NOTE: Maximum cruise power is 80% MCP. Those powers above thatvalue in the table are for interpolation purposes only.

\
2O"C BELOWSTANDARD TEMF

RPM

-s'c

MP
BHP

KTAS

2t

79

26
25
24
23
22

75

129
126
123
120

11.9
11.3

%
KTAS
BHP
76
130
72
127
68
124
't21
64

118

10.7

61

114
110

10.2
9.6

71

126
123

67

21

2000

27
26
25
24
23
22
21

71

67
63
59
55

35'C

GPH
3.2
12.5

GPH

GPH

tó

JU

lz.3

't28

11.8

125

'11.2

't21

10.7

118

10.2

114

9.6

51

111

9.'l

70
66
63
59
56
52
49

't28

11.7

125

112

1 1.5
1 1.0

114

53

111

9.9
9.4

12.5
11.9

72
68

127
124

121

11.4

65

122

63

118

61

60

114

118
115

co

111

52

108

10.8
10.3
9.8
9.2

108

KTAS

70
66
62
59
55

57

111

BHP

2.t

10.4

58
54
50

%

12.1

117

74

2O"C ABOVESTANDARD TEMT

15"C

o/

2 1 00

STANDARDTEMPERATUBE

12.1

11.5
11.0
10.5

10.0
9.5
9.0

121

107

118

102

115

9.7

1',t2

92
88

108

Figure 5-9. Cruise Performance (Sheet 2 of 10)

5-22

Nov 15/00

SECTION 5PERFORMANCECESSNA
MODEL 182S

CRUISE PERFORMANCEPRESSURE ALTITUDE 2OOO FEET
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed

NOTE: Maximum cruise power is 8O% MCP. Those powers above thatvalue in the table are for interpolation purposes only.

2O'C BELOWSTANDARD TEMF

RPM

-9'C

MP

KTAS

GPH

83

't34

13.9

78

131

13.1

74
69

127
124

o¿+

121

60

116

12.4
11.6
10.9
10.3

t"
75

132
't29

71

'125

oo

122

62
58

118

BHP
Z+UU

2300

¿6
25
24
23
22
2'l
20
26
25
24
23
22
21

20

2200

26
25

GPH

80
75

135
131

13.4
12.7

71

128

't2.0

67
62
58

125
120
117

11.3
10.6
10.0

81

136

13.6

'132

12.9

129
126
123
119

12.2
11.6
't0.9

114

77
73
68
64
60
56

81

132

13.5

77
72
68

12.8

78
74
70

133
130
127

bb

't24

62

120
117
113

21

60

20

56

113

23
22

KTAS

BHP

13.3
12.6
11.9
11.3
10.6
10.0

130
126
124
120
1't6

24

STANDARDTEMPERATURE
11'C

o+

12.2

11.5
10.9
10.3
9.7

58

54

1't5

2O"C ABOVESTANDARD TEMF

31'c%
KTAS GPH
BHP
1 3.7
ó¿
39
129
77
135
73
132 12369
129 11.6
125 109
64
10.3
121
60
't17
9.7
56
78
74
70
66

136

131

133

12.5

131

11.8

127

11.2

62

123

106

10.3
9.7

58
54

119

10.0

115

9.5

13.1

75

134

126

12.4
11.8
11.2
10.6
10.0
9.4

71

131

12.O

68

128
124

10.9

't21

103

b¿+

60
56
52

114

117

97

113

9.2

Figure 5-9. Cruise Performance (Sheet 3 of 10)
Nov 15/00

5-23

SECTION 5

CESSNA
MODEL 182S

PERFORMANCECRUISE PERFORMANCEPRESSURE ALTITUDE 2OOO FEET
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Cowl Flaos Closed

NOTE: Maximum cruise power is 80% MGP. Those powers above thatvalue in the table are for interpolation purposes only.

2O"C BELOWSTANDARD TEMF

RPM
21 00

26
25

24
23
22
21

20

2000

-9.C

MP

26
25

%
KTAS
BHP
77
1 30
7S
69

127

65

121

61

117

57
53

114

73
69

127
124
122

24

65

23
22

62
58
54

2'l

124

110

118
115
111

GPH
¿.v

122
116
110
10.5
9.9
9.3
12.2

1't.7
11.1

10.6
10.0
9.5

STANDARDTEMPERATURE
11"C
BHP
74
70
66
63
59
55

KTAS

GPH

2O'C ABOVESTANDARD TEMF

31'C
BHP

KTAS

GPH

30

12.4

72

1

31

12.1

128
125

11.8

68
64

128
125

121

10.7
10.2
9.6

61

118
114

57

122
118

53

114

51

t10

9.1

49

110

1't.5
10.9
10.4
9.9
9.4
8.8

70
67
63
59
56
52

128
125

't 1.8

68

11.3
10.8
10.2
9.7
9.2

64

't28
't25
122

1

121

118
115
111

1't.3

61

57
54

119
115

50

111

11.5
11.0
10.5
10.0
9.5
9.0

Figure 5-9. Cruise Performance (Sheet 4 of 10)

5-24

Nov 15/00

sEcTloN 5

CESSNA
MODEL 182S

PERFORMANCECRUISE PERFORMANCEPRESSURE ALTITUDE 4OOO FEET
CONDITIONS:.3100 Pounds .Recommended Lean Mixture .Cowl Flaos Closed

NOTE: Maximum cruise power is 80% MCP. Those powers above thatvalue in the table are for interpolation purposes only.
2O'C BELOWSTANDARD TEMF

RPM

-13'C

MP

STANDARDTEMPERATURE
7"C

2O"C ABOVESTANDARD TEMF
27"C

o/

Z UU

BHP KTAS

GPH

81

135

13.5

76

131

20

67
62

25
24

23
22

25
24
23
22
2'l

2300

21

20
2200

25
24
23
22
21

20
2100

öz

(
Nov 15/00

GPH

4U

l3.u

71

137
133

1 1.9

67
62

129
125

GPH

39

öU
TJ

BHP

't2.8

132

128
125
120

12.O

Âa

129

11.3
10.6

64

124

13.ö
13.0
12.3
11.6
10.9

60

121

10.3

58

121

82

't

79
75

73
69
64
60

129
126
122

71

136
133
130
126

135
130
127

123

118

10.3

<A

119

10.6
10.0

77
72
oö
64
60

'137

133

13.8
13.0
12.3
11.6
1tì o

13.3

78

30

119

oa

73
70

135
tô¿

12.3
11.7

't28

11.1

125

10.6
10.0
9.4

36

79
T3

70
66
62
58

130
127

124
120
116

25
24

75

130

71

¿ó

OT

128
125

22

63

121

't17

20

55

1't4

25
24
23
22

71

128
125

21

KTAS

KTAS

78
73

21

2000

BHP

67
63
60
56

121
118
115

13.2
12.5
11.9
11.2
10.6
10.0

oo
62

1

135

11.9

11.2

123

I t.J

10.6
10.0
12.8
12.2
11.5
10.9
10.3

1U

12.7

72

131

12.1

68

128
124

11.5
10.9
10.3

66
62

9.7

Êâ

121
117

12.2
'I 1.6
11.0
10.4
9.9
9.3

70

132

oo
62
59
55

128
125

11.8
11.2
10.7

64
60
56

121
116

72

132

68

65

129
125

61

122

57
53

118

12.O

69

11.4
10.8
10.3
9.7

65

129
125

12.6
11.9
11.3
10.7
10.2
9.6

'12.6

12.6

61

58
c¡+

114

122
118
115

I t.o
11.0
10.5
10.0
9.5

51

66
OJ

59
co
52

'122

10.1

118
113

9.6

129
126
122

11.2
10.7
10.2

119
115

9.2

o1

o7

Figure 5-9. Cruise Performance (Sheet 5 of 1O)

5-25

SECTION 5PERFORMANCECESSNA
MODEL 182S

CRUISE PERFORMANCEPRESSURE ALTITUDE 6000 FEET
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed

RPM

MP

zO"C BELOWSTANDARD TEMF
-17"C
%
BHP

2400

2300

2200

137

12.3

12.O

69

133

11.6

11.3
10.6
10.0

64
60
55

129

't25
120

10.9
10.3
9.7

12.7
12.0
11.3
10.6
10.0

73

134

12.2

70

135

11.9

68

11.6

66
o¿

131

11.2

64
60
55

130
127
122
118

127

12.2
11.5
10.9
10.3
9.7

70
oo

132
't28

ÞÞ

121
117
113

11.6
11.0
10.4
9.9
9.3

125

11.1

122
118

10.5
10.0

114

9.5

110

8.9

35

13.2
12.4
11.7
10.9
10.3

1

132

21

69

20

64
60

129
124
120

23
22

76
71

133
130

21

20

66
62

126
122

19

57

118

23
22

7S

131

68
64
60
55

128
124
120
116

23
22

69

129
125

21

61

20

57
53

19

19

2000

12.7

67
62
57

136
133
128
125
120

BHP
73

74

20

2100

GPH

GPH

7S

21

23
22
21.

20
19

65

65
62
58
54
50

3"C

2O'C ABOVESTANDARD TEMF
23"C

KTAS

KTAS

23
22

19

STANDARDTEMPERATURE

BHP
76
71

10.9

KTAS

GPH

58
53

123

10.6
10.0

118

9.4

11.8
1't.2

68

132

11.4

64

10.8

10.3

9.7

62

124

10.6

60

57
53

120

5b

116

10.0
9.4

129
't24
120

52

115

9.1

128
125

11.3
10.7

64
60
57

't29
125

10.9

121

9.9

53

117

9.3

49

112

8.8

10.8

61

126

10.5

10.2

57
54
50
47

122

10.0

63
59
bb

12'l

10.1

't17

51

113

9.6
9.0

63
59
56
52
48

126
122
118
114
109

9.7
9.2
8.7

10.3

9.7

10.4

118

9.4

lf3

8.9
8.4

108

Figure 5-9. Cruise Performance (Sheet 6 of 10)

5-26

Nov 15/00

sEcTroN 5

CESSNA
MODEL 182S

PERFORMANCECRUISE PERFORMANCEPRESSURE ALTITUDE EOOO FEET
CONDITIONS:
3100 Pounds
Recommended Lean
Cowl Flaos Closed

Mixtur.

Ò

2O"C BELOWSTANDARD TEMF

RPM

-2'l"cMP

STANDARDTEMPERATURE

-1'C

19'C

o/

2400

2300

2200

21 00

2000

"/o

KTAS

1 1.6

66

134 11.3

62

129 10.659

129 10.9't24 10.3

57

124 10.0

55

119

9.6

53

119

9.3

11.6

66

131

11.2

64

131

10.9

64

126 10.962

126 10.6

60

127

10.3

19

59

122

10.3

57

122

9.9

55

122

9.7

18

55

117

9.6

53

1't7

9.3

51

116

9.1

21

66

127

11.2

64

128 10.8

61

128 10.5

2062

124 10.6

59

124 10.2

57

124

9.9

19

57

119

9.9

55

120

9.6

53

119

9.4

18

53

115

9.3

51

114

9.0

49

113

8.8

21

63

'125

10.7

60

125 10.4

58't25 10.1

20

59

12'l

10.1

56

121

9.8

54

121

9.6

19

54

117

9.5

52

116

9.3

51

115

9.0

18

50

112 9.0

48

111

8.7

47

109

8.5

KTAS

GPH

69

133

64

62

128 11.3't24 10.6

57

119

9.9

21

69

130

20

BHP

KTAS

GPH

21

71

133

12.O

20

67

19
18

BHP

BHP

GPH

21

59

122 10.3

57

122

9.9

55

122

9.7

20

56

118

9.7

54

118

9.4

52

117

9.2

48
52 114 9.1
50 113 8.9111(SheetFigure 5-9. Cruise Performance
7 of 10)

8.6

19

Nov 15/00

2O"C ABOVESTANDARD TEMF

5-27

CESSNA
MODEL 182SSECTION 5
PERFORMANCECRUISE PERFORMANCEPRESSURE ALTITUDE 1O,OOO FEET
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Gowl Flaps Closed

2O"C BELOWSTANDAHD TEMF

RPM

%

2300

21 00

2000

GPH

/o

BHP

15'C

KTAS

GPH

BHP

KTAS

GPH

10.9

20

69

132 11.6

66

133

't1.2

64

133

19

64

57

128 10.ô
123 9.9

59

59

128 10.9
123 10.2

62

18

55

128 10.3
123 9.6

20

66

130

64

131

10.9

62

131

10.6
9.9

9.3

19

2200

KTAS

2O"C ABOVESTANDARD TEMF

-5"C

-25"C

MP
BHP

2400

STANDARDTEMPERATURE

62

11.2

126 10.6

59

126 10.2

57

't26

9.6

53

120

18

57

121

9.9

55

121

20

64

61

59

57

128 10.5
124 9.959

19

128 10.8
123 10.2

18

55

119

9.6

53

118

9.3

51

128 10.2
123 9.6
117 9.0

20

60

58

't25

9.8

56

52

119

18

52

115

9.2

50

125 10.1
120 9.5
114 8.956

19

125 10.4
120 9.8

48

113

9.2
8.7

20

57

't21

9.9

55

122

9.6

53

121

19

53

117

9.4

51

116

9.1

50

115

18

49

112

8.8

48

110

8.6

46

108

54

55

9.4
8.9
8.3

Figure 5-9. Cruise Performance (Sheet I of 10)

5-28

Nov 15/00

SECTION 5PERFORMANCECESSNA
MODEL 182S

CRUISE PERFORMANCEPRESSURE ALTITUDE 12.OOO FEET
CONDITIONS:

3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed\
2O'C BELOWSTANDARD TEMF

RPM

2400

2300

2200

2100

2000

STANDARDTEMPERATURE

-29'C

-9'C

BHP

KTAS

GPH

%
KTAS
BHP

18

61

127

10.5

17

56

122

16

51

116

18

59

17

54

120

9.5

16

49

113

8.8

18

57

123

9.8

17

52

117

9.2

18

54

119

9.4

17

49

113

8.9

18

51

115

9.1

MP

2O"C ABOVESTANDARD TEMF

11'C
GPH

BHP

KTAS

GPH

't28 10.2

57

127

9.9

9.5
8.8

52

120

9.2

48

112

8.6

9.9
9.2
8.6

55

124

9.6

50

117

9.0

46

107

8.3

122 9.5

52

121

9.3

115

8.9

48

114

8.7

52
48

118

9.2

50

116

8.9

112 8.6

46

108

8.3

49

114

47

111

8.5

9.8

59
54

121

9.1

49

114

125 10.2

57
52
48

125

54
50

119
111

8.8

Figure 5-9. Cruise Performance (Sheet 9 of 10)

Nov 15/00

s-29

.

SECTION 5
PERFORMANCECESSNA
MODEL 182S

CRUISE PERFORMANCEPRESSURE ALTITUDE 14.OOO FEET
CONDITIONS:
3100 Pounds
Recommended Lean Mixture
Cowl Flaps Closed

RPM

2400

2O'C BELOWSTANDARD TEMF

STANDARDTEMPERATURE
-13"C

%
KTAS
BHP

o/

-33"C

MP

GPH

2O'C ABOVESTANDARD TEMF

7"C
KTAS

GPH

49

116

8.4

45

104

8.8
8.2

BHP

KTAS

GPH

51

118

9.1

46

109

BHP

16

53

120

15

48

112

9.4
8.7

2300

16

51

117

9.1

49

115

8.8

48

111

8.6

2200

16

49

114

8.8

47

111

8.6

46

107

8.3

21 00

16

47

110

8.5

45

105

8.2

43

103

8.0

Figure 5-9. Cruise Performance (Sheet 10 of 10)

5-30

Nov 15/00

CESSNASECTION 5
PERFORMANCEMODEL 182S

RANGE PROFILE
45 MINUTES RESERVE
65 GALLONS USABLE FUELCONDITIONS:
3100 Pounds
Maximum Performance Climb with Placard Mixture
Recommended Lean Mixture for CruiseStandard TemDerature
Zero WindNOTE:This chart allows for the fuel used for engine start, taxi, takeoff and climb,
cruise al the designated power, and the time during a normal climb up to
10,000 feet and maximum climb above 10.000 feet.

14,00012,00010,000
tuJ
Lll
LL
I

t!
o
f
lF
J

8000

6000

4000

2000

600

550
650
700
RANGE - NAUTICAL MILES
Figure 5-10. Range Profile (Sheet 1 oÍ 2)

Feb 3/97

5-31

CESSNASECTION 5
PERFORMANCEMODEL 182S

RANGE PROFILE
45 MINUTES RESERVE
88 GALLONS USABLE FUELCONDITIONS:
3100 Pounds
Maximum Performance Climb with Placard Mixture
Recommended Lean Mixture for CruiseStandard Temperature
Zero WindNOTE:This chart allows for the fuel used for engine start, taxi, takeoff and climb,
cruise at the designated power, and the time during a normal climb up to
10.000 feet and maximum climb above 10,000 feet.

14,000124-

fiAS
12,0001

10,000filtuJ

fl aooo
t

3
t-

KTA

oooo

\

ffi
),
E

< 4ooo

!C
*ia

-'ñ
8/

fiAS

37

s

5

20

lÈ'

îö6-

fAs
--f'- ...i.....i t.--+-.

¡!

.._.i...._l

I-__-L--_

îÁ

lx

irl

às
-lPl

-'81

2000
KTAS,

,

122

129
,KTAS

.i

1121
KTÂ

ll.fA

u

700 750 800 850 900 950

1000

RANGE - NAUTICAL MILES
Figure 5-10. Range Profile (Sheet 2 of 2)

5-32

Feb 3197

CESSNA
MODEL 182SSECTION 5
PERFORMANCEENDURANCE PROFILE
45 MINUTES RESERVE
65 GALLONS USABLE FUELCONDITIONS:
3100 Pounds
Maximum Performance Climb with Placard Mixture
Recommended Lean Mixture for CruiseStandard Temperature
Zero WindNOTE:This chart allows for the fuel used for engine start, taxi, takeoff and climb,
cruise at the designated power, and the time during a normal climb up to
10,000 feet and maximum climb above 10,000 feet.

14,000if¡lil

12,00010,000

8000

lLrl
LrJ

I eooouJolFt¡trt¡

fIo -*-3

-3
_c

slc

-s

fr

F- 4000

J

2000

l'-

-8
-s

fI

ói

S.L.

34567

ENDURANCE - HOURS

o785c1oos

Figure 5-11. Endurance Prof¡le (Sheet 1 ol 2)

Feb 3197

5-33

CESSNA
MODEL 182SSECTION 5
PERFORMANCEENDURANCE PROFILE
45 MINUTES RESERVE
88 GALLONS USABLE FUELCONDITIONS:
3100 Pounds
Maximum Performance Climb with Placard Mixture
Recommended Lean Mixture for CruiseStandard Temperature
Zero Wind

the fuel used for enqine start, taxi, takeoff and climb'
ted power, and the [ime during a normal climb up to
mum climb above 10,000 feet.

14,000f
12,0009..i.....i4-i-*€f-i#

10,000
eooo
ü
tu
LL
I

S oooo
l
F
tr

'/,-

t +ooo
2000

eCE

?î

"ct

II

-= -3Lr
TJJ

I

Ç

ò<

'ò

o

!F -lft
il-

!,o:

o

¡

S.L.

56789

ENDURANCE - HOURS
0785C1 006

Figure 5-11. Endurance Profile (Sheet 2 ol 2)

5-34

Feb 3/97

CESSNA
MODEL 182SSECTION 5
PERFORMANCESHORT FIELD LANDING DISTANCEAT 2950 POUNDSCONDITIONS:
Flaos FULL
Power Off
Maximum Brakino
Paved, level, dry-runwav
Zero Wind
Speed at 50 Ft: 60 KIAS

Press
Att
ln

Feet

S. L.
2000
3000
4000
5000
6000
7000
8000

30'c

40'c

)bst

Grnd fotal
Roll Ft To
Ft
Slear
r0 Ft
Cbst

Grnd Total
Roll Ft To
Ft Clear
50 Fr
Obst

365

620

365 620

1400

645

1405

1440 670
1 485
695
1525 720

Grnd
Roll
Ft

300
580 1 265
600 1370
625 1410

580

1

335

l'otal
:t To

600

1

625
645

'1445

o/u

1450

670

1485

695

llear
i0 Ft

t0 Fr

fbst

1400

640

1440
480
1 525
1 565

665

1478

690

1515

695 1525 720 1 565 745 1610
530 725 1575 750 1615 775 1 660
725 1575 750 1615 780 1 665 80s 1710
755 1625 780 1655 810 1715 835 1 760

560

1000

20"c
Grnd l-otal
Roll :t To
Ft
llear

10'c

0"c
Grnd Total
Roll Ft To
Ft
Clear
50 Ft
Obst

650

1

670

1485

700

1

600

645

1

1

1

435

715

1

56C

740

1

60C

770

1

65C

800

170C

830

175C

865

1

805

NOTES:'l . Short
field technique as specified in Section 4.
2. Decrease distances 10o/" fo¡ each 9 knots headwind. For operation

with tail winds up to 10 knots, increase distances by 10% for each 2
knots.

3. For operation on dry, grass runway, increase distances by 45% of
the "ground roll" figure.
4. lf a landing with flaps up is necessary, increase the approach speedby 10 KIAS and allow for 4OL longer distances.

Figure 5-12. Short Field Landing DistanceFeb 3/97

5-3s/(5-36 blank)

CESSNAMODEL 182SSECTION 6
WEIGHT & BALANCE/EQUIPMENT LISTSECTION 6
WEIGHT & BALANCEIEQUIPMENT LISTTABLE OF CONTENTS

Page

lntroduction
Airplane Weighing Procedures
Weight And Balance
Baggage Tie-Down
Comprehensive Equipment List

6-3
6-3
6-5

Dec 1197

6-7
6-17

6-1/(6-2 blank)

CESSNAMODEL 182SSECTION 6
WEIGHT & BALANCE/EQUIPMENT LISTINTRODUCTION

It
arm,
from

t specific information regarding the weight,
d equipment for this airplane as delivered
be found in the plastic envelope carried in

the b¡[, wnnulc
IT IS THE RESPONSIBILITY OF THE PILOT TOENSURE THE AIRPLANE IS LOADEDPROPERLY. OPERATION OUTSIDE OF
PRESCRIBED WEIGHT AND BALANCE

LIMITATIONS COULD RESULT IN AN ACCIDENTAND SERIOUS OR FATAL ¡NJURY.

AIRPLANE WEIGHING PROCEDURES
1. Preparation:a. lnflate tires to recommended operating pressures.
b. Defuel airplane. Refer to Modèl 182S-,'Series 1996 and On,lMaintenance Manual.

c. Service engine oil as requíred to obtain a normal full_, indication. (8 quarts on dipstick.)I

d. Move sliding seats to the most forward position.
e. Raise flaps to the fully retracted position.

f. Place allcontrolsurfaces in neutral position.

g. Remove all non-required items from airplane.
2. Leveling:a. Place scales under each wheel (minimum scale capacity,
1000 pounds).

b. Deflate the nose tire ancl/or lower or raise the nose strut toproperly center the bubble in the level (Refer to Figure 6-1).

Nov 15/00

6-3

CESSNA
MODEL 182SSECTION 6
WEIGHT & BALANCE / EQUIPMENT LISTAIRPLANE WEIGHING FORM
REFERENCE
DATUMg) 150
L¡J

I
proo

Éuo

z_0
t,rJ

J

tÍ

ln rs rHE REsPoNStBtLtrYloF THE PTLOT TO ENSURELEVELING linÀr rÈe ernpLANE tS

tJJ

\,,r\

-so
ã -50'
=
't00
-'t00

-1

SCREWS IIonoeoPROPERLY.

50 100 150 200 250 300 350 400

oo -50 0

FUSELAGE STATION (FS) - INCHESMEASURING A AND BtNG HAilDAOOK IISIRUCnOXS fO A9
stsfLocAîilo oo vYITH NhPLÄNE
WEIGIG¡' ON I¡fl¡'II¡O GEAFn

LOCATNG CG WÍI}I AIRPLANE ON LANDING GEARFORMULA for Longlh¡dhsl CG) x (B)
Noseand¡¡hh l¡ndhC Oarwelghl Totaled (m _ rar'' . (Noæ @r Nel Welghl)(
'-

f

)= '

lnch4
)AftolDatum

LOCATING PERCENT MAC
FORMUI-A lor Peent lrAC

cc percenr MAc -(cGami!.llllPlane) ' 25 98

DFAINÂEI.-E UNUSABLE FUEL
AT 6 O POUNDS PEN GÂLLON

07851022

Flgure 6-1. Airplane Weighing Form
6-4

Nov 15/00

CESSNA
MODEL 182SSECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

3. Weighing:

4. Measuring:a. Obtain measurement A by measuring horizontally (along the airplane centerline) from a line stretched between the I
main wheel centers to a plumb bob dropped from thefirewall.

b. Obtain measurement B by measuring horizontally and.
parallel to the airplane centerline, from center of nose I
wheel axle, left side, to a plumb bob dropped from the line
between the main wheel centers. Repeat on right side andaverage the measurements.

5. Using weights from item 3 and measurements from item 4, theairplane weight and C.G. can be determined.

6. Basic Empty Weight may be determined by completing Figure
6-1.

WEIGHT AND BALANCE
The following information will enable you to operate your Cessna
within the prescribed weight and center of gravity limitations. To determine weight and bdänce, use the Samþte Lôading Problem, I
Loading Graph, and Center of Gravity Moment Envelope as follows:

Take the basic empty weight and moment from appropriate

weight and balance records carried in your airplane, and enter themin the column titled YOUR AIRPLANE on the Sample Loading
Problem.
NOTE

ln addition to the basic empty weight and moment noted onthese records, the C.G. arm (fuselage station) is also shown,
but need not be used on the Sample Loading Problem. The
moment which is shown must be divided by 1000 and thisvalue used as the momenV1000 on the loading problem.
Use the Loading Graph to determine the momenU1000 for each
additional item to be carried; then list these on the loading problem.

Nov 15/00+lô-5SAMPLE WEIGHT AND BALANCE RECORDf!
(oE. (coNTtNuous HtsToRy oF cHANcEs tN STRUcTURE oR EQUTPMENT AFFECTING WEIGHT AND BAI-ANCE)SERIALAIRPI.ANE MODEL

NO.

õ

o)
I

le

a
qt
3

E
o
fP.

(o

J
It
5

o(D

ITEM NO.
DATE
N

OUT

ADDED ( +)

wT.
(LB.)

\S DELIVEREDARM

RUNNING(tN.)]ASIC EMPTYWEIGHTREMOVED G)
ilOì¡EM/1000.

ARM
(tN.)

MOMEM
/1 000

WT.
(LB.)

;z
@

IPAGE NUMBER

WEIGHT CHANGE
DESCRIPTION
OF ARTICLE OR
MODIFICATION

5v)
àm
+o
c)+

çz
o
m

MOMEI{

n000

m

Ð

g
-Tl
m

z-{

t(n
-{

9)

qt

f

o

o
Ð
o
C)
o

f'$
oo
cr*

EE
(o
{

a o

o
H.,
I-m
(l)

- (t,
@

luz
cD>

CESSNA

MODEL 182SSECTION 6
WEIGHT & BALANCE/EOUIPMENT LISTNOTE

Loading Graph information for the pilot, passengers andbaggage is based on seats positioned for averageoccupants and baggage loaded in the center of the baggage
areas as shown on the Loading Arrangements diagram. For
loadings which may differ from these, the Sample Loading
Problem lists fuselage stations for these items to indicate
their fonruard and aft C.G. range limitations (seat travel andbaggage area limitation). Additional moment calculations,based on the actual weight and C.G. arm (fuselage station)of the item being loaded, must be made if the position of theload is different from that shown on the Loading Graph.
Total the weights and moments/1000 and plot these values on
the Center of Giavity Moment Envelope to détermine whether thelpoint falls within the envelope, and if the loading is acceptable.

BAGGAGE TIE.DOWN

A nylon baggage net having tie-down straps is provided as

standard equipment to secure baggage in the area aft of the rearseat (baggage areas A, B and C). Eight eyebolts serve as attaching
points for the net. A placard on the baggage door defines the weight
limitations in the baggage areas.

When baggage area A is utilized for baggage only, the four
forward eyebolts should be used. When only baggage area B isused, the eyebolts just aft of the baggage door and the eyebolts
above or below the shelf area may be used. When only baggage
area C is utilized, the eyebolts above and below the shelf area
should be used. When the cabin floor (baggage areas A and B) is
utilized for baggage, the four forward eyebolts and the eyebolts
mounted above or below the shelf area should be used. When there
is baggage in areas B and C, the eyebolts just aft of the baggage
door and the eyebolts above and below the shelf area should be
used. When baggage is contained in all three areas, the two forward
eyebolts on the cabin floor, the eyebolts just aft of the baggage door
or the eyebolts at the bottom of the forward portion of the shelf area
and the eyebolts near the upper forward surface of the shelf area
should be used.

Nov 15/00

6-7

SECTION 6
WEIGHT & BALANCE / EQUIPMENT LISTCESSNA
MODEL 182S

The rear bench seat can be removed to access the floorboard
own using ten
area of the rear cabinin the interiortiedown eyebolts to s
The maximum
area of the airplane (spounds/square
allowable floor loading
foot; however, when items with small or sharp support areas arecarried, the installation of a 1/4" plywood floor is recommended toprotect the airplane structure.

The maximum rated load weight capacity for each of the ten tiedowns is 140 pounds. Rope, strap or cable used for tie-down shouldbe rated at a minimum of ten times the load weight capacity of thetie-down fittings used. Weight and balance calculations for items in
the area of tlte rear seat and baggage area can be figured on the
Loading Graph using the lines labeled 2nd Row Passengers or
cargo.

6-8

Feb 3/97

CESSNA
MODEL 182SSECTION 6
WEIGHT & BALANCE/EQUIPMENT LISTLOADING ARRANGEMENTS

c.G.

c.G.

ARM

ANM

"37

*37

(32 - 50)

(32 - 50)

**74

**97

** 97

**116

**11
129

STANDARDSEATING

2ND ROWSEAT REMOVED* Pilot or passenger center of grav¡ty on adjustable seats pos¡tionedfor averageoccupant. Numbèrs in parentheses indicate torward and aft limits of occupantcenter of gravity range.

" Arms measured to the center of the areas shown.
NOTES: 1. The usable fuel C.G. arm is located at station 46.5

2. The aft baggage wall (approximate stat¡on 34) can be used as1

a conveneñÏen-t interioì idference point for determ¡n¡ng thelocation of baggage area fuselage stat¡ons.

07851 021

Figure 6-3. Loading Arrangements
Feb 3/97

6-9

CESSNA
MODEL 182SSECTION 6
WEIGHT & BALANCE / EOUIPMENT LISTCABIN HEIGHT MEASUREMENTS

AFT BAGGAGE AREA

t3
_L
I
I

FIREWALL
DOOR OPENING DIMENSIONS
WIDTH

WIDTH

HEIGHT

HEIGHT)(roP)(BorroM) (FRONÐ(REAR)CABIN DOORS

32"
15+"

BAGGAGE DOOR

36å"

41"

38+"

5*"

22"

20+"

1

07851 01

I

Figure 6-4. lnternal Cabin Dimensions (Sheet 'l ot 2)
6-10

Nov 15/00

CESSNA
MODEL 182SSECTION 6
WEIGHT & BALANCE/EQUIPMENT LISTCABIN WIDTH MEASUREMENTS

EAR DOORPOST BULKHEAD
R|NGS (10)

/!'t
t%l

c41t"
*?4"

o42"

x36"

/;,t.i4L",/t';*91"

I
I

I

0 10 20 .|o olo u|o u[lCABIN
STATIONSI
I

I/-*"i-='f 't 'b65.3

(c.G.ARMS)

WIDTH CODE LEGENDo LOWER WINDOW LINEx CABIN FLOOR

07851 020

Figure 6-4. lnternal Cabin Dimensions (Sheet 2 ol2)
Feb 3/97

6-11

SECTION 6
WEIGHT & BALANCE / EQUIPMENT LISTCESSNA
MODEL 182SWEIGHT AND MOMENTTABULATIONITEM DESCRIPTIONSAMPLEAIRPLANE
Weight(lbs.)YOUR
AIRPLANE
MomentMomentWeight(Lb-ins,(lbs.)/1 oo0)(Lb-ins.

/1000)

1. Basic Empty Weight (Use thedata pertaining to yourairplane as it is presently
equipped. lncludes unusable

fuel and full oil)

1925

71.9

528

24.6

(Station 32 to 50)

340

12.6

4. SecondRowPassengers

200

148

to 109; 120 Lbs. Max.)

100

97

To 124;80 Lbs. Max.)

17

17

3110

135.3

-10

-05

3100

134.8

2. Usable Fuel (At 6 Lbs./Gal.)
88 Gallons Maximum
Beduced Fuel
(65 Gallons)

3. HilOl ano Fronl Fassenger
Cargo Replacing Second

Row Seats (Sta. 651o 82)

5. -Baggage Area A (Station 82
6. *Baggage Area B (Station 109
7. *Baooaqe Area C (Station 124
ro 154;ðo los. vai.)
8. RAMPWEIGHTANDMOMENTL Fuel allowance tor enoine
start, taxi and runup

lO.TAKEOFF WEIGHTAND

MOMENT (Subtract Step 9

from Step 8)

Figure 6-5. Sample Loading Problem (Sheet 1 of 2)

6-12

Nov 15/00

CESSNA
MODEL 182SYOUR
AIRPLANESECTION 6
WEIGHT & BALANCE/EQUIPMENT LISTYOUR
AIRPLANEYOUR
AIRPLANE

configurations are representative of youruseful to fill out one or more of the above columns so
are available at a qlance.

Figure 6-5. Sample Loading Problem (Sheet 2 oÍ 2)

Feb 3197

6-13

CESSNA
MODEL 182SSECTION 6
WEIGHT & BALANCE / EQUIPMENT LIST

LOAD MOMENT/1 000 (KILOGRAM-MILLIMETERS)

50 100 150 200 250 300 350 400

0
550

6'500

6

2450
f,

200 fE

8+oo

175 o

¡ 350

150 Y

uJ

125 :EoCI

J-g 300

;

o

250

=

100 uJ

o

75

Q zoo

-r 150

=
o

o

100

50 -J

50

25

oo"

51015202530

LOAD MOMENT/1000 (POUND{NCHES)

NOTE:

Pilot and front
able seatsr to the Loading
limits ofoccupant c.G. range.

0785C1008

Figure 6-6. Loading Graph
6-14

Feb 3/97

CESSNA
MODEL 182SSECTION 6
WEIGHT & BALANCE/EQUIPMENT LISTLOADED AIRPLANE MOMENT/1 OOO(KTLOGRAM-MrLLr METERS)

1350
I 1450

1
1

650

31 00

1400

3000

1

2950

2900

fr

zf

250 o

o
J

327o0

Ë

350
300 Ø

8'ttoo

I
g

I 450

200

2600

g
t-

150 I

g

2500

[rJ

100

2z+oo

f zsoo

z
050 J

ft

À
fr

000

fi 2200
o
zroo
$
J
2000
1

900

1

800

=
IIJ

o
UJ
o
o
J

55 65 75 85 95 105 115 125 135 145
LOADED AIRPLANE MOMENT/1 OOO(POUND-TNCHES)
0785c1 009

Figure 6-7. Center of Gravity Moment Envelope
Feb 3197

6-15

SECTION 6
WEIGHT & BALANCE / EQUIPMENT LISTCESSNA

MODEL 182S

AIRPLANE C.G. LOCATION MTLLIMETERS AFT OF DATUM (STA. 0.0)
10.00 1050 11p0 11þ0 12po 1

31 00

3000

350

29502900300

ó 2800z

6E,

250 CIof

J

R 2700200, 2600

3
t-

T
150 g

T

fr zsoo=u 2400

Lll

100

=
trJ

z

z

t'cÍ. zsoo

050 J

À 2200

000

fL
É.

lrJ

? zroo
9

o
trJ
o
o
J

2000
1

900

1

900 Ht32

34 36 38 40 42 44 46 48 50
AIRPLANE C.G. LOCATION TNoHES AFT OF DATUM (STA. o.o)0785C1010

Figure 6-8. Center of Gravity Limits

6-16

Feb 3/97

CESSNA
MODEL 182SSECTION 6
WEIGHT & BALANCE/EOUIPMENT LISTCOMPREHENSIVE EQUIPMENT LIST
The following figure (Figure 6-9) is a comprehensive list of all Cessna equipment
which is available for the Model 1825 airplane. Th¡s comprehens¡ve equipment
list provides the following information in column form:ln the ITEM NO column, each item is assigned a coded number. The firsttwo digits of the code represent the assignment of the item within the Air
Transport Association Specif¡cation 100 breakdown (1 1 for Paint andPlacards; 24 lot Elecrical Power; 77 for Eng¡ne lnd¡cating, etc...). These

assignments also correspond to the Maintenance Manual chapter
breakdown for the airplane. After the first two dig¡ts (and hyphen), items
receive a unique sequence number (01, 02, 03, etc...). After the sequencenumber (and hyphen), a suffix letter is assigned to identify equipment as arequired item, a standard item or an opt¡onal item. Suffix letters are as
follows:

R = required items or equipment for FAA certification
S = standard equipment ¡tems
O = optional equipment ¡tems replacing required or standard items
A = optional equipment items which are in addition to required or
standard ¡tems

ln the EQUIPMENT LIST DESCRIPTION column, each item is assigned a
descriptive name to help identify its function.
ln the REF DRAWING column, a Cessna drawing number is provided whichcorresponds to the item.
NOTE

lf additionâl equipment is to be instâlled, it must be done in accordancewith the reference drawing, service bullet¡n or a separate FAA approval.

ln the WT LBS and ABM INS columns, information is provided on the weight(in pounds) and arm (in inches) of the equipment ¡tem.
NOTES
Unless otherw¡se indicated, true values (not net change values) for thewe¡ght and arm are shown. Pos¡tive arms are distances att of the airplane
datum; negative arms are distances forward of the datum.

Asterisks (') in the weight and arm column ¡nd¡cale complete assembly
inslallat¡ons. Some major components oi the âssembly are listed on thelines immediately following. The sum of these maior components does notnecessar¡ly equal the complete assembly installation.

Dec 1197

6-17

CESSNA
MODEL 182SSECTION 6
WEIGHT & BALANCE / EOUIPMENT LIST

¡TEM
NO

EQUIPMENT LIST DESCRIPTION
11

1

1-01-S

1 1-02-S

1 1

-03-S

1'l-04-o1

1-05-OREF DRAWING

WT

ARM

LBS

INS.

. PAINT AND PI.ACARDSCORROSION PROOFING, INTERNALPAINT, OVERALL EXTERIOR.OVERALL WHITE-COLORED STRIPE DECALSIFR DAY & NIGHT LIMITATIONS PLACARDIFR DAY & NIGHT LIMITATIONS PLACARD.
BRAZILIAN
IFR DAY & NIGHT LIMITATIONS PLACARD,GERMAN

20.1)704056

19.6'
18.8
0.8

70.0
92.991.5)505087-90.0205085

0.0

135.9
17.3
17.3

0.0

I l.J

1900007-1)65-001 76-2501

8.4-

50 3'
12.4

)65{0179-0100

2.4
o.4
0.9

66.0

0.1

'12.o

I

22. AUÌO FLIGHT
22-01 -S

SINGLE AXIS AUTOPILOT. KAP 140- KC 140 SINGLE AXIS COMPUTER- KS 27.IC ROLL SERVOCABLE ASSY, ROLL ACTUATOR.I4O
CABLE ASSY, KC
AUTOPILOT- KMC 1OO CONFIGURATION MODULE- ANNUNCIATOR
DUAL AXIS AUTOPILOT, KAP 140- KC 140 DUAL AXIS COMPUTER WITH
ELECTRIC ELEVATOR TRIM
- KS-270C PITCH SERVO- KS-270C PITCH TRIM SERVO.
.

22-02-039241 1 0-1

3924104-1
171 -00073-5000
OSEWCA.OI
3900008-1
t65-001 76-5001

2.O

52.O
2.O

16.0

o.4

13.1'

1

37.1',

2.0

12.O

c701 1 45-1
0701 1 46-1

4.2
4.1

171.3
180.8

- KS-2TICROLLSERVO

065-001 79-01 00- CABLE ASSY, ROLLACTUATOR- CABLE ASSY, KC 140 AUTOPILOT

39241 1 0-1

2.4
0.4
1.8

s2.0
66.0
87.3

0.1

12.O

0.4

16.0

152.9

- KMC 1OO CONFIGURATION MODULE. ANNUNCIATOR

3924104-1
071 -00073-5000
CSEWCA.O3

23. COMMUNICATIONS
23-01 -S

23-02-S

STATIC DISCHARGE WICKS. SET OF 1O
NAV/COM #1 INSTALLATION- KX 15sA NAV/COM with GS
KI 2O9A CDI INDICATOR- CI128A VHF COMM ANTENNA #1
HARDWARE AND CABLE ASSEMBLY
NAV/COM #2 INSTALLATION- KX'1554 NAV/COM no GS- Kt 208 CDt |ND|CATOR
CI128A VHF COMM ANTENNA #2
ANTENNA COUPLEBHARDWARE AND CABLE ASSEMBLY
AUDIO/INTERCOM/MARKER BEACON INSTL.
.

23-03-S.
.
.

23-04-S- KMA 26 AUDIO PANEL

1201131-2

0.33900006-1

I t.4

066-01 032-01 01

c.t

066-03056-001 1
39601 1 3-8

1.2
0.5

3921 1 00-1

4.O

76.5

3900006-1
066-01 032-0201
066-03056-0002
39601 t3-93940405-1

8.9-

19.0t

c. I
1.0
0.5

12.4
13.9

o2

12.O

3921 101-1

2.03900006-1

6.5'
lc

29.0
50.2'

066-01 1 55-01 01

12.4
13.9

63.3

oó.ó

14.4

Figure 6-9. Equipment List Description (Sheet 1 of 6)

6-1

I

Nov 15/00

CESSNA
MODEL 182S

ITEM
NO

SECTION 6
WEIGHT & BALANCE/EQUIPMENT LIST

EQUIPMENT LIST DESCRIPTION. MARKER BEACON ANTENNA- HARDWARE AND CABLE ASSEMBLYREF DRAWING

ARM
LBS

INS.

ì9601 93-1

0.8

'I 31

]921 1 08-1

3.9

52.8

)91 0591 -5

10.0
23.2

-33.4

5

24 - ELECTFICAL POWER
ALTERNATOR,28 VOLT, 60 AMP
24-02-R BATTERY, 24 VOLT, 12.75 A.H. MANIFOLD
TYPE
24-O3-O
BATTERY, 24VOLT, HEAVY DUTY
24-04-R POWER JUNCTTON BOX (PRECTStONAIRMOTTVE CORP. MC01-2A) TNCLUDES:- ALTERNATOR CONTROL UNIT
. MASTER CONTACTOR X61-OOO7. STARTER CONTACTOR X61-0012. AMMETERTRANSDUCER
24-05-S
BASIC AVIONICS KIT INSTALLATION- SUPPORT STRAPS INSTALLATION. AVIONICS COOLING FAN INSTL- AVIONICS GROUND INSTALLATIONS. CIRCUIT BREAKER PANEL INSTL- MICROPHONE INSTL- OMNI ANTENNA INSTL. OMNI ANTENNA CABLE ASSY INSTL¿1'V l't

161 4002-01 01a¿+ó\cc2101
270101
ì930400-1
t930417.2
1900006-1

270101-1,-3
ì940406-1
r940358-1
r930299-1
19701 39-2
1960142-8
r9501 62-1

27.2
6.4*

132.1
132.1

-2.s',

0.2
o.7
0.7

-2.5
-¿.c

01
4.3'

-2.O

0.1

10.0
3.0

t.o
0.1

0.2

0.5
0.3

-25

41.O

16,5
18.5
252.1
248.0

25 - EOUIPMENT/FURNISHINGS
25-01 -R

25-02-A
25-03-S

25-04-A
25-05-S
25-06-A
25-07-R
25-08-A
25-09-S¿c- I u-A
25-1 1-S¿c- I ¿-õ25-1 3-S
25-14-S
25-1 5-R

SEAT, PILOT, ADJUSTABLE, CLOTH COVER
SEAT, PILOT, ADJUSTABLE, LEATHR COVER
SEAT, COPILOT, ADJ., CLOTH COVER
SEAT, COPILOT, ADJ., LEATHER COVER
SEAT, REAR, TWO PIECE BACK, CLOTH
COVER
SEAT, REAR, TWO PIECE BACK, LEATHERCOVERSEAT BELT AND SHOULDER HARNESS,INERTIA REEL, PILOT AND COPILOTSEAT BELT AND SHOULDER HARNESS,MANUAL ADJUST., PILOT AND COPILOTSEAT BELT AND SHOULDEH HARNESS,INERTIA REEL, REAH SEATSEAT BELT AND SHOULDER HARNESS,MANUAL ADJUST., REAR SEATSUN VISORS, SET OF 2
BAGGAGE RETAINING NETCARGO TIE DOWN RINGS, SET OF 1OPILOT'S OPERATING CHECKLIST ISTOWEDIN INSTRUMENT PANEL MAP CASE)
PILOT'S OPERATING HANDBOOK AND FAAAPPROVED AIRPLANE FLIGHT MANUAL(STOWED IN PILOT'S SEAT BACK)

l5'14212-3

ts't4212-25
t514212-4
t514212-25

33.8
34.5
33.8

41.5

41.5
41.5
41.5

)71 4065-1

34.5
50.0

t714065-2

51.4

82.O

t714070-1

5.2

Êñ2

,714070-2

4.O

t714070-1

ca

87.8

t714070-2

4.O

87.8

)514166-3
215171-1
211203-1)700765-1

1.2
0.5
0.4
0.3

33.0

t700765-1

82.0

108.0
108.0
15.0
61.5

Figure 6-9. Equipment List Description (Sheet 2 of 6)
Nov 15/00

6-19

CESSNA
MODEL 182SSECTION 6
WEIGHT & BALANCE / EOUIPMENT LIST

]TEM
NO
25-16-S
25-17-S
25-18-R

EQUIPMENT LIST DESCRIPTIONREF DRAWING

WT
LBS

ARM
rNs.

FUEL SAMPLING CUP)2107-1

0.1

143

TOW BAR, NOSE GEAR (STOWED))50101 9-1

1.7

EMERGENCY LOCATOR TRANSMITTER
INSTL

ì940409-1

2.2-

108.0
134.8-- ELTTRANSMITTER

ì000-1 1- ANTENNA AND CABLE ASSY

ì003-451.7
0.4

1940409-1

0-1)501 01 1 -2

5.3-

1421 001 -0201

4.8- HARDWAHE

135.0
133.0
138.0

26 - FIRE PROTECTION
26-01 -S

FIRE EXTINGUISHER INSTALLATION- FIRE EXTINGUISHERMOUNTING CLAMP & HARDWARE.

29.o',
29.0
29.O)421001-0202

27. FLIGHT CONTROLS
27-01-S

DUAL CONTROLS INSTL. RIGHT SEATCONTROL WHEEL. COPILOTRUDDER &BRAKE PEDAL INSTL,
COPILOT.
-)706010- 1)713377-2)760650-3

A+
2.O

4.3

12.9'
26.0
6.8

28. FUEL
28-01-R
28-O2-R

FUEL QUANTITY INDICATORS. LEFT & RIGHT i331 7-3;1 00-00-3
AUXILIARY FUEL PUMP

o.7
1.9

16.0

31 - INDICATING/RECORDING SYSTEM

31-01-S
31 -02-S

31-03-R
31-04-R

CLOCK and OAT INDICATOR INSTALLATION.TEMPERATURE PROBE
FLIGHT HOUR RECORDER
ANNUNCIATOR PANEL AND LIGHTS
STALL WARNING INDICATOR

v8038-2

0.3t

16.7'

.0/28UrB

0.1

49.0

3664503-01 03

rìÂ

17.O

30-44001 - t
171 8007-1

u-5
1.0

15.9
17.5

J741625-12

37.8',

58.6-

c1 63001 -030 1

I-ó

58.9

c1 63030-0303

1.8
8.0

ccc

32. LANDING GEAR
32-0 t -R

WHEEL BRAKE AND TIRE, 6.00 X 6 MAIN
. WHEEL ASSY (EACH). BRAKE ASSY (EACH)- TrRE (EACH). TUBE (EACH)
32-02-R

WHEEL AND TIRE ASSY. 5.OO X 5 NOSE

- WHEELASSY. TIRE. TUBE
32-03-A

WHEEL FAIRING AND INSTALLATION- NOSE WHEEL FAIRING. MAIN WHEEL FAIRINGS. SET OF 2
- BRAKE FAIRINGS, SET OF 2
- MOUNTING PLATE, SETOF2

c262003-O204

c2620234102

1a0540000-2

8.8'

1241156-12
c262003-0202

4.6

c262023-01 01
0741 638-1
0543079-7
0541223-22, -23

58.9
58.9

2.8
1.1

18.3'

44.1',

3.9
10.3

-6.0

0741641-14,-15

1E1241141-1.-2

0.9

58.0
60.0

ou.¿

Figure 6-9. Equipment List Description (Sheet 3 of 6)
6-20

Nov 15/00

CESSNA
MODEL 182S

fTEM

SECTION 6

WEIGHT & BALANCE/EQUIPMENT LIST

EQUIPMENT L¡ST DESCRIPTIONNOREF DRAWING

WT
LBS

ARM

o.2
o.7
0.0

¿t.c

tNs,

33. LIGHTS
33-01 -S

33-02-S
33-03-S
33-04-S

s3-05-s
33-06-S

MAP LIGHT IN CONTROL WHEEL
COURTESY LIGHTS UNDER WING
NAVIGATION LIGHT DETECTORSFLASHING BEACON ON VERTICAL FIN TIP
WING TIP STROBE LIGHT INSTALLATIONLANDING AND TAXI LIGHT INSTALLATION

170601 0-1
170061 s-1

I

1221201-3,-4)701042-50.81501027-6
1221059-7,-8

3.4

61.7
497

253.1
38.7
26.8

34 - NAVIGATION
34-01-R
34-02-S
34-03-R
34-04-O
34-05-S
34-06-R
34-07-S

34-08-S
34-09-S

34-10-A

INDICATOB, AIRSPEED
ALTERNATE STATIC AIR SOURCE
ALTIMETER. SENSITIVE WITH 20 FT.
MARKINGS, INCHES OF MERCURY
ALTIMETER. SENSITIVE WITH 20 FT.
MARKINGS. MILLIBARSBLIND ALTITUDE ENCODER INSTALLATIONCOMPASS INSTL, MAGNETIC
GYRO, TNSTALLATTON (ROS, 37-01 -s)
DIRECTIONAL GYRO INDICATOR. ATTITUDE GYRO INDICATOR- HOSE AND MISC HARDWARE
TURN COORDINATOR INDICATORVERTICAL SPEED INDICATORADF INSTALLATION- KR-87 ADF RECEIVER
Kl227 ADF INDICATOR- ADF ANTENNA. ADF CABLE ASSEMBLY
GPS INSTALLATION- KLN 898 GPS RECEIVER- GPS ANTENNA- GPS CABLE ASSEMBLY
MODE C TRANSPONDEF INSTL.

.

34-1 1-S

34-1 2-S. KT76C TRANSPONDER- TRANSPONDER ANTENNA.

34-13-A

HARDWARE AND CABLE ASSEMBLY
HORIZONTAL SITUATION INDICATOR (NETTNcREASE) (RQS 22-02-O AUTOPTLOT
GYRO SLAVING METER- FLUX DETECTOR INSTL (IN LH WING)- NAVCONVERTER INSTLSLAVED GYRO FOR HSI (IN TAILCONE)- GYRO SYSTEM FOR HSI.
.

s3325-5)70'1028-4)óó¿ö- |

o.2
0.9

33371

0.9

1940408-1
I 21

0.8
0.5

i3330-1

7.62.83679-3)706009-1
s3326-1)706009-1
i3291 -1

0.7

16.2
15.5

I

C.J

15.0
18.0
11 015.2

2.1

14.O

2.7
1.2

4.5

>ôó¿t - |

3.2
o.7

15.3
20.4',
12.4
13.9)922101-1

1.0

22.O

1900006-1

5.5'

18.8-

)66-01148-1111

3.3

19601 94-1

0.6

1900006-1)66-01 072-001 4)66{3063-0000

6,4'

39.6

t9601 92-1

t9281 01 -1

t.o

12.7
43.4
22.0

¡900006-1

5.3'

18.8'

)66-01 1 s6-01 01

3.1]9601 95-1

0.2

t923102-1

2.O

12.7
õÞ.c
21.4

t90001 5

14.O',

95.6')71-012424006

0.3
0.6

16.0
52.6
131.0
136.8
1.9

1940362t940361t930363

5.1

10.6

Figure 6-9. Equipment List Description (Sheet 4 of 6)
Nov 15/00

6-21

CESSNA
MODEL 182SSECTION 6
WEIGHT & BALANCE / EQUIPMENT LIST

ITEM
NO

EOUIPMENT LIST DESCRIPTIONREF DRAWING- STD GYRO SYSTEM REMOVED- KA 209 NAV INDICATOR REMOVED

-13.8

-t.¿
/.o

- WIRING FOH HSI. HSI INDICATOR

LBS

ARM
INS.
4.5
13.9
58.1

)66-03046-0001

3.4

14.1

1706009-1

6.z',
1.9
1.9

-(n

37 - VACUUM
37-01-S

DUAL VACUUM SYSTEM. ENGINE DRIVENVACUUM PUMP, AIRBORNEzllc,o- VACUUM PUMP, AIRBORNE2l2CW- COOLING SHROUD, AIRBORNE2CDH
FILTER INSTALLATION.

.

- VACUUM RELIEFVALVE. MANIFOLD- VACUUM GAUGSAMMETER

E21 lCC-3.4',

2CDH-A

02

-5.0
-5.6

1201075-2

0.3
u.5

2.1

=212CW125

2H3-451H5-25s3280-1

u-c

-3.0

0.6

tc.o

9701127-1

1.8

JE ?

071 1 050-48

5.8
5.8

47.8
47.8

53. FUSELAGE
53-01-SREFUELING STEPS AND HANDLE INSTL

56. WTNDOWS
56-01 -Sco-uz-ù

WINDOW, HINGED RIGHT DOORWINDOW, HINGED LEFT DOOR

0711050-47

6I . PROPELLER
61-01-A
61-02-A
61 -03-R
61 -04-S
61 -0s-s

PROPELLER ASSEMBLY, 2.BLADEMCCAULEY 82D34C235/9ODKB.8
SPINNER INSTALLATION, 2.BLADE
GOVERNOR, PROPELLER
PROPELLER ASSEMBLY. 3-BLADEMCCAULEY 83D36C431 /8OVSA.1
SPINNER INSTALLATION. 3-BLADE-47.4

P2357299-02
4.4

-49.9
-42.5
-47.5

D-7267-2
c161031-01 19
P4317296-01/o.

D-7261-2

4.5

-49.9

2.7
I

71 - POWERPLANT

71{1-R
71-O2-^FILTER, AIR INTAKEWINTER KIT INSTL.

P1 98290

05

-JC,¿

0752733

0.3

-42.0

075061 9-1

400.4'-23.6'

s3305-20.8

t4.c

s3329-4

1.0
1.0
0.8

to.¿
15.0
14.5

72. ENGINES
72-01-R

ENGINE. LYCOMING IO-540 AB1A5
73 - ENGINE FUEL and CONTROL

73-01 -R

EGT and CYLINDER HEAD TEMP INDICATOR

77. ENGINE INDICATING
77-O1-R
77-O2-R

77-03-R

TACHOMETER INSTALLATION, RECORDING
MANIFOLD PRESSURE & FUEL FLOWOIL PRESSURE & TEMPERATURE

s3304-1
s3279-1

INDICATOR

Figure ô-9. Equipment List Description (Sheet 5 of 6)

6-22

Nov 15/00

CESSNA
MODEL 182S

ITEM
NO

sEcTroN 6
WEIGHT & BALANCE/EQUIPMENT LIST

EQUIPMENT LIST DESCRIPTION

BEF DRAWING

WT
LBS

2254003-3 1,-32
2254003-31
2254003-32

16.8'

t06 t0R

c.J)70061 2-1

1.5

AFM
tNs.

78 - EXHAUST
78-01 -R

EXHAUST SYSTEM INSTALLATION- LEFTEXHAUSTSYSTEM- RIGHT EXHAUST SYSTEM

8.4
4.4

79 - OIL
79-01 -ROIL COOLER INSTALLATION, STEWARTWARNER

98-01 -A

AIRCFAFT HOISTING RINGS, SET OF 4
REFUELING STEPS AND HANDLES,SET OF 2
FUDDER PEDAL EXTENSIONS, REMOVABLE,SET OF 2 (INSTALLED ARM SHOWN)
STABILIZER ABRASION BOOTS, SET OF 2
STAINLESS STEEL CONTROL CABLESTAILCONE LIFT HANDLES, SET OF 2
TOW HOOK KIT (INSTALLED ARM SHOWN).TOW HOOK, SCHWEIZER ID-112-15-NYLON RELEASE CHORD. 18 FEET

98 - MISCELLANEOUS
98-02-S

98-03-A
98-04-A
98-05-S
98-06-A
98-07-A)701127-1

1.8)50 1 082-1

2.9)500041 -3

2.7
0.0
'L0

)760007-1
2201 009-1)712643-1

0.6')500228-20.5
0.0)500228-3

LONG

AVIONICS PACKAGE OPTIONS
98-08-R

98-09-A

STANDARD AVIONICS PACKAGE. KX 1554 NAV/COM with GLIDE SLOPE- KX 155A NAV/COM. KLN 89 GPS-VFR. MD 41-230 GPS-NAV SELECTOR- KMA 26 AUDIO/INTERCOM/MARKER
BEACON INSTALLATION. KT 76C MODE C TRANSPONDER. KAP 140 SINGLE AXIS AUTOPILOT. BASIC AVIONICS KIT INSTLOPTIONAL NAV IAVIONICS PACKAGE(STANDARD AVIONICS PACKAGE PLUS THE
FOLLOWINGJ (NET CHANGE)- KLN 898 GPS-|FR (EXCHANGE)- GPS-NAV SELECTOR, ANNUNCIATOR(EXCHANGE). KR 87 ADF SYSTEM- KAP .I40 TWO AXIS AUTOPILOT WITH
ELECTRIC TRIM {EXCHANGE)

ñR Ar

)t 1,

¡900006- 1

11.4

37.3

1900006-1
1900006-1

tt9

19.0
18.8

3.6

4 10

4.5
8.4
4.3

15.2

11.1-

135.5'

r900006-1
í1D41-228

0.0

18.8

t6641072-0014

6.4

20.4

1

'9304041930404-1
1900007-1

Ì900006-1

1900008-1

Figure 6-9. Equipment List Description (Sheet 6 of 6)

Nov 15/00

6-231(6-24 blank)

CESSNAMODEL 182SSECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONSECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONTABLE OF CONTENTS
Page

lntroduction
Airframe
Flight Controls
Trim Systemlnstrument Panel
Pilot Side Panel Layout . . . .
Center Panel Layout . . . .
Copilot Side Panel Layout
Center Pedestal Layout
Ground Control
Wing Flap System
Landing Gear System
Baggage Compailment ...
Seatslntegraled Seat BelVShoulder Harness
Entrance Doors And Cabin Windows

ControlLocks
EngineEngine Controls
Engine lnstruments
New Engine Break-ln And Operation
Engine Lubrication Systemlgnition And Starter System
Air lnduction
ExhaustCooling

SystemSystemSystemNov 15/00

7-5
7-5
7-6
7-6
7-6
7-9
7-9
7-12
7-12
7-12

7-13
7-14
7-14

7-14

7-15
7-171
7-18
7-1

sl

7-19
7-19

7-211
7-22
7-22

7-23
7-23
7-23

7-1

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA
MODEL 182STABLE OF CONTENTS (Continued)
Page

Propeller
FuelSystem
Fuel Distribution
Fuel lndicating System

7-24

7-25
7-25
7-27

Auxiliary Fuel Pump Operation

FuelVenting
Fuel Selector Valve
Fuel Drain Valves
BrakeSystem
Electricalsystem
Annunciator Panel .
Master Switch
Avionics Master Switch
Ammeter.:....

Low Voltage Annunciation
Circuit Breakers And Fuses
Ground Service Plug Receptacle
Lighting Systems
Exterior Lighting
lnterior Lighting
Cabin Heating, Ventilating And Defrosting System
Pitot-Static System And lnstruments
Airspeed lndicator
Vertical Speed lndicator
Altimeter

l,-,

7-28
7-28
7-28
7-29
7-32
7-32

7'33
7-34
7-35
7-35
7-36

7-36
7-37

7-38
7-38
7-38
7-40
7-42

7-43
7-43
7-44

Nov 15/00

CESSNA
MODEL 182SSECTION 7
AIRPI.ANE & SYSTEMS DESCRIPTIONTABLE OF CONTENTS (Continued)
Page
Vacuum System And lnstruments
Attitude lndicator
Directional lndicator
Vacuum Gauge
Low Vacuum Annunciation
Clock/O.A.T. lndicator
StallWarning System
Standard Avionics
Avionics Support Equipment
Avionics Cooling Fan
Microphone And Headset lnstallations
Static Dischargers
Cabin Features
Emergency Locator Transm itter
Cabin Fire Extinguisher

Nov 15/00

7-44
7-44
7-44

7-461
7-46
7-471
7-47

7-48
7-49
7-45
7-49
7-50
7-50
7-50
7-51

7-3/(7-4 blank)

CESSNAMODEL 182SSECTION 7

AIRPLANE & SYSTEMS DESCRIPTIONINTRODUCTION

This

and its
may noSectionsentheration of the airplaneherein is optional andr to the Supplements,and equipment.

AIRFRAME
The airplane is an all metal, four-place, high-wing, single-enginel
airplane equipped with tricycle landing gear and is designed forgeneral utility purposes.

The construction of the fuselage is a conventional formed sheet

metal bulkhead, stringer, and skin design referred to as

The externally braced wings, containing integral fuel tanks, areconstructed of a front and rear spar with formed sheet metal ribs,

The empennage (tail assembly) consists of a conventionalvertical stabilizer, rudder, horizontal stabilizer, and elevator. The
vertical stabilizer consists of a forward and aft spar, formed sheet
metal ribs and reinforcements, four skin panels, formed leadingedge skins and a dorsalfin.

The rudder is constructed of a forward and aft spar, formed sheet
metal ribs and reinforcements, and a wrap-around skin panel. The
top of the rudder incorporates a leading edge extension whichcontains a balance weight.

Nov 15/00

7-5

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA
MODEL 182S

FLIGHT CONTROLSThe airplane's flight control system (Refer to Figure 7-1) consistsof conventional aileron, rudder, and elevator control surfaces. The
operated through mechanical linkage

the ailerons and elevator, anddder. The elevator control system iswhich proiide improved stáoitity inflight.
TRIM SYSTEMS

rotation will trim nose-up.

INSTRUMENT PANEL
The instrument panel (Refer to Figure 7-2) is of all-metal

construction, and is designed in segments to allow related groups of
instruments, switches and controls to be removed without removing
the entire panel. For specific details concerning the instruments,
switches, circuit breakers, and controls on the instrument panel,refer to related topics in this section.

7-6

Nov 15/00

CESSNA
MODEL 182SSECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONAILEHON CONTROL SYSTEMRUDDER AND RUDDER TRIMCONTROL SYSTEMS

07851 01 7
07851 023

Figure 7-1. Flight Control and Trim Systems (Sheet 1 oÍ 2)
Feb

3/97

7-7

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA
MODEL 182S

ELEVATOR CONTROL SYSTEMELEVATOR TRIMCONTROL SYSTEM

g33l3l?
Figure 7-1. Flight Control and Trim Systems (Sheet 2 of 2)

7-8

Feb 3/97

CESSNA
MODEL 182SSECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONP¡LOT SIDE PANEL LAYOUT

Flight instruments are contained in a single panel located in frontof the pilot. These instruments are designed around the basic "T"
configuration. The gyros are located immediately in front of the pilot,
and arranged veftically over the control column. The airspeed
indicator and altimeter are located to the left and right of the gyros,respectively. The remainder of the flight instruments are clusteredaround the basic "T".

To the right of the flight instruments is a sub panel whichcontains engine tachometer and various navigational instruments.
To the left of the flight instruments is a sub panel which contains afuel quantity indicator, an oil temperature/oil pressure indicator, alvacuum gauge/ammeter, an EGT/CHT indicator, a cloct</OATI
indicator and manifold pressure gauge/fuelflow indicator.

I

Below the engine and flight instruments are the circuit breakers
and switches used throughout the airplane. MASTER, AVIONICSIMASTER, the ignition switches and lighting controls are located inl
this area of the panel.
CENTER PANEL LAYOUT

The center panel contains various avionics equipment arranged
in a vertical rack. This arrangement allows each component to be
removed without having to access the backside of the panel. Below
the panel are the throttle, prop RPM, mixture, alternate static air.

A multi-function annunciator is located above the radio stack andprovides caut¡on and warning messages for fuel quantity, oilpressure, low vacuum and low voltage situations.

Nov 15/00

7-9

CESSNA
MODEL 182SSECTION 7
AIRPLANE & SYSTEMS DESCRIPTION

57

911

13

17 18 19 20 Zt

31

28 27 >6 25 43 24

32
40
41

Figure 7-2. lnstrument Panel (Sheet 1 of 2)

7-10

Feb 3/97

CESSNA
MODEL 182SSECTION 7

AIRPLANE & SYSTEMS DESCRIPTION

1. Oil Temperature and Oil
Pressure lndicator a
2. Vacuum Gauge/Ammeter ?f
3. Fuel Quantity lndicators 1f
4. EGT/CHT lndicator 1l
5. Digital CIocUOAT lndicator Al
6. Turn Coordinator
7. Airspeed lndicator
8. Directional Gyro
9. Attitude lndicator

23. Hour Meter

10. Tachometer

32. Glareshield and Pedestal

1'1. Vertical Speed lndicator

12. Altimeter
13. Annunciator Panel
14. ADF Bearing lndicator

33. Fuel Selector
34. Elevator Trim and lndicator
35. Avionics Master Switch
36. Gircuit Breakers and15. Course Deviation and

37. Master Switch

16. Audio Control Panel
17. GPS Receiver

38. Ignition Switch
39. Avionics Circuit Breaker

18. Nav/Com Radio #1 1f
19. Nav/ComRadio#2 1f
20. ADF Receiver

40. Propeller Control
41. RudderTrim
42. Cowl Flap Control îf
43. DefrostControl
44. Manifold PressureÆuel Flow

Glide Slope Indicators

2'1. Transponder

22. ELT Remote Test Button

24. Glove Box
25. Gabin Heat Control
26, Cabin Air Control
27. Flap Switch and lndicator
28. Mixture Control
29. Alternate Static Air Control
30. Throttle Gontrol
31. Radio and Panel Dimming
ControlDimming Control

Switch/Breakers

Panellndicator

Figure 7-2. lnstrument Panel (Sheet 2 of 2)

Nov 15/00

7-11

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA
MODEL 182S

COPILOT SIDE PANEL LAYOUT

The copilot sub panel contains the hour meter, ELT switch, androom for expansion of indicators and other avionics equipment.
Below this sub panel are the glove box, cabin heat, defroster andcabin air controls, and wing flap lever.
CENTER PEDESTAL LAYOUT

The center pedestal, located below the center panel, contains theelevator and rudder trim control wheels and position indicators, andprovides a bracket for the microphone. The fuel selector valve

handle is located at the base of the pedestal. A parking brakehandle is mounted below the switch and control panel in front of thepilot.

GROUND CONTROL
Effective ground control while taxiing is accomplished throughnose wheel steering by using the rudder pedals; left rudder pedal tosteer left and right rudder pedal to steer right. When a rudder pedal
is depressed, a spring loaded steering bungee (which is connectedto the nose gear and to the rudder bars) will turn the nose wheel
through an arc of approximately 11' each side of center. By
applying either left or right brake, the degree of turn may be
increased up to 29" each side of center.

Moving the airplane by hand ís most easily accomplished byattaching a tow bar to the nose gear strut. lf a tow bar is notavailable, or pushing is required, use the wing struts as push points.
Do not use the vertical or horizontal surfaces to move the airplane. lf
the airplane is to be towed by vehicle, never turn the nose wheel
more than 29" either side of center or structural damage to thenose gear could result.

The minimum turning radius of the airplane, using differential
braking and nose wheel steering during taxi, is approximately 27
feet. To obtain a minimum radius turn during ground handling, theairplane may be rotated around either main landing gear bypressing down on a tailcone bulkhead just forward of the horizontal
stabilizer to raise the nose wheel otf the ground. Care should be
exercised to ensure that pressure is exerted only on the bulkheadarea and not on skin between the bulkheads.

7-12

Feb 3/97

CESSNA
MODEL 182SSECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONWING FLAP SYSTEM

Figure 7-3. Wing Flap System

Nov 15/00

7-13

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA
MODEL 182S

LAND¡NG GEAR SYSTEM
The landing gear is of the tricycle type, with a steerable nose
wheel and two main wheels. Wheel fairings are optional for both themain and nose wheels. Shock absorption is provided by the tubular_spring steel main landing gear struts and the airloil nose gear shock

lstrut. Each main gear wheel is equipped with a hydraulicallyactuated disc type brake on the inboard side of each wheel.

BAGGAGE COMPARTMENT
The baggage compartment consists of the area from the back of
the rear passenger seats to the att cabin bulkhead. Access to thebaggage compartment is gained through a lockable baggage dooron the left side of the airplane, or from within the airplane cabin. A
baggage net with tiedown straps is provided for securing baggage
and is aüached by tying the straps to tiedown rings provided in the
airplane. For baggage area and door dimensions, refer to Section 6.

SEATS
The seating arrangement consists of two vertically adjusting crewseats for the pilot and front seat passenger, and an infinitely
adjustable split back bench seat for rear seat passengers.

Seats used for the pilot and front seat passenger are adjustable
fore and aft, and up and down. Additionally, the angle of the seatback is infinitely adjustable.

I

Fore and aft adjustment is made using the handle located below

Ithe center of the seat frame. To position the seat, lift the handle,

slide the seat into position, release the handle and check that theseat is locked in place. To adjust the height of the seat, rotate thelarge crank under the right hand corner of the seat until a

comfoilable height is obtained. To adjust the seat back angle, pullup on the release button, located in center front of seat, just under
the seat bottom, position the seat back to the desired angle, andrelease the button. When the seat is not occupied, the seat back willautomatically fold forward whenever the release button is pulled up.

7-14

Nov 15/00

CESSNA
MODEL 182SSECTION 7
AIRPLANE & SYSTEMS DESCRIPTION

The rear passenger seat consists of a fixed, one-piece seatlbottom and an infinitely-adjustable splít back. Seat back controls arel
located beneath each seat bottom and provide adjustment for eachseat back. To adjust the seat back, raise the lever, position the seatback to the desired angle, release the lever and check that the backis locked in place.

Headrests are installed on both the front and rear seats. To
adjust the headrest, apply enough pressure to it to raise or lower itto the desired level.

INTEGRATED SEAT BELT/SHOULDER HARNESSAll seat positions are equipped with integrated seatbelts/shoulder harness assemblies (Refer to Figure 7-4).The design
incorporates an overhead iner.tia reel for the shoulder portion, and aretractor assembly for the lap portion of the belt. This design allows
for complete freedom of movement of the upper torso area whileproviding restraint in the lap belt area. ln the event of a sudden
deceleration, reels lock up to provide positive restraint for the user.
ln the front seats, the inertia reels are located on the centerline of
the upper cabin area. ln the rear seats, the inertia reels are locatedoutboard of each passenger in the upper cabin.

To use the integrated seat belVshoulder harness, grasp the linkwith one hand, and, in a single motion, extend the assembly andinsert into the buckle. PosÍive locking has occurred wh-en al
distinctive "snap" sound is heard.

Proper locking of the lap belt can be verified by ensuring that thebelts are allowed to retract into the retractors and the lap belt issnug and low on the waist as worn normally during flight. No morethan one additional inch of belt should be able to be pulled out of
the retractor once the lap belt is in place on the occupant. lf morethan one additional inch of belt can be pulled out of the retractor,
the occupant is too small for the installed restraint system and theseat should not be occupied until the occuparit is propergl
restrained.

Removal is accomplished by lifting the release mechanism on,
the buckle or by pressing the release button on the buckle andlpulling out and up on the harness. Spring tension on the inertia reelwill automatically stow the harness.

Nov 15/00

7-15

CESSNA
MODEL 182SSECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONSTANDARD INTEGRATED SEATBELT/SHOULDER HARNESS WITH
INTERTIA REELVERTICAL(HETGHT)ADJUSTMENTCRANKSEAT BACKANGLE
BUTTONFORE AND AFT
ADJUSTMENTLEVERAILABLE MANUAL
ADJUSTMENTPRESS TOBUCKLE(NON ADJUSTABLE)-!Z

Ëi"iB=r-"N)\î
PUSH BUTTONRELEASE\i't

LIFT TORELEASE(LATCH)<<1

051 4T1 004

Figure 7-4. Crew Seats, Seat Belts and Shoulder Harnesses

7-16

Nov 15/00

CESSNA
MODEL 182S

sEcTtoN 7
AIRPI.ANE & SYSTEMS DESCRIPTION

A manually adustable seat belVshoulder harness assembly

available for all seats.

To use the manually adjustable seat belUshoulder harness
fasten and adjust the seat belVshoulder harness first. Lengthen
seat belt as required by pulling on the release strap on the belt

Snap the connecting link firmly into the buckle, then adjust
length. A properly adjusted harness will permit the occupant to le¡forward enough to sit erect, but prevent excessive forwa
movement and contact with objects during sudden deceleration.
Also, the pilot must have the freedom to reach all controls easily.

Disconnecting the manually adjustable seat belVshoulder
harness is accomplished by pushing the button on the buckle torelease the connecting link.

ENTRANCE DOORS AND CABIN WINDOWS. .Entry to, and exit from the airplane is accomplished througheither óf two entry doors, one on edch side of the cäbin at the fro-nt

seat positions (refer to Section 6 for cabin and cabin door
dimensions). The doors incorporate a recessed exterior doorfa¡dle, a conventional interior door handle, a key operated door
lock (left door only), a door stop mechanism, and oþenable windows
in both the left and right doors.
NOTE

The door latch design on this model requires that theoutside door handle on the pilot and front passenger doors

be extended out whenever the doors are opeh. Whenclosing the door, do not attempt to push the door handle inuntil the door is fully shut.

To open the doors from outside the airplane, utilize the recessed
door handle near the aft edge of either door by grasping the forward
edge of the handle and pulling outboard. To close oi op-en the doors
from inside the airplane, use the combination door handle and arm
rest. The inside door handle has three positions and a placard at its
base which reads OPEN, CLOSE, and LOCK. The handle is springloaded to the CLOSE (up) position. When the door has been pulled
9!u! and latched, lock it by rotating the door handle forward fo the
LOCK position (flush with the arm iest). When the handle is rotatedto the LOCK position, an over center action will hold it in that
position. Both cabin doors should be locked prior to flight, andshould not be opened intentionally during flight.

Nov 15/00

7-'17

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA

MODEL 182S

NOTE

Exit from the airplane is accomplished by rotating the door
handle from the LOCK position, past the CLOSE position, aft to the
OPEN position and pushing the door open. To lock the airplane,lock the right cabin door with the inside handle, close the left cabindoor, and using the ignition key, lock the door.

The left and right cabin doors are equipped with openablewindows which are held in the closed position by a detent equipped-latch on the lower edge of the window frame. To open the windows,
lrotate the latch upwãrd. Each window is equippéO w¡tn a springloaded retaining arm which will help rotate the window outward, andhold it there. lf required, either window may be opened at any
speed up to 175 KIAS. The rear side windows and rear windows areof the fixed type and cannot be opened.

CONTROL LOCKS
A control lock is provided to lock the aileron and elevator control
surfaces to prevent damage to these systems by wind buffeting
while the airplane is parked. The lock consists of a shaped steel rod
and flag. The flag identifies the control lock and cautions about its
removal before starting the engine. To install the control lock, alignthe hole in the lop of the pilot's control wheel shaft with the hole in
the top of the shaft collar on the instrument panel and insert the rod
into the aligned holes. lnstallation of the lock wíll secure the ailerons
in a neutral position and the elevators in a slightly trailing edge
down position. Proper installation of the lock will place the flag overthe ignition switch. ln areas where high or gusty winds occur, acontrol suface lock should be installed over the vertical stabilizer
and rudder. The control lock and any other type of locking device
should be removed prior to starting the engine.

7-18

Nov 15/00

CESSNA
MODEL 182SSECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONENGINEThe airplane is powered by a horizontally opposed, six cylinder,
overhead valve, air cooled, fuel injected engine with a wet sumplubrication system. The engine is a Lycoming Model |O-540-AB1A5
and is rated at 230 horsepower at 2400 RPM. Major accessories
include a starter and belt driven alternator mounted on the front of
the engine, and dual magnetos, dual vacuum pumps, and a full flow
oil filter mounted on the rear of the engine accessory case.
ENGINE CONTROLSEngine manifold pressure is controlled by a throttle located on
the switch and control panel. The throttle is open in the forward

position and closed in the full aft position. A friction lock, which is around knurled knob, is located at the base of the throttle and is-operated by rotating the lock clockwise to increase friction o{counterclockwise to decrease it.

Engine speed is controlled by the propeller control. This system
is described under "Propeller" in this section.

The mixture control, mounted near the propeller control, is a red
knob with raised poinis around the circumference and is equippedwith a lock button in the end of the knob. The rich position is full
fonrvard, and full aft is the idle cutoff position. For small adjustments,
the control may be moved forward by rotating the knob clockwise,
and aft by rotating the knob counterclockwise. For rapid or large
adjustments, the knob may be moved forward or aft by depressing
the lock button in the end of the control, and then positioning thecontrol as desired.
ENGINE INSTRUMENTS

Engine operation is monitored by the following instruments: oilpressure indicator, oil temperature indicator, tachometer, cylinderl
head temperature indicator (CHT), exhaust gas temperaturel
indicator (EGT), and manifold pressure gauge and fuel flowl
indicator.

The oil pressure/oil temperature indicator unit is located on thellower left side of the instrument panel. Markings for the pressurel
gauge indicate a minimum idling pressure of 20 PSI (red line), a
normal operating range of 50 to 90 PSI (green arc), and amaximum pressure of 115 PSI (red line). Markings for the oiltemperature gauge indicated a normal operating range of 100 to
245"F (green arc), and a maximum temperature of 245"F (red line).

Nov 15/00

7-19

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION

Oil

are

CESSNA
MODEL 182S

apressure
generated frompressure signals
line/transducer combination. An oil pressure line is routed from theupper front of the engine case to the rear engine baffle. At the
Oâfie, the oil pressure line is connected to a transducer. Thistransducer produces an electrical signal which translates into apressure reading at the instrument panel gauge.

Oil temperature signals are generated from a resistance{ypeprobe located in the accessory case. As oil temperature changes,
ihe probe resistance changes. This resistance is translated into oiltemperature readings on the cockpit indicator.

the OIL PRESS light extinguishes.
NOTE

The low oil pressure switch is also wired into the Hobbs(hour) meter. When pressure exceeds 20 PSl, a ground is
supplied to the hour meter, completing the hour metercircuit.

I

left side of the instrument
originating in the engine
as temperature portion of
no range markings or redlines. Marking for the cylinder head temperature portion of thelindicator are in 5O'F increments, with numbers at 200'F, 300'F,
Normal operating temperatures (green arc) for-+OO'F and 500'F.
Itne cHt indicator are 200'F td soo"f, with ied line at 500'F.

I

7-20

Nov 15/00

CESSNA
MODEL 182SSECTION 7

AIRPLANE & SYSTEMS DESCRIPTION

CHT signals are generated from a thermistor probe screwed into_
the cylinder head of the number 1 (right hand fori¡vard) cylinder. Thel
resistance of the probe changes in proportion to the temperature,and is registered on the indicator as a change in temperature.

The engine-driven mechanical tachometer is located on the rightl
side of the pilot's instrument panel. The instrument is marked inincrements of 100 RPM, and indicates both engine and propeller
speed. An hour meter in the lower section of the dial records
elapsed engine time in hours and tenths. lnstrument markings
include the normal operating range (green arc) of 2000 lo 24OO
RPM, and a maximum (red line) of 2400 RPM.

The manifold pressure gauge is part of the manifold pressuregauge/fuel flow indicator located on the left side of the pilot'sl
instrument panel. The gauge is direct reading and indicates
induction air manifold pressure in inches of mercury. lt has a normal
operating range (green arc) of 15 to 23 ln. Hg. The fuel flow.
indicator is a fuel pressure indicator calibrated in flow rate. The fuellpressure is taken at the flow divider valve by a pressure transducer.
The pressure transducer receives a constant voltage from theindicator and returns a variable voltage depending on the pressure,as pressure increases, voltage increases. The indicator is marked
in gallons per hour and has a green arc from 0 to 15 gal./hr. Thereis no red line or maximum fuelflow (pressure) limitation. There may
be some atmospheric conditions that would result in fuel flow rates
that exceed the maximum marked value on the indicator (i.e., very
low density altitude and full throttle). lf the indicator is pegged out
because of these conditions, the indicator will not be damaged, andwill return to operating range when the throttle is retarded to cruise
power settings.
NEW ENGTNE BREAK-|N AND

OPERAT|ONI

The engine underwent a run in at the factory and is ready for thefull range of use. lt is, however, suggested that cruising be

accomplished a|75"/" power as much as practicable until a total of
50 hours has accumulated or oil consumption has stabilized. This
will ensure proper seating of the rings.

Nov 15/00

7-21

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA

MODEL 182S

ENGINE LUBRICATION SYSTEM

The engine utilizes a full-pressure, wet sump-type lubrication
system with aviation grade oil as the lubricant. The capacity of theengine sump (located on the bottom of the engine) is nine quarts(one additional quart is contained in the engine oil filter). Oil isdrawn from the sump through a filter screen on the end of a pickup
tube to the engine-driven oil pump. Oil from the pump passes
through a full-flow oil filter, a pressure relief valve at the rear of theright oil gallery, and a thermostatically controlled remote oil cooler.
Oil from the remote cooler is then circulated to the left oil gallery

and propeller governor. The engine parts are then lubricated by oilfrom the galleries. After lubricating the engine, the oil returns to thesump by gravity. The filter adapter in the full flow filter is equippedwith a bypass valve which will cause lubricating oil to bypass thefilter in the event the filter becomes plugged, or the oil temperature
is extremely cold.

An oil dipstick/filler tube is located on the upper left side of theengine case. The dipstick and oil filler tube are accessed through adoor located on the left center portion of the upper engine cowling.

The engine should not be operated on less than four quarts of oil.
To minimize loss of oil through the breather, fill to eight quarts fornormal flights of less than three hours. For extended flight, fill tonine quarts (dipstick indication only). For engine oil grade andspecifications, refer to Section 8 of this handbook.
IGNITION AND STARTER SYSTEM

Engine ignition is provided by two engine driven magnetos, andtwo spark plugs in each cylinder. The right magneto fires the lower
right and upper left spark plugs, and the left magneto fires the lower-left and upper right spark plugs. Normal operation is conducted withlboth magnetos due to the more complete burning of the fuel/air
mixture with dual ignition.

7-22

Nov 15/00

CESSNA
MODEL 182SSECTION 7
AIRPLANE & SYSTEMS DESCRIPTION

AIR INDUCTION SYSTEM

lower cowl area. An open alternate air door will result in an

approximate 107o power loss at full throtile. After passing throughthe air box, induction air enters a fuel/air control unit ùnder tñe
engine, and is then ducted to the engine cylinders through intake
manifold tubes.

EXHAUST SYSTEM

Exhaust gas from each cylinder passes through riser assemblies

to a muffler and tailpipe. Outside air is pulled ln around shrouds
which are constructed around the outsidè of the mufflers to form
heating chambers which supply heat to the cabin.

COOLING SYSTEM

Feb 3/97

7-23

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA
MODEL 182S

The pedestal is labeled OPEN, COWL FLAPS, CLOSED. Before

tions require them to be adjusted to keep the cylinder head temperature at approximately two-thirds of the normal operating range(green arc). During extended let-downs, it may be necessary to
lcompletely close the cowl flaps by pushing the cowl flap control
down to the CLOSED position.

A winterization kit is available for the airplane. Details of this kit
are presented in Section 9, Supplements.

PROPELLER
The airplane has an all-metal, three-bladed, constant-speed,
lgovernor-regulated propeller. A two-bladed propeller is alsoavailable. A setting introduced into the governor with the propeller
control establishes the propeller speed, and thus the engine speed
to be maintained. The governor then controls flow of engine oil,boosted to high pressure by the governing pump, to or from a piston
in the propeller hub. Oil pressure acting on the piston twists theIblades toward high pitch (low RPM). When oil pressure to the piston

in the propeller hub is relieved, centrifugal force, assisted by aninternal spring, twists the blades toward low pitch (high RPM).

A control knob on the center area of the switch and control panel
is used to set the propeller and control engine RPM as desired forvarious flight conditions. The knob is labeled PROPELLER, PUSH
INCR RPM. When the control knob is pushed in, blade pitch will
decrease, giving a higher RPM. When the control knob is pulled out,

the blade pitch increases, thereby decreasing RPM. The propeller
control knob is equipped with a vernier feature which allows slow orfine RPM adjustments by rotating the knob clockwise to increase
RPM, and counterclockwise to decrease it. To make rapid or large
adjustments, depress the button on the end of the control knob andreposition the control as desired.

7-24

Nov 15/00

CESSNA
MODEL 182SSECTION 7

AIRPLANE & SYSTEMS DESCRIPTIONFUEL SYSTEM
The airplane fuel7-6) consists of two ventedng), a four-position selector
engine-driven fuel pump, a
diétribut¡on valve and'fuelintegral fuel tanks (yalygr fuel strainer,
fuel/air control unit,
injection nozzles.

¡L wnnnrne
UNUSABLE FUEL LEVELS FOR THIS AIRPLANE

WERE DETERMINED IN ACCORDANCE WITH
FEDERAL AVIATION REGULATIONS. FAILURE
TO OPERATE THE AIRPLANE IN COMPLIANCE
WITH FUEL LIMITATIONS SPECIFIED IN
SECTION 2 MAY FURTHER REDUCE THE
AMOUNT OF FUEL AVA¡LABLE tN FLIGHT.

FUEL

TANKS

FUEL LEVEL TOTALTOTALTOTAL USABLE(QUANT|TY FUEL UNUSABLE
ALL FLIGHT
EACH TANK)CONDITIONS

TwoFull (46.0)

92.O

4.O

88.0

Two

Reduced(34.5)

69.0

4.O

65.0

Figure 7-5. FuelQuantity Data in U.S. Gallons
FUEL DISTRIBUTION

Feb 3197

7-25

CESSNASECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONVENTEDFILLER

MODEL 182S

FU EL QUANTITY I NDICATORSFUELOUANTITY
TRANSMITTER

VENTEDFUELCAPQUANTITY
TRANSMITTERCAPACITY\CAPACITY
STANDPIPE

STANDPIPE
LEFT
FUEL

RIGHT
FUEL
TANK

TANK
VENT
WITH
CHECK
VALVE

DRAIN
VALVE
(5 TOTAL)

VALVE(5 TOTAL)

VENT
WITH

CHECK
VALVE

FUEL SELECTORVALVE DRAIN PLUG
FUEL

FUEL
STRAINERDRAINFUEL PUMPSWITCHAUXILIARY
FUEL
PUMP

THROTTLE
CONTROL

ENGINEDRIVENFUEL PUMPCODE
FUEL SUPPLY

\.

VENT
MECHANICAL
LINKAGEì-ELECTRICALCONNECTIONTOENGINEMIXTUREo

CoNTROL

0785C1 007

Figure 7-6. Fuel System Schematic

7-26

Dec 1197

CESSNA
MODEL 182SSECTION 7

AIRPLANE & SYSTEMS DESCRIPTIONFUEL INDICATING SYSTEM

ln addition to low fuel annunciation, the warning circuitry isdesigned to report failures with each transmitter causéd by shórts,opens or transmitter resistance which increases over time. lf thecircuitry detects any one of these conditions, the fuel level indicatorneedle will go to the OFF position (below the O mark on the fuelgauge), and the amber annunciator will illuminate. lf the left tankltransmitter has failed, the message will read L LOW FUEL. lf thelght tank transmitter has failed, tñe message will read LOW FUEL
R. lf both tanks transmitters have failed, tñe message will read L
LOW FUEL R.

Nov 15/00

7-27

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA
MODEL 182S

Fuel pressure is measured by use of a transducer mounted near

the fuel manifold. This transducer produces an electrical signal
which is translated in the cockpit-mounted indicator as gallons-perhour. Normal operating (green arc) range is from 0 to 15 gallonsper-hour.

AUXILIARY FUEL PUMP OPERATION
The auxiliary fuel pump is used primarily for priming the engine

starting. Priming is accomplished through the regularion system. lf the auxiliary fuel pump switch is accidentallyd in the ON position for prolonged periods (with master switch
d on and mixture rich) with the engine stopped, the intake
will be flooded.

The auxiliary fuel pump is also used for vapor suppression in hot
ather. Normally, momentary use will be sutficient for vapor; however, continuous operation is permissible ¡frequired. Turning on the auxiliary fuel pump with a normallyoperating engine pump will result in only a very minor enrichment of
mixture.

It is not necessary to have the auxiliary fuel pump operating
Íng normal takeotf and landing, since gravity and the engine-/en pump will supply adequate fuel flow to the fuel injector unit.
the event of failure of the engine-driven fuel pump, use of thefuel pump will provide sufficient fuel to maintain flight at
rcontinuous power.
FUEL VENTING
Fuel system venting is essential to system operation. Blockage ofthe venting system will result in decreasing fuel flow and eventual
engine stoppage. Venting is accomplished by an interconnecting
line from the right fuel Ìank to the left fuel tank, and check valve
equipped overboard vents in each tank. The overboard vents
protrude from the bottom surfaces of the wings behind the wing
struts, slightly below the upper attach points of the struts. The fuelfiller caps are vacuum vented; the vents will open and allow air toenter the fuel tanks in case the overboard vents become blocked.
FUEL SELECTOR VALVE

The fuel selector valve should be in the BOTH position for
takeoff, climb, landing, and maneuvers that involve prolonged slips
or skids of more than 30 seconds. Operation from either LEFT or
RIGHT tank is reserued for cruising flight.

7-28

June 13/97

CESSNA
MODEL 182SSECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONNOTEWhen the fuel selector valve handle is in the BOTH positionin cruising flight, unequal fuel flow from each tank may

occur if the wings are not maintained exactly level.
Resulting wing heaviness can be alleviated gradually byturning the selector valve handle to the tank in the "heavy"
wing.
NOTE

It is not practical to measure the time required to consume

all of the fuel in one tank, and, after switching to the

opposite tank, expect an equal duration from the remaining
fuel. The airspace in both fuel tanks is interconnected by avent line and, therefore, some sloshing of fuel between
tanks can be expected when the tanks are nearly full andthe wings are not level.
NOTE
Unusable fuel is at a minimum due to the design of the fuelsystem. However, with 1/4 tank or less, prolonged

uncoordinated flight such as slips or skids can uncover thefuel tank outlets causing fuel starvation and engine
stoppage. Therefore, with low fuel reserves, do not allow
the airplane to remain in uncoordinated flight for periods inexcess of one minute.
FUEL DRAIN VALVES

The fuel system is equipped with drain valves to provide a means

for the examination of fuel in the system for contamination andgrade. The system should be examined before each flight and after
each refueling, by using the sampler cup provided to drain fuel fromeach wing tank sump, the fuel reservoir sump, the fuel selector

drain and the fuel strainer sump. lf any evidence of fuelcontamination is found, it must be eliminated in accordance with thePreflight lnspection checklist and the discussion in Section I of thispublication. lf takeoff weight limitations for the next flight permit, thefuel tanks should be filled after each flight to prevent condensation.

June 13/97

7-2s ICESSNA
MODEL 182SSECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONLOW VOLT
FIELD

I enou¡¡o
.

SENSE

I

¡ PoWER lN
ALT INPUT

1r

i\
.

STARTERI REB++EXTERNAL
POWER\
TO ALT FLD
CIRCUIT
BREAKER
0s85C2001

Figure 7-7. Electrical Schematic (Sheet 1 ol2l

7-30

Nov 15/00

CESSNA
MODEL 182SSECTION 7

AIRPI.ANE & SYSTEMS DESCRIPTION

TO HSI & GYRO (5)AND IGNITION
SWITCHTO AUTO-PtLOT(4,5)
TO TRANSPONDER

LANDING
LIGHT
FLASHING
BEACONTO FLAPSTO ADF (2,3,4)

TO NAV/COM2ø3,4,5\(2'3'4'5)

f,R$rt"it

RCVR (2,3,4,5)
AVIONICSMASTERSWITCH

TF

A

6TO MASTER
SWITCH
AVN BUS 2-TO AVIONICS FANTO TURN+U)

m
J

COORDINATOR

TO GPS (2,3,4,5)

TO NAV AND

CONTROL WHEEL
MAP LIGHTS

o
E

ñnv
NAV

MKR BCN RCVR'(1)

F
o
LrJ

NAV/COMI,O- TOHEADSETI I-VVH,
t1trAuùtrPWR,

COM1 SPEAKER PWR (1}- TO AUTOPILOTTO STROBE
LIGHTSTO TAXI LIGHTS

O- ro ADF

(3)

(5)

TO PITOTHEAT

0585C2001

NAV I
NAV IINAV II WITH 2-AXIS AP
NAV II WITH HSI II.AXIS OR 2.AXIS

Figure 7-7. Electrical Schematic (Sheet 2 of 2)

Nov 15/00

7-31

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA
MODEL 182S

BRAKE SYSTEM

wheel brakes may be set by utilizing the parking brake which isoperated by a handle under the left side of the instrument panel. Toaþply the þarking brake, set the brakes with the rudder pedals, pull
the handle aft, and rotate it 90o down.

For maximum brake life, keep the brake system properly

maintained, and minimize brake usage during taxi operations andlandings.

the pedals and then reaPPlY thebrakes become spongy or Pedalls should build braking Pressure.
s, use the other brake sParinglY
while using opposite rudder, as required, to offset the good brake.

ELECTRICAL SYSTEM

7-32

Nov 15/00

CESSNA
MODEL 182SSECTION 7
AIRPI.ANE & SYSTEMS DESCRIPTION

Each primary bus bar is also connected to an avionics bus barvia a single avionics master switch. The primary buses are onl
anytime the master switch is turned on, and are not affected bystarter or external power usage. The avionics buses are on whenthe master switch and avionics master switch are in the ON
position.

¡[ cnunoru
PRIOR TO TURNING THE MASTER SWITCH ON
OR OFF, STARTING THE ENGINE OR APPLYING
AN EXTERNAL POWER SOURCE, THE AVIONICS
MASTER SWITCH, LABELED AVIONICS MASTER,SHOULD BE TURNED OFF THE PREVENT ANY

HARMFUL TRANSIENT VOLTAGE FROMDAMAGING THE AVIONICS EOUIPMENT.

The airplane uses a power distribution module (J-Box), locatedlon the left forward side of the firewall, to house all relays usedthroughout the airplane electrical system. ln addition, the alternator
control unit and lhe external power connector are housed within themodule.

ANNUNCIATOR PANEL

An annunciator panel (with integral toggle switch) is locatedabove the avionics stack and provides caution (amber) and warning(red) messages for selected portions of the airplane systems. The
annunciator is designed to flash messages for approximately 10
seconds to gain the attention of the pilot before changing to steadyon. The annunciator panel cannot be turned ofi by the pilot.

lnputs to annunciator come from each fuel transmitter, the oiltemperature transducer, low oil pressure switch, the vacuumtransducers and the alternator control unit (ACU). lndividual LED
bulbs illuminate each message and may be replaced through therear of the annunciator. lllumination intensity can be controlled byplacing the toggle switch to either the DIM or DAY position.

Nov 15/00

7-33

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA
MODEL 182S

The annunciator panel can be tested by turning the Master
Switch On and holding the annunciator panel switch in the TST
position. All amber and red messages will flash until the switch isreleased.
NOTE

When the Master Switch is turned ON, some annunciators
will flash for approximately 10 seconds before illuminating
steadily. When the TST switch is toggled up and held in
TST position, all remaining lights will flash until the switch isreleased.
MASTER SWITCHI

The master switch is a split rocker-type switch labeled MASTER,'and is ON in the up position and otf in the down position. The righthalf of the switch, labeled BAT, controls all electrical power to the
airplane. The left half, labeled ALT, controls the alternator.

¿[ cnunon
PRIOR TO TURNING THE MASTER SWITCH ON
OR OFF, STARTING THE ENGINE OR APPLYING
AN EXTERNAL POWER SOURCE, THE AVIONICS
MASTER SWITCH, LABELED AVIONICS MASTER,SHOULD BE TURNED OFF TO PREVENT ANY.
I

HARMFUL TRANS¡ENT VOLTAGE FROMDAMAGING THE AVIONICS EOUIPMENT.

enough to open the battery contactor, remove power from thealternator field, and prevent alternator restart.

7-34

Nov 15/00

CESSNA
MODEL 182SSECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONAVIONICS MASTER SWITCHElectrical power for Avionics Bus 1 and Avionics Bus 2 issupplied through Primary Bus 1 and Primary Bus 2, respectively. A
rocker switch, located between the primary and avionics buses,
controls current flow to the avionics buses. Placing the rocker
switch in the up (ON) position supplies power to both buses
simultaneously. Placing the switch in the down (OFF) position
removes power from both buses. The switch is located on the lower
left side of the instrument panel.
NOTE

On some aircraft certified outside the United States, theavionics master switch may be split. They are aligned forindependent operation of the buses.

With the switch in the off position, no electrical power will beapplied to the avionics equipment, regardless of the position of themaster switch or the individual equipment switches. The avionics
master switch should be placed in the OFF position prior to turning
the master switch on or off, starting Ìhe engine, or applying an
external power source.

Each avionics bus also incorporates a separate circuit breakerinstalled between the primary bus and the avionics master switch. ln
the event of an electrical malfunction, this breaker will trip and takethe effected avionics bus off-line,
AMMETERThe ammeter/vacuum gauge is located on the lower left side of
the instrument panel. lt indicates the amount of current, in amperes,from the alternator to the battery or from the battery to the airplaneelectrical system. When the engine is operating and the masterswitch is turned on, the ammeter indicates the charging rate applied
to the battery. ln the event the alternator is not functioning or theelectrical load exceeds the output of the alternator, the ammeter
indicates the battery discharge rate.

Dec 1/97

7-35

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA
MODEL 182S

LOW VOLTAGE ANNUNCIATION

The low voltage warning
panel and activates anytim
vollage is detected, the rapproximately 10 seconds
cannot turn off the annunciator.

n the annunciator24.5 volts. lf low
TS will flash forteadily. The pilot

ln the event an overuoltage condition occurs, the alternator
control unit automatically pops the ALT FLD circuit breaker,
removing alternator field current and shutting down the alternator.
The battery will then supply system current as shown by adischarge rate on the ammeter. Under these conditions, depending
on electrical system load, the low voltage warning annunciator will
illuminate when system voltage drops below normal. The alternator
control unit may be reset by resetting the circuit breaker. lf thewarning light extinguishes, normal alternator charging has resumed;
however, if the light illuminates again, a malfunction has occurred,
and the flight should be terminated as soon as practicable.
NOTE

lllumination of the low voltage light and ammeter discharge
indications may occur during low RPM conditions with anelectrical load on the system, such as during a low RPM
taxi. Under these conditions, the light will go out at higher
RPM.
CIRCUIT BREAKERS AND FUSES

All circuit breakers inside the airplane are of the "push to reset"or "switch/breake/'type. The power distribution module uses spade
type (automotive style) fuses and one glass type fuse (controllingthe clock).

Spare fuses for the power distribution module are located inside
the module. lf one of the spare fuses is used, a replacement spareshould be obtained and reinstalled before the next flight.

I z-soDec 1197

CESSNA
MODEL 182S

sEcTtoN 7
AIRPLANE & SYSTEMS DESCRIPTIONGROUND SERVICE PLUG RECEPTACLE

used to avoid performing proper maintenance procedures on a low
battery.

NOTE

lf no avionics equipment is to be used or worked on, theavionics master switch should be turned off. lf maintenanceis required on the avionics equipment, it is advisable toutiljze a regulated external power source to prevent damage
to the avionics equipment by transient voltage. Do not crañk
or start the engine with the avionics master switch turned
on.

NOTE

Just before connecting an external power source (generator
type or battery cart),- the avionics'master switcñ-and themaster switch should be turned off.

I

- ..lf there is any question as to the condition of the battery, thefollowing check should be made after engine has been started andexternal power source has been removed.

1. Master Switch - - OFF.
2. Taxi and Landing Light Switches - - ON.
3. Engine RPM - - REDUCE to idte.
4. Master Switch - - ON (with taxi and tanding lights turned on)
5. Engine RPM - - INCREASE to approximatety 1S0O RpM.
6. Ammeter and Low Voltage Annunciator - - CHECK.

Nov 15/00

7-37

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA
MODEL 182S

LIGHTING SYSTEMSEXTERIOR LIGHTING

illumination for each cabin door area.

position.

NOTE

The strobes
flying throug

uld not be used when
flashing light reflectedparticularly

vertigo and loss offrom waterin the atmosPhere,orientation.
INTERIOR LIGHTING

lnterior lighting is controlled by a combination of flood lighting,glareshield lìghting, pedestal lighting, panel lighting, radio lighting
and pilot controlwheel lighting.
Flood lighting is accomplished using two lights in the front and asingle dome lþht in the rear. All lights are contained in theoverhead console, and are turned on and off with push typeswitches located near each light. The two front lights are individuallyrotatable, providing directional lighting for the pilot and front
passenger. The rear dome light is a fixed position light and provides
for general illumination in the rear cabin area.

7-38

Feb 3/97

CESSNA
MODEL 182SSECTION 7
AIRPLANE & SYSTEMS DESCRIPTION

Glareshield lighting is accomplished using a fluorescent lightç.cegsed into the glareshield. This light is controlled by rotating the
GLARESHIELD LT dimmer, located below the nav indicãtors.
Rotating the dimmer clockwise increases light intensity, and rotating
the dimmer counterclockwise decreases light intensity.

Panel lighting is accomplished using individual lights mounted ineach instrument and gauge. These lights are wired in parallel andare controlled by the PANEL LT dimmer, located below the nav

Pilot control wheel lighting is accomplished by use of a rheostat
and light assembly, located underneath the pilot control wheel yoke.
The light provides downward illumination from the bottom of theRegardless of the light system in question, the most probablecause of a light failure is a burned out bulb. However, in the event
any of the lighting systems fail to illuminate when turned on, checkthe appropriate circuit breaker. lf the circuit breaker has opened,
and there is no obvious indication of a shoft circuit (smoke or odor),turn off the light switch of the affected lights, reset the breaker, andturn the switch on again. lf the breaker opens again, do not reset it

Nov 15/00

7-39

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA
MODEL 182SCABIN HEATING, VENTILATING AND
DEFROSTING SYSTEM
The temperature and volume of airllow into the cabin can be
regulated by manipulation of the push-pull CABIN HT and CABIN

AIR controls (Refer to Figure 7-8). Both controls are the doublebutton locking-type and permit intermediate settings.

For cabin ventilation, pull the CABIN AIR knob out. To raise the
air temperature, pull the CABIN HT knob out approximately 1/4 to
1/2 inch for a small amount of cabin heat. Additional heat isavailable by pulling the knob out farther; maximum heat is available
with the CABIN HT knob pulled out and the CABIN AIR knob
pushed full in. When no heat is desired in the cabin, the CABIN HT
knob is pushed full in.
Front cabin heat and ventilating air is supplied by outlet holes

control sliding valves in either defroster outlet to permit regulation ofdefroster airflow.

windshield sillarea.

7-40

Nov 15/00

CESSNA
MODEL 182SSECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONEXHAUSTMUFFLERSHROUDSHEATERVALVE

DEFROSTEROUTLETFÂII AIRùVENTILATING

AIR DOORHEATCONTBOL

DEFROSTERCONTROL

N AIR
CONTROLCABIN FLOORAIR OUTLETI

FORWARDCABIN LOWER
AIR OUTLETS

fl

FORWARD I

vsåB[[^"J
AIR OUTLETS
REAB CABINVENTILATINGAIR OUTLETS

VENTILATINGAIRHEATED AIR
BLENDED AIR
MECHANICAL

0785C1014

Figure 7-8. Cabin Heating, Ventilating and Defrosting System.
Feb 3/97

7-41

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA
MODEL 182S

PITOT.STATIC SYSTEM AND INSTRUMENTS
The pitot-static systems supply ram air pressure to the airspeed
indicator and static pressure to the airspeed indicator, vedical speed
indicator and altimeter. The systems are composed of a heated pitot
tube mounted on the lower surface of the left wing, two external
static ports on the lower left and right sides of the forward fuselage,an alternate static source valve and the associated plumbingnecessary to connect the instruments to the sources.

The heated pitot system consists of a heating element in the pitot
tube, a 1O-amp switch/breaker labeled PITOT HEAT, and associatedwiring. The switch/breaker is located on the lower left side of the
instrument panel. When the pitot heat switch is turned on, theelement in the pitot tube is heated electrically to maintain proper
operation in possible icing conditions.

A static pressure alternate source valve is installed above thethrottle, and can be used if the external static source ismalfunctioning. This valve supplies static pressure from inside thecabin instead of the external static port.

lf erroneous instrument readings are suspected due to water orice in the pressure line going to the standard external staticpressure source, the alternate static source valve should be pulledon.

Pressures within the cabin will vary with open heater/vents andwindows. Refer to Section 5 for the configuration applicable to theuse of the alternate static source and the correction charts.

7-42

Feb 3197

CESSNA
MODEL 182SSECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONAIRSPEED INDICATOR

The airspeed indicator is calibrated in knots and miles per hour.
It incorporates an internal, rotatable ring which allows true airspeed
to be read off the face of the dial. ln addition, the indicator
incorporates windows at the seven and twelve o'clock positions. The
window at the seven o'clock position displays true airspeed, and thewindow at the twelve o'clock position displays pressure altitude
overlayed with a temperature scale.
Limitation and range markings (in KIAS) include the white arc (36to 100 knots), green arc (43 to 140 knots), yetlow arc (14O to 175
knots), and a red line (175 knots).

To find true airspeed, first determine pressure altitude andoutside air temperature. Using this data, rotate the lower left knob
until pressure altitude aligns with outside air temperature in the
twelve o'clock window. True airspeed (corrected for pressure andtemperature) can now be read in the seven o'clock window. For
maximum accuracy the true airspeed should be read opposite thecalibrated airspeed value.
VERT¡CAL SPEED INDICATOR

The vertical speed indicator depícts airplane rate of climb ordescent in feet per minute. The pointer is actuated by atmosphericpressure changes resulting from changes of altitude as supplied by
the static sources.

Feb 3/97

7-43

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA
MODEL 182S

ALTIMETER

Airplane altitude is depicted by a barometric type altimeter. A
knob near the lower left portion of the indicator provides adjustmentof the instrument's barometric scale to the current altimeter setting.

VACUUM SYSTEM AND INSTRUMENTS
vacuumI fne vacuum system (Refer to Figure 7-9) providesindicator.
necessary to operate the attitude
mps, twolme systêm cônsists of two en
ugh eachpressure switches for measuringpump, a vacuum relief valve, a vacuum system air filter, vacuum
operated instruments, a vacuum gauge, low vacuum warning on theannunciator, and a manifold with check valves to allow for normal

vacuum system operation if one of the vacuum pumps should fail.
ATTITUDE INDICATOR

The attitude indicator is a vacuum air-driven gyro that gives avisual indication of flight attitude. Bank attitude is presented by apointer at the top of the indicator relative to the bank scale which
has index marks at 10o,20",30o,60", and 90" either side of thecenter mark. Pitch and roll attitudes are presented by a miniature
airplane superimposed over a symbolic horizon area divided into
two sections by a white horizon bar. The upper "blue sky" area andthe lower "ground" area have pitch reference lines useful for pitch
provided-attitude control. A knob at the bottom of the instrument isbarthehorizonairplanetoin-flight
adjustmentofthesymbolic
lfor
for a more accurate flight attitude indication.
DIRECTIONAL INDICATOR

The directional indicator is a vacuum air-driven gyro that displays
airplane heading on a compass card in relation to a fixed simulated
airplane image and index. The indicator will precess slightly over a
period of time. Therefore, the compass card should be set with themagnetic compass just prior to takeoff, and readjusted as required
throughout the flight. A knob on the lower left edge of the instrument
is used to adjust the compass card to correct for precession. A knobon the lower right edge of the instrument is used to move theheading bug.

7-44

Nov 15/00

sEcïroN 7

CESSNA
MODEL 182S

AIRPLANE & SYSTEMS DESCRIPTIONOVERBOARDCODE
INLET AIR
VACUUM

ENGINEDRIVENVACUUM
PUMPS

DISCHARGIv AIR

VACUUM SYSTEM
AIR FILTER/\LOW VACUUM
TRANSDUCERS(ooNNECTED TO
ANNUNCIATOR
PANEL)
MANIFOLDCHECK VALVEVACUUMRELIEFVALVE

ATTITUDE
INDICATOR

é?à
úË

?ù
078sc1 01 3

Figure 7-9. Vacuum System Schematic
Feb 3197

7-45

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA
MODEL 182S

lvncuuu cAUcET

The vacuum gauge is part of the vacuum gauge/ammeter'
located on the lõwei left corner of the instrument panel. lt is

atmospheric pressures at higher altitudes, the vacuum gauge may
indicate as low as 4.0 in. Hg. at 20,000 feet and still be adequate
for normal system operation.
LOW VACUUM ANNUNCIATION

Each engine-driven vacuum pump is plumbed to a common
manifold, located forward of the firewall. From the tee, a single line

runs into the cabin to operate the various vacuum system
instruments. This tee contains check valves to prevent back flow

into a pump if it fails. Transducers are located just upstream of thetee and measure vacuum output of each pump.

approximately 10 seconds before turning steady on.

7-46

Nov 15/00

CESSNA
MODEL 182SSECTION 7

AIRPLANE & SYSTEMS DESCRIPTION

clocK / o.A.T. |ND|CATORI

An integrated clock / O.A.T. is installed in the upper left side of
the instrument panel as standard equipment. For a complete
and operating instructions, refer to the Supptements,l$::i,rjf[:

STALL WARNING SYSTEM

control panel, protects the stall warning system. The vane in thewing senses the change in airflow over the wing, and operates thewarning horn at airspeeds between 5 and 10 knots above the stallin allconfigurations.

The airplane has a heated stall warning system, the vane andsensor unit in the wing leading edge iselement. The heated part of the system
HEAT switch, and is protected by the PITO

. The.stall warning system should be checked during the pre-flightinspectíon by momentarify turning on the mastei switch an¿actuating the vane in the wing. The system is operational if thewarning horn sounds as the vane is pushed upward.

Nov 15/00

7-47

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA

MODEL 1825

STANDARD AVIONICS
Standard avionics for the Model 1825 airplanes include thefollowing equipment:

KX-1554
KX-155A
Kl 208
Kl 209A
KT-76C
KMA-26
3000-11
If KLN 898
KAP 140

Nav/Com RadioNav/Com Radio with Glide Slopelndicator Headlndicator Head with GPS lnterface
Transponder
Audio Panel
Emergency Locator Transmitter (ELT)Global Positioning System (GPS)Single Axis Autopilot

standard and optional_ For complete operating instructions on the
Section 9.
lavionics systems, refer to the Supplements,

7-48

Nov 15/00

CESSNA
MODEL 182SSECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONAVIONICS SUPPORT EQUIPMENT
Avionics operations are supported by the avionics cooling fan,microphone and headset installations and static discharge wicks-.
AVIONICS COOLING FAN

An avionics cooling fan is installed on the left side of the interior
firewall. The system utilizes a single electric fan and associatedductwork to force-cool the GPS and Nav/Com radios.
Power to the electric fan is supplied through the AVN FAN circuit
breaker. The _fan operates anytime the master and avionics mastefl

switches are ON.

MICROPHONE AND HEADSET INSTALLATIONS

the airplane includes a hand-heldpeaker,two remote-keyed microphone'wheels,

and provisiôns for 'boomlInd passenger station.

The hand-held microphoneswitch. This microphone is plug
accessible to both the pilot an
push-to{alk switch allows audio t

The overhead speaker is located in the center overhead console.
Volume and output for this speaker is controlled through the audio
panel.

Each control wheel contains a miniature push-to-talk switch. Thislswitch allows the pilot or front passenger to transmit on the Com_
radios using remoté mics.

Nov 15/00

I

7-49

SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONCESSNA
MODEL 182S

NOTE

To ensure audibility and clarity when transmitting with the
handheld microphone, always hold it as closely as possible
to the lips, then key the microphone and speak directly into
it. Avoid covering opening on back side of microphone for
optimum noise canceling.
STATIC DISCHARGERS

Static wicks (static dischargers) are installed at various points
throughout the airframe to reduce interference from precipitation
static. Under some severe static conditions, loss of radio signals is
possible even with static dischargers installed. Whenever possible,

avoid known severe precipitation areas to prevent loss ofdependable radio signals. lf avoidance is impractical, minimize
airspeed and anticipate temporary loss of radio signals while inthese areas.

Static dischargers lose their effectiveness with age, andtherefore, should be checked periodically (at least at every annual
inspection) by qualified avionics technicians, etc.

CABIN FEATURES
EMERGENCY LOCATOR TRANSMITTER (ELT)

A remote switch/annunciator is installed on the top center
location of the copilot's instrument panel for control of the ELT fromthe flight crew station. The annunciator, which is in the center ofthe rocker switch, illuminates when the ELT transmitter istransmitting. The ELT emits an omni-directional signal on theinternational distress frequencies of 121.5 MHz and 243.0 MHz'
General aviation and commercial aircraft, the FAA and CAP monitor
by the military. For a basic-121.5 MHz, and 243.O MHz is monitored
loverview oí tne glt, refer to the Supplements, Section Õ.

7-50

Nov 15/00

CESSNA
MODEL 182SSECTION 7

AIRPLANE & SYSTEMS DESCRIPTIONCABIN FIRE EXTINGUISHER

A portable Halon 1211 (Bromochlorodifluoromethane) fire
extinguisher is standard for installation on the floorboard near thepilot's seat where it would be accessible in case of fire. The

extinguisher has an Underwriters Laboratories classification of SB:C.
lf installed, the extinguisher should be checked prior to each flight toensure that its bottle pressure, as indicated by the gauge on thebottle, is within the green arc (approximately 125 psi) and theoperating lever lock pin is securely in place.
To operate the fire efiinguisher:

1. Loosen retaining clamp(s) and remove extinguisher frombracket.

2. Hold extinguisher upright, pull operating ring pin, and press
lever while directing the discharge at the base of the fire at thenear edge. Progress toward the back of the fire by moving thenozzle rapidly with a side to side sweeping motion.

¡[, wnnnrnc
VENTILATE THE CABIN PROMPTLY AFTER
SUCCESSFULLY EXTINGUISHING THE F¡RE TO
REDUCE THE GASES PRODUCED BY THERMALDECOMPOSITION.

3. Anticipate approximately eight seconds of discharge duration.

Fire extinguishers should be recharged by a qualified fire
extinguisher agency after each use. Such agencies are listed under"Fire Extinguisher" in the telephone directory. After recharging,secure the extinguisher to its mounting bracket; do not allow it to lie
loose on shelves or seats.

Feb 3/97

7-51/(7-52 blank)

CESSNAMODEL 182S

sEcTtoNI

HANDLING, SERVICE & MAINTENANCESECTION 8

AIRPLANE HANDLING, SERVICE& MAINTENANCE
TABLE OF CONTENTS
lntroduction
ldentification Plate
Cessna Owner Advisories
United States Airplane Owners
I nternational Airplane Owners
Publications
Airplane File
Airplane lnspection Periods
FAA Required lnspections
Gessna I nspection Programs
Cessna Customer Care Program
Pilot Conducted Preventive Maintenance
Alterations Or Repairs
Ground Handling
TowingParking
Tie-Down
Jacking
Leveling
Flyable Storage
Servicing

oit

Page

8-4
8-4
8-5
8-5
8-5
8-6
8-7
8-7
8-8
8-8
8-9

8-9
8-1 0

8-10
8-10
8-10
8-111
8-1 1

84ù
8-12
8-1 3

Oil Specification
Recommended Viscosity for Temperature Range

Nov 15/00

8-1 3
8-1 4l8-1

SECTION 8HANDLING, SERVICE & MAINTENANCECESSNA

MODEL 182STABLE OF CONTENTS (Gontinued)
Page
Capacity of Engine Sump
Oil and Oil Filter Change
Fuel

8-14
8-14
8-15

Approved FuelGrades (and Colors)

8-1 5

FuelCapacity
FuelAdditives

8-1 6

Fuel Contamination
Landing Gear
Cleaning And CareWindshield And Windows
Painted SuÍaces
Propeller Care
Engine Carelnterior Care

8-2

8-16

8-20
8-21
8-21
8-21

8-22
8-23

8-23
8-24

Nov 15/00

CESSNA
MODEL 182SSECTION 8
HANDLING. SERVICE & MAINTENANCE

INTRODUCTION
This section contains factory recommended procedures forproper ground handling and routine care and servicing of yourairplane. lt also identifies certain inspection and maintenancel
requirements which must be followed if your airplane is to retain thatnew plane performance and dependability. lt is wise to follow aplanned schedule of lubrication and preventive maintenance basedon climatic and flying conditions encountered in your locality.
Keep in touch with your local Cessna Service Station and takeadvantage of their knowledge and experience. Your Cessna Service
Station knows your airplane and how to maintain it, and will remind
you when lubrications and oil changes are necessary, as well asother seasonal and periodic seruices.

The airplane should be regularly inspected and maintained inaccordance with information found in lhe airplane maintenancemanual and in company issued service bulletins and service
newsletters. All service bulletins peñaining to the aircraft by serial
number should be accomplished and the airplane should receive
repetitive and required inspections. Cessna does not condone
modifications, whether by Supplemental Type Certificate orothenivise, unless these certificates are held and/or approved by
Cessna. Other modifications may void warranties on the airplanesince Cessna has no way of knowing the full effect on the overall
airplane. Operation of an airplane that has been modified may be arisk to the occupants, and operating procedures and pedormancedata set forth in the operating handbook may no longer beconsidered accurate for the modified airplane.

Nov 15/00

8-3

SECTION 8HANDLING, SERVICE & MAINTENANCECESSNA
MODEL 182S

IDENTIFICATION PLATE
All correspondence regarding your airplane should include the-lserial
Number. The Serial Number, Model Number, Production

Certificate Number (PC) and Type Certificate Number (TC) can befound on the ldentification Plate, located on the afi left tailcone. A
lsecondary ldentification Plate is also installed on the lower part ofthe left forward doorpost. Located adjacent to the secondary
lldentification Plate is the Finish and Trim Plate which contains acode describing the exterior paint combination of the airplane. The
code may be used in conjunction with an applicable lllustrated Parts
Catalog if finish and trim information is needed.

CESSNA OWNER ADVISORIES
Cessna Owner Advisories are sent to Cessna Aircraft FAA

Registered owners of record at no charge to inform them aboutmandatory and/or beneficial aircraft service requirements andproduct changes. Copies of the actual bulletins are available from
Cessna Service Stations and Cessna Customer Service.

8-4

Nov 15/00

CESSNA
MODEL 182SSECTION 8
HANDLING, SERVICE & MAINTENANCE

UNITED STATES AIRPLANE OWNERS

lf your airplane is registered in the U. S., appropriate Cessna
Owner Advisories will be mailed to you automatically according to
the latest aircraft registration name and address which you haveprovided to the FAA. Therefore, it is impodant that you provide

correct and up{o-date mailing information to the FAA.

lf you require a duplicate Owner Advisory to be sent to an

address different from the FAA aircraft registration address, please
complete and return an Owner Advisory Application (otherwise noaction is required on your part).
INTERNATIONAL AIRPLANE OWNERS

To receive Cessna Owner Advisories, please complete andreturn an Owner Advisory Application.

Receipt of a valid Owner Advisory Application will establish yourrCessna Owner Advisory service for one year, after which you will be I
sent a renewal notice. lt is important that you respond promptly to
update your address for this critical service.
PUBLICATIONS

Various publications and flight operation aids are furnished in the
airplane when delivered from the factory. These items are listed
below.

.
.
.
.
.

Customer Care Program Handbook

Pilot's Operating Handbook and FAA Approved Airplane
Flight Manual
Pilot's Checklist
Passenger Briefing Card
Cessna Sales and Service Directory

To obtain additional publications or owner advisory information,
you may contact Cessna's Product Support Department at (316)517-5800. Fax (316) 517-7271 or write to The Cessna Aircraft
Company, P.O. Box 7706, Wichita,KS 67277, Dept 751C.

Nov 15/00

8-5

SECTION 8HANDLING, SERVICE & MAINTENANCECESSNA
MODEL 182S

following additional publications, plus many other supplies-IthatThe
are applicable to your airplane, are available from your local
Cessna Dealer.

.

lnformation Manual (contains Pilot's Operating Handbook'

Maintenance Manual, Wiring Diagram Manual andlnformation)lllustrated Parts Catalog

Your local Cessna Service Station has a Customer Care Supplies

and Publications Catalog covering all available items, many ofwhich the Service Station keeps on hand. The Seruice Station canplace an order for any item which is not in stock.
NOTE

A Pilot's Operating Handbook and FAA Approved Airplane
Flight Manual which is lost or destroyed may be replaced bycontacting your local Cessna Service Station. An affidavit

I

AIRPLANE FILE
There are miscellaneous data, information and licenses that are apart of the airplane file. The following is a checklist for that file. ln
addition, a periodic check should be made of the latest Federal
Aviation Regulations to ensure that all data requirements are met.
To be displayed in the airplane at alltimes:

1. Aircraft Airworthiness Certificate (FAA Form 8100-2).

-I

8-6

2. Aircraft Registration Certificate (FAA Form 8050-3).
g. Aircraft nað¡o Station License, fif applicable).

Nov 15/00

CESSNA
MODEL 182SSECTION 8
HANDLING. SERVICE & MAINTENANCE

To be carried in the airplane at alltimes:

1. Current Pilot's Operating Handbook and FAA Approvedl
Airplane Flight Manual.

2. Weight and Balance, and associated papers (latest copy of theRepair and Alteration Form, FAA Form 337, il applicable).

3. Equipment List.

To be made available upon request:

1. Airplane Logbook.

2. Engine Logbook.
Most of the items listed are required by the United States Federal
Aviation Regulations. Since the Regulations of other nations may

require other documents and data, owners of airplanes notregistered in the United States should check with their own aviation

officials to determine their individual requirements.

Cessna recommends that these items, plus the Pilot's Checklists,
Customer Care Program Handbook and Customer Care Card, be
carried in the airplane at alltimes.

AIRPLANE INSPECTION PERIODS
FAA REOUIRED INSPECTIONSAs required by U.S. Federal Aviation Regulations, all civil aircraftof U.S. registry must undergo a complete inspection (annual) eachtwelve calendar months. ln addition to the required annual
inspection, aircraft operated commercially (for hire) must have acomplete inspection every 100 hours of operation.

The FAA may require other inspections by the issuance of
airworthiness directives applicable to the airplane, engine, propellerand components. lt is the responsibility of the owner/operator toensure compliance with all applicable airworthiness directives, andwhen the inspections are repetitive, to take appropriate steps to_prevent inadvértent

Nov 15/00

noncompliànce.

I

8-7

SECTION 8HANDLING, SERVICE & MAINTENANCECESSNA
MODEL 182SCESSNA INSPECTION PROGRAMS

ln lieu of the 100 hour and annual inspection requirements, anairplane may be inspected in accordance with a Progressive Care
lnspection Program or a PhaseOard lnspection Program. Bothprograms offer systems which allow the work load to be divided into
smaller operations that can be accomplished in shofter time
periods.
anI fne Cessna Progressive Care lnspection Program allows
The fourairplane to be inspected and maintained in four operations.

operations are recycled each 200 hours and are recorded in a

specially provided Aircraft lnspection Log as each operation isconducted.

I

fne PhaseOard lnspection Program offers a parallel system forhigh-utilization flight operations (approximately 600 flight hours peryear). This system utilizes 50 hour intervals (Phase 1 and Phase 2)
to inspect high-usage systems and components. At 12 months or
600 flight hours, whichever occurs first, the airplane undergoes acomplete (Phase 3) inspection.

Regardless of the inspection method selected, the owner should
keep in mind that FAR Part 43 and FAR Part 91 establishes therequirement that properly certified agencies or personnel
accomplish all required FAA inspections and most of the
manufacturer recommended inspections.
CESSNA CUSTOMER CARE PROGRAM

Specific benefits and provisions of the Cessna Warranty plus
_other important benefits for you are contained in your Customer
lOare erogram Handboot< supftieO with your airplane.-The Customer
lOare Program Handbook should be thoroughly reviewed and kept in
Jthe airplane at alltimes.

I

You will also want to return to your Cessna Service Station either

at 50 hours for your first Progressive Care Operation, or at 100
hours for your first 100 hour inspection depending on which
program you choose to establish for your airplane. While these
limportant inspections will be performed for you by any CessnalService Station, in most cases you will prefer to have the CessnalService Station from whom you purchased the airplane accomplish
Ithis work.
Nov 15/00

CESSNA
MODEL 182SSECTION 8
HANDLING. SERVICE & MAINTENANCE

PILOT CONDUCTED PREVENTIVE MAINTENANCE
A certified pilot who owns or operates an airplane not used as an

air carrier is authorized by FAR Part 43 to perform limited

maintenance on his airplane. Refer to FAR Part 43 for a list of thespecific maintenance operations which are allowed.
NOTE

Pilots operating airplanes of other than U.S. registry shouldrefer to the regulations of the country of certification for
information on preventive maintenance that may be
performed by pilots.

A Maintenance Manual must be obtained prior to performing any
preventive maintenance to ensure that proper procedures arefollowed. Your Cessna Seruice Station should be contacted forfurther information or for required maintenance which must be
accomplished by appropriately licensed personnel.

ALTERATIONS OR REPAIRS
It is essential that the FAA be contacted prior to any alterations
on the airplane to ensure that airworthiness of the airplane is not
violated. Alterations or repairs to the airplane must be accomplishedby licensed personnel, utilizing only FAA Approved components and
FAA Approved data, such as Cessna Service Bulletins.

Nov 15/00

8-elSECTION 8HANDLING, SERVICE & MAINTENANCECESSNA
MODEL 182SGROUND HANDLINGTOWINGThe airplane is most easily and safely maneuvered by hand withthe tow bar attached to the nose wheel (the tow bar is stowed on
the floor in the baggage area). When towing with a vehicle, do not
exceed the nose gear turning angle of 29' either side of center, or
damage to the nose landing gear will result.

¡[, cnunoru
REMOVE ANY INSTALLED RUDDER LOCK BEFORETOWING.

lf the airplane is towed or pushed over a rough surface during
hangaring, watch that the normal cushioning action of the nose strut
does not cause excessive vertical movement of the tail and theresulting contact with low hangar doors or structure. A flat nose tireor deflated strut will also increase tail height.
PARKING

When parking the airplane, head into the wind and set the
lparking brake. Do not set the parking brake during cold weather
when accumulated moisture may freeze the brakes, or when thebrakes are overheated. lnstall the control wheel lock and chock thewheels. ln severe weather and high wind conditions, tie the airplane-

down as outlined in the following paragraph.
TIE.DOWN
Proper tie-down procedure is the best precaution against damage

to the parked airplane by gusty or strong winds. To tie-down the
airplane securely, proceed as follows:

1. Set the parking brake and install the control wheel lock.
2. lnstall a surface control lock over the fin and rudder.
3. Tie sufficiently strong ropes or chains (700 pounds tensile
strength) to the wing, tail and nose tie-down fittings andsecure each rope or chain to a ramp tie-down.

4. lnstall a pitot tube cover.

8-1 0

Nov 15/00

CESSNA
MODEL 182SSECTION 8
HANDLING. SERVICE & MAINTENANCE

JACKING

When a requirement exists to jack the entire airplane off theground, or when wing jack points are used in the jacking operation,refer to the Maintenance Manual for specific procedures andequipment required.

lndividual main gear may be jacked by using the jack pad whichis incorporated in the main landing gear strut step bracket. Whenusing the individual gear strut jack pad, flexibility of the gear strut
will cause the main wheel to slide inboard as the wheel is raised,tilting the jack. The jack must then be lowered for a second jacking
operation. Do not jack both main wheels simultaneously using theindividual main gear jack pads.

¡L cnunon
DO NOT APPLY PRESSURE ON THE ELEVATOR

OR HORIZONTAL STABILIZER SURFACES.

WHEN PUSHING ON THE TAILCONE, ALWAYSAPPLY PRESSURE AT A BULKHEAD TO AVOIDBUCKLING THE SKIN.

aintenance is required, the nose wheel may bend by pressing down on a tailcone bulkhead, justizontal stabilizer, and allowing the tail to rest ong.

To assist in raising and holding the nose wheel off the grouno,

ground anchors should be utilized at the tail tie down point.
NOTE

Ensure that the nose will be held off the ground under all
conditions by means of suitable stands or suppofts underweight supporting bulkheads near the nose of the airplane.
LEVELING

Longitudinal leveling of the airplane is accomplished by placing alevel on leveling screws located on the left side of the tailcone.
Deflate the nose tire and/or lower or raise the nose strut to properly
center the bubble in the level. Corresponding points on both upper
door sills may be used to level the airplane laterally.
Nov 15/00

8-111

SECTION 8HANDLING, SERVICE & MAINTENANCECESSNA
MODEL 182SFLYABLE STORAGE
Airplanes placed in non operational storage for a maximum of 30days or those which receive only intermittent operational use for the

first 25 hours are considered in flyable storage status. Every

seventh day during these periods, lhe propeller should be rotated byhand through five revolutions. This action "limbers" the oil andhelps prevent any accumulation of corrosion on engine cylinderwalls.

¡[ wnnrrnc
FOR MAXIMUM SAFETY, CHECK THAT THE
IGNITION SWITCH IS OFF, THE THROTTLE IS
CLOSED, THE M¡XTURE CONTROL IS IN THE
IDLE CUT OFF POS¡TION, AND THE AIRPLANE

IS SECURED BEFORE ROTATING THE

PROPELLER BY HAND. DO NOT STAND WITHINTHE ARC OF THE PROPELLER BLADES WHILETURNING THE PROPELLER.

After 30 days, the airplane should be flown for 30 minutes or aground runup should be made just long enough to produce an oil
temperature within the lower green arc range. Excessive ground
runup should be avoided.

Engine runup also helps to eliminate excessive accumulations ofwater in the fuel system and other air spaces in the engine. Keepfuel tanks full to minimize condensation in the tanks. Keep thebattery fully charged to prevent the electrolyte from freezing in cold
weather. lf the airplane is to be stored temporarily, or indefinitely,refer to the Maintenance Manual for proper storage procedures.

SERVICING
ln addition to the Preflight lnspection covered in Section 4 of thishandbook, complete servicing, inspection and test requirements foryour airplane are detailed in the Maintenance Manual. The
Maintenance Manual outlines all items which require attention at
specific intervals plus those items which require servicing,inspection, and/or testing at special intervals.

8-12

Nov 15/00

CESSNA
MODEL 182SSECTION 8
HANDLING, SERVICE & MAINTENANCE

Since Cessna Service Stations conduct all service, inspection,and test procedures in accordance with applicable Maintenance
Manuals, it is recommended that you contact your Cessna Service
Station concerning these requirements and begin scheduling yourairplane for service at the recommended intervals.

Cessna Progressive Care ensures that these requirements areaccomplished at the required intervals to comply with the 100 houror annual inspection as previously covered.

Depending on various flight operations, your local Government
Aviation Agency may require additional seruice, inspections, or
tests. For these regulatory requirements, owners should check withlocal aviation officials where the airplane is being operated.

For quick and ready reference, quantities, materials andspecifications for frequently used service items are as follows.

orL
OIL SPECIFICATIONMIL-L-6082 Aviation Grade Straight Mineral Oil: Used when the
airplane was delivered from the factory and should be used toreplenish the supply during the first 25 hours. This oil should bedrained and filter replaced after the first 25 hours of operation. Refill
the engine and continue to use until a total of 50 hours has
accumulated or oil consumption has stabilized.

MIL-L-22851 Aviation Grade Ashless Dispersant Oil: Oil

conforming to Textron Lycoming Seruice lnstruction No. 1014, andall revisions and supplements thereto, must be used after first 50
hours or when oil consumption has stabilized.

Nov 15/00

8-131

SECTION 8HANDLING. SERVICE & MAINTENANCECESSNA
MODEL 182S

RECOMMENDED VISCOSITY FOR TEMPERATURE RANGE

Multiviscosity or straight grade oil may be used throughout theyear for engine lubrication. Refer to the following table fortemperatu re verses viscosity ranges.

MIL-L-ô082
SAE Grade

MIL-L-22851
Ashless Dispersant
SAE Grade

Above 27"C (80"F)

60

60

Above 16'C (60'F)

50

40 or 50

.1'C (30"F) to 32"C (90"F)

40

40-18"C (0'F) to 21'C (70'F)

30

30. 40 or 2OW-4O

Below -12'C (10'F)

20

30 or 20W-30

20w-50

20W-50 or 15W-50

Temperature.18'C (0'F) to -32'C (sO"F)All Temoeratures

15W-50 or 20W-50

CAPACITY OF ENGINE SUMP

The engine has a total capacity of 9 quarts, with the oil filter
accounting for approximately one quart of that total. The engine oilsump has a capacity of 8 quarts. The engine must not be operated
on less than 4 quarts (as measured by the dipstick). For extended
flights, the engine should be filled to capacity.
OIL AND OIL FILTER CHANGE

After the first 25 hours of operation, drain the engine oil sumpand replace the filter. Refill sump with straight mineral oil and use
until a total of 50 hours has accumulated or oil consumption has
stabilized; then change to ashless dispersant oil. Ashless dispersantoil (and oil filter) should then be changed at time intervals set forth
by the engine manufacturer.

8-14

Nov 15/00

CESSNA
MODEL 182SSECTION 8
HANDLING, SERVICE & MAINTENANCE

NOTE

During the first 25 h
, a generalinspection of the ove
is required.
Items which are nota preflightinspection should beoses, metallines and fittings should be inspected for signs of oil andfuel leaks, and checked for abrasions, chafing, security,
proper routing and support, and evidence of deterioration.
lnspect the intake and exhaust systems for cracks, evidenceof leakage, and security of attachment. Engine controls andlinkages should be checked for freedom of movement
through their full range, security of attachment and evidenceof wear. lnspect wiring for secur¡ty, chafing, burning,
defective insulation, loose or broken terminals, heat
deterioration, and corroded terminals. Check the alternatorbelt in accordance with Maintenance Manual instructions,and retighten if necessary. A periodic check of these items
during subsequent servicing operations is recommended.

FUEL
APPROVED FUEL GRADES (AND COLORS)
100LL Grade Aviation Fuel(Blue).
100 Grade Aviation Fuel (Green).
NOTE

lsopropyl alcohol or diethylene glycol monomethyl ether(D¡EGME) may be added to the fuel supply in quantities not
to exceed 1% (alcohol) or 0.15% (D|EGME) of total volume.
Refer to Fuel Additives in later paragraphs for additional
information.

Nov 15/00

8-15

sEcTtoNI

HANDLING. SERVICE & MAINTENANCECESSNA
MODEL 182S

FUEL CAPACITYI

sz.o u.S. Gallons Total:

46.0 U.S. Gallons per tank.
NOTE

To ensure maximum fuel capacity when refueling andminimize cross feeding, the fuel selector

placed in either the LEFT or RIGHT
airplane parked in a wings level, norma
Refer to Figure 1-1 for a definition of norma

Service the fuel system after each flight, and keep fuel tanks

fullto minimize condensation in the tanks.
FUEL ADDITIVES

Strict adherence to recommended preflight draining instructions

as called for in Section 4 will eliminate any free water

accumulations from the tank sumps. While small amounts of water
may still remain in solution in the gasoline, it will normally be
consumed and go unnoticed in the operation of the engine.

and freeze in sufficient quantities to induce partial icing of theengine fuel system.

While these conditions are quite rare and will not normally pose a
problem to owners and operators, they do exist in cedain areas of
the world and consequently must be dealt with, when encountered.

Therefore, to help alleviate the possibility of fuel icing occurring
under these unusual conditions, it is permissible to add isopropyl
alcohol or diethylene glycol monomethyl ether (D|EGME) compoundto the fuel supply.

8-1 6

Nov 15/00

CESSNA
MODEL 182SSECTION 8
HANDLING, SERVICE & MAINTENANCE

The introduction of alcohol or DiEGME compound into the fuelprovides two distinct effects: (1) it absorbs the dissolved water fromthe gasoline and (2) alcohol has a freezing temperature depressanteffect.
NOTE
When using fuel additives, it must be remembered that the
final goal is to obtain a correct fuello-additive ratio in thetank, and not just with fuel coming out of the refuelingnozzle. For example, adding 15 gallons of correctly
proportioned fuel to a tank which contains 20 gallons of
untreated fuel will result in a lower-than-acceptableconcentration level to the 35 gallons of fuel which now
reside in the tank.

Alcohol, if used, is to be blended with the fuel in a concentrationof 1o/" by volume. Concentrations greater than 1o/o are notrecommended since they can be detrimentalto fueltank materials.

The manner in which the alcohol is added to the fuel issignificant because alcohol is most effective when it is completely

dissolved in the fuel. To ensure proper mixing, the following is
recommended:1.

For best results, the alcohol should be added during thefueling operation by pouring the alcohol directly on thefuel stream issuing from the fueling nozzle.

2.

An alternate method that may be used is to premix thecomplete alcohol dosage with some fuel in a separate
clean container (approximately 2-3 gallon capacity) andthen transferring this mixture to the tank prior to the fueloperation.

Nov 15/00

8-17

CESSNASECTION 8
HANDLING. SERVICE & MAINTENANCE

ul

MODEL 182S

50

to

?¿o
lL
o
ct)

tIl

9go
f
o
o
5
d20

10

20

30

40

GALLONS OF GASOLINE

Figure 8-1. Fuel Mixing Ratio

l.- ,,

Nov 15/00

CESSNA
MODEL 182SSECTION 8
HANDLING, SERVICE & MAINTENANCE

Diethylene glycol monomethyl ether (D|EGME) compound must
be carefully mixed with the fuel in concentrations between O.1O%(minimum) and 0.15% (maximum) of total fuel volume. Refer toFigure 8-1 for a D|EGME-to-fuel mixing chart.

¡[,wnnnrnc

ANTI.ICING ADDITIVE IS DANGEROUS TO
HEALTH WHEN BREATHED AND/OR ABSORBED

INTO THE SKIN.

¡[ cnunon

MIXING OF D¡EGME WITH FUEL IS EXTREMELY I¡MPORTANT. A CONCENTRATION IN EXCESS OF
THAT RECOMMENDED (0.15% BY VOLUMEMAXTMUM) MAy RESULT rN DETRTMENTAL
EFFECTS TO THE FUEL TANK AND SEALANT,
AND DAMAGE TO O.RINGS AND SEALS USEDIN THE FUEL SYSTEM AND ENGINECOMPONENTS. A CONCENTRATION OF LESS
THAN THAT RECOMMENDED (0.10% By TOTAL

voLUME M|N|MUM) W|LL RESULT tN
INEFFECTIVE TREATMENT. USE ONLYBLENDING EOUIPMENT THAT IS
RECOMMENDED BY THE MANUFACTURER TOOBTAIN PROPER PROPORTIONING.

Prolonged storage of the airplane will result in a water buildup in
the fuel which "leeches out" the additive. An indication of this iswhen an excessive amount of water accumulates in the fuel tanksumps. The concentration can be checked using a differential
refractometer. lt is imperative that the technical manual for thedifferential refractometer be followed explicitly when checking theadditive concentration.

Nov 15/00

8-19

SECTION 8HANDLING. SERVICE & MAINTENANCECESSNA
MODEL 182S

FUEL CONTAMINATION

Fuel contamination is usually the result of foreign materialpresent in the fuel system, and may consist of water, rust, sand, dirt,
microbes or bacterial growth. ln addition, additives that are notcompatible with fuel or fuel system components can cause the fuelto become contaminated.
Before each flight and after each refueling, use a clear sampler

fuel from each fuel tank drain-cup and drain at least a cupful ofquick
drain valve to determine if
from
the
fuel
and
stiainer
Itoiationlcontaminants are present, and to ensure the airplane has been
fueled with the proper grade of fuel.

el drain points again,

I
I

then gentlY rock themove any additional

epeated samples fromall fuel drain points until all contamination has been removed. lf,
after repeated sampling, evidence of contamination still exists, theairplane should not be flown. Tanks should be drained and system
purged by qualified maintenance personnel. All evidence ofcontamination must be removed before further flight. lf the airplane
has been seruiced with the improper fuel grade, defuel completely
and refuel with the correct grade. Do not fly the airplane withcontaminated or unapproved fuel.

ln addition, Owners/Operators who are not acquainted with aparticular fixed base operator should be assured that the fuel supply
has been checked for contamination and is properly filtered before
allowing the airplane to be serviced. Fuel tanks should be kept full
between flights, provided weight and balance considerations will
permit, to reduce the possibility of water condensing on the walls ofpartially f illed tanks.
To further reduce the possibility of contaminated fuel, routine
maintenance of the fuel system should be performed in accordancewith the airplane Maintenance Manual. Only the proper fuel, as
recommended in this handbook, should be used, and fuel additives
should not be used unless approved by Cessna and the Federal
Aviation Administration.

8-20

Nov 15/00

CESSNA
MODEL 182SSECTION 8
HANDLING. SERVICE & MAINTENANCE

LANDING GEAR
Consult the following table for servicing information on thelanding gear.

COMPONENTSERVICING CRITERIA

Nose Wheel (5.00-5, 6-Ply Rated Tire)

49.0 PSI

Main Wheel (6.00-6, 6-Ply Raled Tire)

42.0 PSI

BrakesMIL-H-5606

Nose Gear Shock Strut

MIL-H-5606;55.0-60.0 PSI .

* Keep strut filled with MIL-H-5606 hydraulic fluid per
filling instructions placard, and with no load on the
strut, inflate with air to 55.0-60.0 PSl. Do not over
inflate.

CLEANING AND CAREWINDSHIELD AND WINDOWSThe plastic windshield and windows should be cleaned with anaircraft windshield cleaner. Apply the cleaner sparingly with soft
cloths, and rub with moderate pressure until all dirt, oil scum andbug stains are removed. Allow the cleaner to dry, then wipe it off
with soft flannel cloths.

¡[, cnunon
NEVER USE GASOLINE, BENZENE, ALCOHOL,ACETONE, FIRE EXTINGUISHER, ANTI.ICE FLUID,LACOUER THINNER OR GLASS CLEANER TO CLEAN
THE PLASTIC. THESE MATERIALS WILL ATTACK THE
PLASTIC AND MAY CAUSE IT TO CRAZE.

lf a windshield cleaner is not available, the plastic can becleaned with sott cloths moistened with Stoddard solvent to remove

oiland grease.

Nov 15/00

8-21

ISECTION 8HANDLING, SERVICE & MAINTENANCECESSNA

MODEL 182S

wax, pol¡shed out by hand with clean soft flannel cloths, will fill inminor scratches and help prevent further scratching.
Do not use a canvas cover on the windshield unless freezing rain

or sleet is anticipated since the cover may scratch the plastic
sudace.
PAINTED SURFACES

The painted exterior surfaces of your new Cessna have a
durable, long lasting finish.

Generally, the painted surfaces can be kept bright by washingwith water and mild soap, followed by a rinse with water and drying
with cloths or a chamois. Harsh or abrasive soaps or detergents
which cause corrosion or scratches should never be used. Remove

assure adequate protection. Special care should be taken to sealaround rivet heads and skin laps, which are the areas mostn the leadingand propeller
these areas.
cleaning withsoap solution or after chemical deicing operations.

8-22

Nov 15/00

CESSNA
MODEL 182SSECTION 8
HANDLING, SERVICE & MAINTENANCE

When the airplane is parked outside in cold climates and it isnecessary to remove ice before flight, care should be taken toprotect the painted surfaces during ice removal with chemicalliquids. lsopropyl alcohol will satisfactorily remove ice accumulations
without damaging the paint. However, keep the isopropyl alcoholaway from the windshield and cabin windows since it will attack theplastic and may cause it to craze.
PROPELLER CARE
Preflight inspection of propeller blades for nicks, and wiping themoccasionally with an oily cloth to clean off grass and bug stains willassure long blade life. Small nicks on the propeller, particularly near
the tips and on the leading edges, should be dressed out as soon

as possible since these nicks produce stress concentrations, and if
ignored, may result in cracks or failure of the propeller blade. Neveruse an alkaline cleaner on the blades; remove grease and dirt with
Stoddard solvent.
ENGINE CARE

The engine may be cleaned, using a suitable solvent, in

accordance with instructions in the airplane Maintenance Manual.
Most efficient cleaning is done using a spray type cleaner. Before
spray cleaning, ensure that protection is afforded for components

which might

Model 1825,
lubrication of
induction air fi

Nov 15/00

8-23

SECTION 8HANDLING. SERVICE & MAINTENANCECESSNA
MODEL 182S

INTERIOR CARE

To remove dust and loose dift from the upholstery and carpet,
clean the interior regularly with a vacuum cleaner.

Blot up any spilled liquid promptly with cleansing tissue or rags.
Don't pat the spot; press the blotting material firmly and hold it forseveral seconds. Continue blotting until no more liquid is taken up.
Scrape off sticky materials with a dull knife, then spot clean the
area.

Oily spots may be cleaned with household spot removers, L¡sed
sparingly. Before using any solvent, read the instructions on thecontainer and test it on an obscure place on the fabric to becleaned. Never saturate the fabric with a volatile solvent; it may
damage the padding and backing materials.
Soiled upholstery and carpet may be cleaned with foam typedetergent, used according to the manufacturer's instructions. To
minimize wetting the fabric, keep the foam as dry as possible andremove it with a vacuum cleaner.

For complete information related to interior cleaning, refer tolChapter 12'of the Model 182S, Series 1996 and On, MaintenancerManual.

8-24

Nov 15/00

SECTION 9
SUPPLEMENTSCESSNA
MODEL 182S

SUPPLEMENTS
INTRODUCTION
The supplements in this section contain expanded operational
procedures for both standard and optional equipment installed in the
airplane. Operators should refer to each supplement to ensure that
all limitations and procedures appropriate for their airplane areobserved.

A Log Of Approved Supplements is provided beginning on pageLog 1 and lists all supplements applicable to this airplane by name,number and revision level. This log should be used as a checklist toensure all applicable supplements have been placed in the Pilot's
Operating Handbook (POH). Supplements may be removed from thePOH provided the equipment is not installed on the airplane. lf
equipment is installed on the airplane, however, the supplement(s)must be retained and updated as revisions to each supplement isissued.

Each individual supplement contains its own Log of Effective
Pages. This log lists the page number and effective date of every
page in the supplement. The log also lists the dates on whichrevisions to the supplement occurred. Additionally, the part numberof the supplement provides information on the revision level. Referto the following example:

l82SPHUS-S1.04

Nov 15/00

9-1/(9-2 blank)

CESSNAMODEL 182SSECTION 9
SUPPLEMENTS

LOG OF APPROVED SUPPLEMENTSNOTEIT IS THE AIRPLANE OWNER'S RESPONSIBILITY TO ASSURE THAT HE

OR SHE HAS THE LATEST REVISION TO EACH SUPPLEMENT OF APILOT'S OPERATING HANDBOOK AND THE LATEST ISSUED 'LOG OF

APPROVED SUPPLEMENTS." THIS 'LOG

OF

APPROVEDSUPPLEMENTS" WAS THE LATEST REVISION AS OF THE DATE IT WASSHIPPED BY CESSNA; HOWEVER, SOME CHANGES MAY HAVEOCCURRED AND THE OWNER SHOULD VERIFY THIS IS THE LATEST,
MOST UP-TO.DATE VERSION BY CONTACTING CESSNA CUSTOMER
suPPoRT AT (316) 517-5800.

SUPP.

SUPPLEMENT NAME#

1
2

Bendix/King KX 1554 VHF
NAV/COMM with Kl 208 or Kl209A
lndicator HeadREVEOUIPMENTLEVELINSTALLED

2

Bendix/King KT 76C Transponder

with Blind Encoder3

Bendix/King KMA 26 Audio Selector
Panel
Pointer Model 3000-11 Emergency
Locator Transmitter (ELT)
Bendix/King KLN 898 Global
Positioning System (GPS)6

Bendix/King KR 87 Automatic
Direction Finder (ADF)7

Bendix/King KAP 140 Autopilot

2

I
I

Winterization Kit

1

Davtron Model 803 Clocl</OAT

1

10

Bendix/King KLN89 Global
Positioning System (GPS)1

P/N - 182SUSLOG03

Jan 15/01

LOG 1

CESSNA
MODEL 182SSECTION 9
SUPPLEMENTS

LOG OF APPROVED SUPPLEMENTS
SUPP.

SUPPLEMENTNAME#REVEOUIPMENTLEVELINSTALLED

11 Bendix/King KAP 140 2-Axis

3

12 Canadian Supplement
13 Bendix/King KCS-554 Slaved0

14 ArgentineSupplement
15 Bendix/King KAP 140 AutoPilot

0

16 Reserued
17 Reserued
18 Reserued
I 19 KLN 94 GlobalPositioning system

0Autopilot (Aircraft Serial No.
18280001 thru 18280164)

1

Compass System with Kl-5254
Horizontal Situation lndicator(HSl)1(Serial No. 18280165 and on or
aircraft modified by MK182-22-01)
with altitude preselect
0
0
2

I

LOG 2

Jan 15/01

ATdtrcn Company

Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual

CESSNA MODEL 182S
AIRPLANES 18280001 AND ON
SUPPLEMENT 1
BENDIX/KING KX 1554
VHF NAV/COMM
with K|208 or Kl209A INDICATOR HEAD

1) vi" a.rof GAMAcoPYB|GHT @ 1997
CESSNA AIRCRAFT COMPANY
WCHITA, KANSAS. USA'182SPHUS-Sr-02

3 February 1997
Revision 2 - 15 November 2000
s1-1

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 - FAA APPROVEDCESSNA

MODEL 182S

SUPPLEMENT 1
BENDDUKING KX 1554 VHF NAV/COMM W¡thKl 208 or Kl 2094 INDICATOR HEAD
The following Log of Effective Pages provides the date of issue
for original and revised pages, as well as a listing of all pages in

the Supplement. Pages which are affected by the current
revísion will carry the date of that revision

Revision Level Date of lssue
0 (Original) Feb. 3, 1997

1
2

Dec.1,1997
Nov.15,2000

LOG OF EFFECTIVITY PAGES
PAGE

DATE

PAGE

DATE

Title (S1-1)

Nov 15/00
Nov 15/00

S1-9
51-10
51-11
51-12
51-13
51-14
51-15
51-16 blankFeb 3/97
Feb 3/97

s1-2
s1-3
s1-4
s1-5
s1-6
s1-7
s1-8

Nov 15/00
Feb 3197
Feb 3197
Feb 3/97
Feb 3197
Nov 15/00

Dec 1197
Feb 3/97
Nov 15/00
Feb 3/97

Feb3/97
Feb 3197

SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable tothe operation of the airplane, and have been incorporated into
this supplement. This list contains only those Seruice Bulletinsthat are currently active.

Airplane

Number Title

s1-2

Unit

Revision lncorporated

Effectivitv lncorporation ln Airplane

Nov 15/00

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS

SUPPLEMENT 1 - FAA APPROVED

SUPPLEMENTBENDDUKING KX 1554 VHF NAV/COMM
KI 208 or KI 2O9A INDICATOR HEAD

with ISECTION 1
GENERAL
The Bendix/King KX 1554 VHF Nav/Comm, shown in Figure 1,1consists of a panel-mounted receiver-transmitter and a Kl 208 or Kl

2094lndicator.

The set includes a 760-channel VHF communications receivertransmitter and a 20O-channel VHF navigation receiver. A 40channel glide- slope receiver is also included if the Kl 209A
indicator is used. The communications receiver-transmitter receives
and transmits signals between 118.00 and 136.975 MHz with 25kHz spacing. Optional 8.33 kHz (2280 channel) Comm is available.
The navigation receiver receives VOR and localizer signals between
108.00 and 117.95 MHz in 50-kHz steps. The glide slope receiveris automatically tuned when a localizer frequency is selected. The
circuits required to interpret the VOR and localizer signals are also
an integral part of the Nav receiver.

Large selÊdimming gas discharge readouts display both thecommunications and navigation operating frequencies. The KX-

1554's "flip-flop" preselect feature enables you to store one
frequency in the standby display while operating on another andthen interchange them instantly with the touch of a button. Both theactive (COMM) and the standby (STBY) frequencies may bedisplayed at all times and are stored in nonvolatile memory without
drain on the aircraft battery. KX 1554 has 32 programmable commchannels, a stuck microphone aleft and transmitter shutdown,
Bearing To/From radial mode, course deviation indicator mode andan elapsed timer mode.

Nov 15/00

s1-3

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 - FAA APPROVED

The Comm portion

CESSNA

MODEL 182S

squelch' To

override the automatic

control knob ispulled out. Push thesquelch. A "T" will b

the automaticand "R" during

valid signal reception.

The Nav portion uses the pull out feature of the Nav volume

control to receive the Nav signal ldent. Pull the volume control
knob out to hear the ldent signal plus voice. Push the knob in toattenuate the ldent signal and still hear Nav voice.

All controls for the Nav/Comm, except those for navigation

course selection, are mounted on the front panel of the receivertransmitter. Control lighting is provided by NAV/COMM interior
lighting and the instrument panel flood lighting system. Operation
añd dèscription of the audio selector panel used in conjunction withthis radio is shown and described in Supplement 3 in this section.
NOTE

The unit has a stuck microphone aled feature. lf the
microphone is keyed continuously for greater than
33 seconds, the transmitter stops transmitting andthe active Comm frequency flashes to alert the pilotof the stuck mic condition.

s1-4

Feb 3197

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 - FAA APPROVED

2sl¿¿.1t,^ l¿f.00

13't2 rT

I t1.bD f9:5h

10 9

KX 155A VHF NAV/COMM

C ro tNDrcArtoN
Q rnou rNDrcATtoN@r-lie tNDtcAnoN

r¡o\

1

!'.?

18 KI 2OS INDICATOR HEAD

KI2O9A INDICATOR

0585C1 045

0585C1046

0585C1047

Figure 1. Bendix/King KX 1554 VHF NAV/COMM with Kt 208 or
Kl 2094 lndicator Head (Sheet 1 of 7)

Feb 3/97

s1-5

SECTIONg-SUPPLEMENTS
SUPPLEMENT 1 - FAAAPPROVEDCESSNA
MODEL 1825

NAV FUNCTION DISPLAYS

ID9.ED--t- -- -- --DfÐ

VOR MODE: ACTIVVBEARING, CDI FORMAT

tug ED E nl]
FLHE

VOR MODE: ACTIVE/BEARING, FI-AG DISPLAY

tng.Eu DlD'o
VOR MODE: ACTIVE "BEARING TO" FUNCTION DISPLAY
TO

ID9.ED
VOR MODE: ACTIVE/BEARING. FLAG DISPLAYI

lD.9t LDr

- -t- --

LOCALIZER MODE: FREQUENCY/CDI FORMAT

Figure 1. Bendix/King KX 1554 VHF NAV/COMM with Kl 208 or

Kl209A lndicator Head (Sheel2olT\

s1-6

Feb 3/97

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 - FAA APPROVED

1. OPERATING COMM FREQUENCY DISPLAY Displays
COMM ACTIVE and COMM STANDBY frequencies with a "T"
between them to indicate TRANSMIT and an "R" to indicate
RECEIVE modes of operation.

2. OPERATING NAV FREQUENCY DISPLAY -- The rightpoftion of the display is allocated to NAV receiver ACTIVE andSTANDBY information. The frequency channeling is similar to
the COMM when operating in the frequency mode. The NAV
ACTIVE and STANDBY frequencies are stored in the memoryon power down and return on power up.

3. NAV STANDBY/OBS/Bearing/RadialÆimer Display -- The rightside of the NAV display is controlled by the MODE
SELECTOR BUTTON (see #7 below). With an active VOR
frequency, this portion of the display shows the SïANDBY

frequency, OBS setting for the internal CDl, the bearing to the
VOR station, radial from the VOR station, or a count-up/countdown timer. With an active localizer frequency, this portion of
the display shows the standby frequency, the letters "LOC", orcount-up/count-down timer.

4. NAV FREQUENCY SELECTOR KNOB (SMALL) -- Operates
in 50 kHz steps. The NAV receiver's lower and upper
frequency limits are 108.00 MHz and 117.95 MHz. Exceeding
the upper limit of frequency band will automatically return to
the lower limit and vice versa. A clockwise rotation will
increase (inc) the previous frequency while a counterclockwise
rotation will decrease (dec) the previous frequency.

5. NAV FREQUENCY SELECTOR KNOB (LARGE) -- Operates
in 1 MHz steps. The frequency inc/dec operates the
STANDBY frequency display. A clockwise rotation will
increase the previous frequency while a counterclockwise
rotation will decrease the previous frequency. Exceeding theupper limit of the frequency band will automatically return to
the lower limit and vice versa.
Figure 1. BendilKing KX 155A VHF NAV/COMM with Kl 208 or Kl
2094 lndicator Head (Sheet 3 of 7)

Feb 3197

s1-7

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 - FAA APPROVEDCESSNA
MODEL 182S

6. NAV/FREQUENCY TRANSFER BUTTON (e) --NAV frequency transfer button is pushed.

7. MODE SELECTOR BUTTON -- Depressing the mode button
will cause the NAV display to go from the ACTIVE/STANDBY
format to the ACTIVE/CDI (Course Deviation lndicator) format.

ln the CDI mode, the frequency inc/dec knob (pushed in)display is independent of any OBS course selected on an
external CDl. An "OBS" in the middle of the NAV display will
flash while the inner NAV frequency knob is pulled out. The
CDI is displayed on the line below the frequency/OBS. When
the ACTIVE window is tuned to a localizer frequency, thestandby frequency area is replaced by "LOC". When thereceived signal is too weak to ensure accuracy the display will
"FLAG",
Depressing the mode button again will cause the NAV display

to go from the ACTIVE/CDI format to the ACTIVE/BEARING
format. ln the BEARING mode, the frequency inc/dec knob
channels the ACTIVE frequency window. Depressing theVOR signal is received the display flags (dashes).
Figure 1. Bendix/King KX 1554 VHF NAV/COMM with Kl 208 or Kl
2094 lndicator Head (Sheet 4 o17)

s1-8

Nov 15/00

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 - FAA APPROVED

Another push of the mode buüon will cause the NAV display

to go from the ACTIVE/BEARING format to the
ACTIVE/RADIAL format. ln the RADIAL mode, the frequency

inc/dec knobs channel the ACTIVE frequency window anddepressing the frequency transfer button will cause the
ACTIVE frequency to be placed in blind storage and the
STANDBY frequency (in blind storage) to be displayed in the
ACTIVE window display. ln radial mode of operation, the righthand window of NAV display shows the radial FROM thestation. When a too weak or invalid VOR signal is received
the display flags (dashes).
Another push of the mode button will cause the unit to go into
the TIMER mode. When the unit is turned on, the elapsed
timer (ET) begins counting upwards from zero. The timer can
be stopped and reset lo zero by pushing the NAV frequency
lransfer button for 2 seconds or more causing the ET on thedisplay to flash. ln this state, the timer can be set as acountdown timer or the elapsed timer can be restarted. The
countdown timer is set by using the NAV frequency inc/dec
knobs to set the desired time and then pushing the NAV
frequency transfer button to start the timer. The large knob
selects minutes, the small knob in the "in" position selects 10
second intervals, and the small knob in the "oLrt" position
selects individual seconds. After the countdown timer reaches
zero, the counter will begin to count upwards indefinitely while
flashing for the first 15 seconds. When the elapsed timer isreset to zero it may be restarted again by momentarily
pushing the NAV frequency transfer button.

8. NAV /OLUME CONTROL (PULL IDENT) -- Adjusts volume ofnavigation receiver audio. When the knob is pulled out, theldent signal plus voice may be heard. The volume ofvoice/ident can be adjusted by turning this knob.

Figure 1. Bendix/King KX 1554 VHF NAV/COMM with K|208 or Kl
209A lndicator Head (Sheet 5 of 7)

Feb 3/97

s1-9

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 - FAAAPPROVEDCESSNA
MODEL 182S

9. COMM FREQUENCY SELECTOR KNOB (INNER) -- This
smaller knob is designed to change the indicated frequency insteps of 50-kHz when it is pushed in, and in 25-kHz steps
when it is pulled out. For 8.33 kHz versions, channels are
incremented in 25 kHz steps with the knob pushed in and8.33 kHz with the knob pulled out.
10. COMM FREQUENCY SELECTOR KNOB (OUTER) -- The
outer, larger selector knob is used to change the MHz portionof the frequency display. At either band-edge of the 118-136
MHz frequency spectrum, an offscale rotation will wrap thedisplay around to the other frequency band-edge (i.e., 136
MHz advances to 118 MHz).

11. CHANNEL BUTTON -- Pressing the CHAN button lor 2 ormore seconds will cause the unit to enter the channel program(PG) mode. Upon entering the channel program mode, thechannel number will flash indicating that it can be

programmed. The desired channel can be selected by turning
the comm kHz knob. The channel frequency can be enteredby pushing the comm transfer button which will cause thestandby frequency to flash. The comm frequency knobs arethen used to enter the desired frequency. lf dashes (locatedbetween 136 MHz and 118 MHz) are entered instead of afrequency, the corresponding channel is skipped in channel
selection mode. Additional channels may be programmed bypressing the COMM transfer button and using the sameprocedure. The channel information is saved by pushing theCHAN button which will also cause the unit to return to theprevious frequency entry mode.

The channel selection mode (CH) can then be entered bymomentarily pushing the CHAN button. The comm frequency
knobs can be used to select the desired channel. The unit willautomatically default to the previous mode if no channel isselected within 2 seconds after entering the channel selection
mode. The unit is placed in the transmit mode by depressing
a mic button.
Figure 1. Bendix/King KX 155A VHF NAV/COMM with Kl 208 or Kl
209A lndicator Head (Sheet 6 of 7)

s1-10

Feb 3197

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS

SUPPLEMENT 1 - FAA APPROVED

12. COMM FREQUENCY TRANSFER BUTTON (<+) -llnterchanges the frequencies in the USE and STANDBY'
displays. To tune the radio to the desired operating frequency,
the desired frequency must be entered into the standby
display and then the transfer button must be pushed. This willtrade the contents of the active and standby displays. The
operating frequency can also be entered by accessing the
ACTIVE ENTRY (direct tune) mode which is done by pushing
the COMM TRANSFER button for 2 or more seconds. ln the
direct tune mode, only the active part of the display is visible.
The desired frequency can be directly entered into the display.
Push the COMM TRANSFER button again to return to theactive/standby display.

The transceiver is always tuned to the frequency appearing in

the ACTIVE display. lt is, therefore, possible to have twodifferent frequencies stored in the ACTIVE and STANDBY
displays and to change back and forth between them at thesimple push of the transfer button.

13. COMM VOLUME CONTROL (OFF/PULUTEST) -- Rotate the
VOL knob clockwise from the OFF position. Pull the VOL knob

out and adjust for desired listening level. Push the VOL knob
back in to actuate the automatic squelch. The VOL knob may
also be pulled out to hear particularly weak signals.
14. VOF/Localizer Needle or CDI needle.
15. Glideslope Flag
16. TO-FROM-NAV FLAG
17. Azimuth Card

18. OBS Knob
19. Glideslope Needle

Figure 1. Bendix/King KX 1554 VHF NAV/COMM with Kl 208 or Kl
2094 lndicator Head (Sheet 7 of 7)

Dec 1197

s1-11

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 - FAAAPPROVEDCESSNA

MODEL 182S

sEcTloN 2
LIMITATIONSThere is no change to the airplane limitations when this avionicequipment is installed.

sEcfloN 3

EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when

this avionic equipment is installed. However, if the frequency
readouts fail, the radio will remain operational on the last frequency

selected. lf either frequency transfer button is pressed and held
while power is applied to the unit, the unit wakes up with 120.00
MHz in the COMM use frequency and 110.00 MHz in the NAV
active frequency, with both COMM and NAV in the active entry
mode. This will aid the pilot in blind tuning the radio.

SECTION 4
NORMAL PROCEDURESCOMMUN ICATION RECEIVER-TRANSM ITTER O PERATION :1. OFF/PULIJTEST Volume Control -- Turn clockwise; pull out
and adjust to desired audio level; push control back in to
activate the automatic squelch.

2. MIC Selector Switch (on audio control panel) -- SET to COMM
1.

3. SPEAKER Selector (on audio control panel) -- SET to desiredmode.

4. COMM Frequency Selector Knobs -- Select desired operating
frequency.

PRESS to transfer desired
frequency from the STBY display into the COMM display.

5. COMM Transfer Button

s1-12

Feb 3/97

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS,
SUPPLEMENT 1 - FAA APPROVED

6. Mic Button:
a. To transmit -- Press button and speak in microphone.
NOTE

During COMM transmission, a lighted uTu will appear
between the "COMM" and "STBY" displays to indicate thatthe transceiver is operating in the transmit mode.

Ib. To Receive - RELEASE mike button.
NAVIGATION RECEIVER OPERATION:

1. NAV Frequency Selector Knobs -- SELECT desired operating
frequency in "STBY" display.

2. NAV TRANSFER BUTTON -- PRESS to transfer desired
frequency from the "STBY" display into the "NAV" display.

3. Speaker Selector (on audio control panel) -- SET to desired
mode..

4. NAV Volume Control -a. ADJUST to desired audio level.
b. PULL out to identify station.
VOR OPERATION:

Channel the NAV Receiver to the desíred VOR and monitor theaudio to positively identify the station. To select an OBS course,
turn the OBS knob to set the desired course under the lubber line,
When a signal is received, the NAV flag will pull out of view andshow a "TO" or "FROM" flag as appropriate for the selectedcourse.

LOC OPERATION

Localizer circuitry is energized when the NAV Receiver ischanneled to an ILS frequency. Monitor the LOC audio andpositively identify the station. The NAV flag will be out of view when
the signal is of sufficient strength to be usable.

Nov 15/00

s1-13

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 - FAA APPROVEDCESSNA
MODEL 182S

GLIDESLOPE OPERATION

The glideslope receiver is automatically channeled when alocalizer frequency is selected. A separate warning flag is provided
to indicate usable signal conditions.
PILOT CONFIGURATIONThis mode can be accessed by pressing and holding the NAV
Mode Button for more than 2 seconds and then pressing the Nav
Frequency Transfer Button for an additional 2 seconds, while

continuing to hold the NAV Mode Button. When the Pilot Config
Mode ís entered the unit will show the "SWRV" mnemonic which is
the unit software revision level. Adjustment pages can be accessedby MODE button presses.

The pilot may adjust two parameters in the pilot configuration, thedisplay minimum brightness and sidetone volume level. Minimum
Brightness (BRIM) will have a range of 0-255. The dimmest is 0
and the brightest is 255. Sidetone volume level is adjusted when
SIDE is displayed. Values from 0-255 may be selected with 0 being
least volume, 255 being the greatest.
Min Level

Max Level

BRIM

0

255

SIDE

0

255

Adjustment

Mnemonic

Software Revision Number

SWRV

Minimum Display Brightness
Sidetone Level

s1-14

Feb 3/97

CESSNA
MODEL 182SSECTION 9. SUPPLEMENTS
SUPPLEMENT 1 - FAAAPPROVED

Subsequent presses of the MODE button sequences through
SWRV, BRIM, SIDE, and then back to SWRV.

Pressing the NAV Transfer Button momentarily exits Pilot

configuration mode. The NAV returns to its pre-Pilot Gonfig statewith the new brightness and sidetone levels stored in nonvolatilememory.

SECTION 5
PERFORMANCE
There is no change to the airplane performance when thisavionic equipment is installed. However, the installation of an
externally mounted antenna, or several related antennas, will resultin a minor reduction in cruise oerformance.

Feb 3/97

51-1si(S1-16 Blank)

ATodron Compâryr

Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual

CESSNA MODEL 1825
AIRPLANES 18280001 AND ON
SUPPLEMENT 2
BENDIVKING KT 76C
TRANSPONDER WITH BLIND ENCODER

1þ Ja"-a.rof GAMA

1ee7

copy.rcHr @CESSNA AIRCRAFT COMPANY

wrcHrrA,KANsAs,usA

3 Fgbru ary 1997
Revision 1 - 15 November 2000
s2-1

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 2 - FAA APPROVEDCESSNA
MODEL 182S

SUPPLEMENT 2
BENDIVKING KT 76C TRANSPONDER with BLINDENCODERThe following Log of Effective Pages provides the date of issue
for original and revised pages, as well as a listing of all pages in
the Supplement. Pages which are affected by the current
revision will carry the date of that revision
Revision Level Date of lssue(Original) Feb.3, 1997
1
Nov. 15,20000

LOG OF EFFECTIVITY PAGES
PAGE

DATE

PAGE

Title (S2-1)

Nov 15/00
Nov 15/00
Nov 15/00

s2-6
s2-7
s2-8
s2-9
52-10 blank

s2-2
s2-3
s2-4
s2-5

Feb 3/97
Feb 3/97

DATE
Nov 15/00

Nov 15/00
Feb 3/97
Feb 3/97
Feb 3197

SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable tothe operation of the airplane, and have been incorporated into
this supplement. This list contains only those Service Bulletinsthat are currently active.

Airplane

Number Title

s2-2

Unit

Revision lncorporated

Effectivitv lncorporation In Airplane

Nov 15/00

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 2 - FAA APPROVED

SUPPLEMENTBENDIVKING KT 76C TRANPONDER
With BLIND ENCODER

sEcfloN 1
GENERAL
The Bendix/King Transponder (Type KT 76C), shown in Figurel
1, is the airborne component of an Air Traffic Control Radar Beacon
System (ATCRBS). The transponder enables the ATC groundcontroller to "see" and identify more readily the aircraft on theradarscope. The blind encoder (SSD120-20) enables thetransponder to automatically report aircraft altitude to ATC.

The Bendix/King Transponder system consists of a panelmounted unit and an externally-mounted antenna. The transponder
receives interrogating pulse signals on 1030 MHz and transmits

coded pulse-train reply signals on 1090 MHz. lt is capable of
replying to Mode A (aircraft identification) and also to Mode C(altitude reporting) interrogations on a selective reply basis on anyof 4096 information code selections. A sidewall-mounted SSD12020 Blind Encoder is included in the avionic configuration, thetransponder can provide altitude reporting in 1OO-foot increments
between -1000 and +20,000 feet.

The KT 76C features microprocessor and LSI (Large Scalelntegrated) control. Mode and code selection are pedormed using
the rotary knob and numeric buttons and all functions including theflight level altitude are presented on a gas discharge display. All
display segments are automatically dimmed by a photocell typesensor.

Nov 15/00

s2-3

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 2 - FAA APPROVEDCESSNA
MODEL 182S

A VFR programming sequence, described in Section 4, allows
the pilot to preprogram any single code such as "1200" into the KT
76C. Pressing the VFR button instantly returns the KT 76C to thepreprogrammed code without having to manually enter "1200".

All Bendix/King Transponder operating controls are located on
the front panel of the unit. Functions of the operating controls aredescribed in Figure 1.

s2-4

Feb 3/97

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 2 - FAA APPROVED

1. IDENT BUTTON (lDT) - When depressed, selects special
identifier pulse to be transmitted with transponder reply toeffect immediate identification of the airplane on the groundcontroller's display. ('R" will illuminate steadily for
approximately 18 seconds. Button illumination is controlled by
the avionic light dimming rheostat.

2. ALTITUDE DISPLAY - Displays the pressure altitude on theleft side of the display. The display is in hundreds of feet.
"FL" is annunciated to indicate Flight Level altitude. Flight
Level is a term to indicate that the altitude is not true altitude,
but barometric altitude which is not corrected for local
pressure. For Example, "FL-040" corresponds to an altitudeof 4000 feet, meaning sea level pressure of 29.92 inches of
mercury.

The Flight Level altitude is only displayed when the altitude
repofting is enabled, i.e. in Altitude mode. lf an invalid codefrom the altimeter is detected dashes will appear in thealtitude window. Altitude reporting is disabled if the altitude
window is blank or has dashes.
Figure 1. Bendix/King KT 76C Transponder with Blind Encoder(Sheet 1 ol 2)

Feb 3197

s2-5

SECTION 9. SUPPLEMENTS
SUPPLEMENT 2 - FAA APPROVEDCESSNA
MODEL 182S

3. MODE ANNUNCIATORS - Displays the operating mode of thetransponder.

4. REPLY INDICATOR (R) - 'R' is illuminated momentarily when
the transponder is replying to a valid interrogation and during
the 18 +2 seconds following the initiation of an ldent.

5. MODE SELECTOR KNOB - Controls application of power andselects transponder operat¡ng mode as follows:
OFF -Turns set off.

SBY -Turns set on for standby power and code selection.
"SBY" is annunciated.

TST - Self-test function. The transmitter is disabled. All
display segments will illuminate.
ON -Turns set on and enables transponder to transmit
Mode A (aircraft identification) reply pulses. ON isannunciated.

ALT - Turns set on and enables transponder to transmit
either Mode A (aircraft identification) reply pulses andMode C (altitude reporting) pulses selected
automatically by the interrogating signal. ALT isannunciated.

6. VFR CODE BUTTON (VFR) - Pressing the VFR Button willcause a pre-programmed Mode A reply code to supersede
whatever Mode A reply code was previously in use. Button
illumination is controlled by the RADIO LT dimming rheostat

7. CLEAR BUTTON (CLR) -- Pressing the CLR button will delete
the last Mode A code digit entered.

8. NUMERIC KEYS 0-7 - Selects assigned Mode A reply code.
The new code will be transmitted after a S-second delay.
Figure 1. Bendix/King KT 76C Transponder with Blind Encoder(Sheet 2 ol2)

s2-6

Nov 15/00

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 2 - FAA APPROVEDSECTION 2
LIMITATIONSThere is no change to the airplane limitations when this avionicequipment is installed.

SECTION 3
EMERGENCY PROCEDURES
TO TRANSMIT AN EMERGENCY SIGNAL:

1. Mode Selector Knob -- ALT.
2. Numeric Keys 0-7 -- SELECT 7700 operating code.
TO TRANSMIT A SIGNAL REPRESENTING LOSS OF ALL
CoMMUNTCAT|ONS (WHEN tN A CONTROLLEDENVTRONMENT):

1. Mode Selector Knob -- ALT.
2. Numeric Keys 0-7 -- SELECT 7600 operating code.

SECTION 4
NORMAL PROCEDURES
BEFORE TAKEOFF:

1. Mode Selector Knob -- SBY.
TO TRANSMTT MODE A (ATRCRAFT tDENT|FICATION) CODES tN
FLIGHT:

1. Numeric Keys 0-7 -- SELECT assigned code..

Nov 15/00

s2-7

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 2 - FAA APPROVEDCESSNA
MODEL 182S

2. Mode Selector Knob -- ON.
NOTES. During normal operation with Mode Selector Knobin ON position, reply indicator flashes, indicatingtransponder replies to interrogations.

. Mode A reply codes are transmitted in ALT also;
however, Mode C codes are suppressed when theMode Selector Knob is positioned to ON.

3. IDT Button -- DEPRESS momentarily when instructed byground controller to "squawk IDENT" ("R" will illuminate
steadily indicating IDENT operation).

TO TRANSMTT MODE C (ALTTTUDE REPORTTNG) CODES lN
FLIGHT:

1. Transponder Code Selector Knob -- SELECT assigned code.

2. Mode Selector Knob -- ALT.
NOTESWhen directed by ground controller to "stopaltitude squawk", turn Mode Selector Knob to ON
for Mode A operation only.
Altitude transmitted by the transponder for altitude
squawk and displayed on the KT 76C panel ispressure altitude (referenced to 29.92') andconversion to indicated altitude is done in the
ATC computers.

TO SELF-TEST TRANSPONDER OPERATION :1. Mode Selector Knob -- TST Check all displays.
2. Mode Selector Knob -- SELECT desired function.

s2-8

Feb 3/97

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 2 - FAA APPROVED

TO PROGRAM VFR CODE:

1. Mode Selector Knob -- SBY.
2. Numeric Keys 0-7 -- SELECT desired VFR code.
3. IDT Button -- PRESS AND HOLD.
a. VFR Code Button -- PRESS (while still holding IDT button)
to place new VFR code in nonvolatile memory for
subsequent call up.

SECTION 5
PERFORMANCE
There is no change to the airplane performance when thisavionic equipment is installed. However, the installation of an
externally-mounted antenna, or related external antennas, will resultin a minor reduction in cruise performance.

Feb 3/97

S2-9(S2-10 Blank)

AT6)dron Comparìy

Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual

CESSNA MODEL 182S
AIRPLANES 18280001 AND ON
SUPPLEMENT 3
BENDIX/KING KMA 26
AUDIO SELECTOR PANEL

1þ u" ø",ofGAMA

copy.,cHr@jee7 3 February 1997

wrcurn,x¡r.¡s¡s,usn

CESSNA AIRCRAFT COMPANY

182sPHUs-s3-01

Revision 1 - 15 November 2000
S3-1

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 3 - FAA APPROVEDCESSNA
MODEL 182S

SUPPLEMENT 3
BENDI)UKING KMA 26 AUDIO SELECTOR PANEL
The following Log of Effective Pages provides the date of issue
for original and revised pages, as well as a listing of all pages in

the Supplement. Pages which are affected by the current
revision will carry the date of that revision

Revision Level Date of lssue
0 (Original) Feb 3, 19971

Nov.15,2000

LOG OF EFFECTIVITY PAGES

PAGE
DATE
Title (S3-1) Nov 15/00
S3-2
Nov 15/00
Feb 3/97
S3-3
S3-4
Feb 3/97

PAGE
S3-s
53-6
S3-7
S3-8

DATE
Feb 3197
Feb 3197

Nov 15/00
Feb 3/97

SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable tothe operation of the airplane, and have been incorporated into
this supplement. This list contains only those Service Bulletinsthat are currently active.

Airplane

Number Title

s3-2

Unit

Revision lncorporated

Effectivitv lncorporation In Airplane

Nov 15/00

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 3. FAA APPBOVED

SUPPLEMENTBENDIVKING KMA 26 AUDIO SELECTOR PANELSECTION 1
GENERAL
The Bendix/King KMA 26 Audio Selector Panel is a combination
audio amplifier, an audio distribution panel intercom, and a marker
beacon receiver. The audio amplifier is for amplification of theaudio signals for the speaker system. All receiver audio distríbutionfunctions are controlled by two rows of pushbuttons. A rotary
selector swilch on the right side of the console connects the
microphone to either EMG, Com 1, Com 2, Com 3 or PA (Unused
position). All operating controls are shown and described in Figure
1.

A crystal-controlled superheterodyne marker beacon receiverwith 3-light presentation is incorporated within the unit. Dimming
circuitry for the marker lamps automatically adjusts brightness
appropriate to the cockpit ambient light level. Hi and Lo sensitivity
and lamp test functions are also provided.

Light dimming for the audío control panel is manually controlled
by the RADIO light rheostat knob,

MARKER FACILITIESMARKERlnner,
Airway &IDENTIFYING TONE

LIGHT*

Continuous 6 dots/sec (3000 Hz)

White

Alternate dots and dashes (1300 Hz)Amber

2 dashes/sec (4OO Hz)*When the identifying tone is keyed,therespective indicating light will blink
accordingly.

Blue

Fan

MiddleOuter

Feb 3/97

s3-3

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 3 - FAA APPROVEDCESSNA

MODEL 182S

1. MARKER BEACON ANNUNCIATOR LIGHTS -- The three-light marker
beacon receiver built into the KMA 26 gives a visual and aural signal
when the ship's antenna passes over ã 75 MHz beacon. The bìue,amber, and white lights on the faceplate, as well as the audio tones,
identify the beacon gpe.

INNER, AIRWAY and FAN -- Light illuminates white to indicate passage
of ILS inner, airway or fan marker beacons.

OUTER -- Light illuminates blue to indicate passage of outer marker
oeacon.

MIDDLE -- Light illuminates amber to indicate passage of middle
marker beacon.

2. PHOTOCELL FOR AUTOMATIC DIMMING OF MARKER BEACONLIGHTS AND SELECT BUTTON -- The photocell in the faceplate
automaticallv dims the marker liohts as well as the oreen annunciatorsin the Speatier Audio Select Butto"ns for night operationi

3. MARKER BEACON SENSITIVITY LAMP AND TEST SWITCH --The
Select button mustthat the green
lluminated for the ma
at beacon passage.

, the high sensit¡vity

eceive to provide

is on "Hl SENS"h permits you tois point you may

marker tone about aselect the the "LO SENS' (middle) position to temporarily silence thetone. lt will start to sound again when you are closer to the marker,
giving you a more precise indication of its location.

Figure 1. Bendix/King KMA 26 Audio Selector Panel (Sheet 1 of 3)

s3-4

Feb 3197

CESSNA

MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 3 - FAA APPROVED

4. AUDIO SELECT BUTTONS -- Push button audio selection is available

6.

(PUSH SPKR) SWITCH -- With the Speaker Setecr
both headphone and cabin speaker audio will be
audio is active full-time. Headphone audio cannol

Figure 1. Bendix/King KMA 26 Audio Selector Panel (Sheet 2 of 3)

Feb 3/97

s3-5

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 3 - FAA APPROVEDCESSNA
MODEL 182S

s. PASSENGER INTERCOM VOLUME (VOL PASS) KNOB -- Adjusts
passenger intercom volume.

10. INTERCOM MODE SELECT SWITCH -- Has three modes "ALL","CREW", AND "PILOT" which are selected with the toggle switch on

the lower left side on the faceplate. ln the "ALL" position the pilot,

intercom loop and do not hear the radios.

When either the "ALL" or "CREW" intercom modes are selected, thecontrol intercom volume only, not the receiver's volume.
'l

1. MARKEB MUTE BUTTON -- Mutes culrentlv active marker beacon
audio.

Figure 1. Bendix/King KMA 26 Audio Selector Panel (Sheet 3 of 3)

s3-6

Feb 3/97

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 3 - FAA APPROVED

sEcTroN 2
LIMITATIONSThere is no change to the airplane limitations when this avionicequipment is installed.

SECTION 3
EMERGENCY PROCEDURES
ln the event of a failure of the audio amplifier in the KMA 26, aslevidenced by the inability to transmit in COM 1,2 or 3.

1. MIC Selector Switch -- EMG.
NOTEThis action bypasses the KMA 26 audio amplifier andconnects the pilot's mic/head set directly to COM 1.

SECTION 4
NORMAL PROCEDURESAUDIO CONTROL SYSTEM OPERATION:

1. MIC Selector Switch -- Turn to desired transmitter.

2. SPEAKER and Audio Select Button(s) -- SELECT desiredreceiver(s).
NOTESRotation of the MIC selector switch selects the Com audio
automatically.

Nov 15/00

s3-7

SECTION 9. SUPPLEMENTS
SUPPLEMENT 3 - FAA APPROVEDCESSNA

MODEL 182S

MARKER BEACON RECEIVER OPERATION:

1. TEST Position -- HOLD toggle down momentarily to verify all
lights are operational.

2. SENS Selections -- Select Hl sensitivity for airuay flying or LO
for ILS/LOC approaches.

SECTION 5
PERFORMANCE
There is no change to the airplane performance when thisavionic equipment is installed. However, the installation of an
externally mounted antenna or related external antennas, will resultin a minor reduction in cruise performance.

s3-8

Feb 3/97

ATüIM Company

Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual

CESSNA MODEL 182S
AIRPLANES 18280001 AND ON
SUPPLEMENT 4
POINTER MODEL 3OOG11 OR MODEL 4OOO-11
EMERGENCY LOCATOR TRANSMITTERJ) Membe.l- of GAMAcoPYRtGHT @ 1997
CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS. USA
182SPHUS-54-01

3 Febru ary 1997
Revision 1 - 15 November 2000
s4-1

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 4 - FAA APPROVEDCESSNA
MODEL 182S

SUPPLEMENT 4
POINTER MODEL 3OOO.11 OR MODEL 4OOO.11
EMERGENCY LOCATOR TRANSMIfiER (ELT)The following Log of Effective Pages provides the date of issue
for original and revised pages, as well as a listing of all pages in

the Supplement. Pages which are affected by the current
revision will carry the date of that revision

Revision Level Date of lssue
0 (Original)

Feb 3, 1997

1

Nov. 15,2000

LOG OF EFFECTIVITY PAGES
PAGE

DATE

PAGE

DATE

Title (S4-1)

Nov 15/00
Nov 15/00
Nov 15/00
Nov 15/00
Nov 15/00

s4-6
s4-7
s4-8
s4-9
s4-10

Nov 15/00

S4-2
S4-3
S4-4
S4-5

Nov 15/00
Nov 15/00
Nov 15/00

Nov 15/00

SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable tothe operation of the airplane, and have been incorporated into
this supplement. This list contains only those Service Bulletinsthat are currently active.

Airplane

Number Title

s4-2

Unit

Revision

Effectivitv lncorporation

lncorporated
ln Airplane

Nov 15/00

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 4 - FAA APPROVED

SUPPLEMENTPOINTER MODEL 3000-1 1

OR 4000-1 1l

EMERGENCY LOCATOR TRANSMTTTER (ELT)sEcTtoN 1
GENERAL
This supplement provides information which must be obserued
when operating the Pointer Model 3000-11 or 4000-11 Emergency
Locator Transmitter.

activate when the unit senses longitudinal inertia forces as requiredin TSO-C914. Also, a remote switch/annunciator is installed on the
top right hand side of the copilot's instrument panel for control of

the
the
is t
inte

ht creer swi

I

ELT
frequ

General aviation and commercial aircraft, the FAA and CAP monitor
121.5 MHz, and 243.0 MHz is monitored by the military.

The ELT is contained in a high impact, fire retardant, glass filled
Lexon case with carrying handle and is mounted behind the aftcabin partition wall on the right side of the tailcone. To gain accessto tcabin partition.
The
rd facing end oftheon the top righthan

ure 1).

Power for the transmitter is provided by an alkaline battery packinside the transmitter case.

Nov 15/00

s4-3

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 4 - FAA APPROVEDCESSNA

MODEL 182S

ln accordance with FAA regulations, the ELT's battery pack must

be replaced after 2 years shelf or seruice life or for any of thefollowing reasons:a. After the transmitter has been used in an emergency situation(including any inadvertent activation of unknown duration).

b. After the transmitter has been operated for more than one
cumulative hour (e.9. time accumulated in several tests andinadveftent activation of known duration).

c. On or before battery replacement date. Battery replacement
date is marked on the battery pack and the label on thetransmitter.

Irc

EMPE. ÆFigure 1. Pointer Model 3000-11 Emergency Locator Transmitter .

ÕConnects to ELT remoteswitch/annunciator located on the copilot's instrument panel.
2. ANTENNA RECEPTACLE -- Connects to antenna mounted on
top of tailcone.
1. REMOTE CABLE JACK

3. TRANSMITTER ANNUNCIATOR LIGHT -- llluminates red toindicate the transmitter is transmitting a distress signal.
4. MASTER FUNCTION SELECTOR SWITCH (3-position toggle
switch):AUTO -ON --Arms transmitter for automatic activation if "G"switch senses a oredetermined deceleration level.

Activates transmitter instantly. Used for test
purposes and if "G" switch is inoperative. The ON
position bypasses the automatic activation switch.
(The red annunciator in the center of the remoteswitch/annunciator should illuminate).

s4-4

Nov 15i00

CESSNA
MODEL 182S
OFF/RESETSECTION 9 - SUPPLEMENTS
SUPPLEMENT 4 - FAA APPROVED-- Deactivates transmitter during handling,following rescue and to reset the automatic
activation function. (The red annunciator in
the center of the remote switch/annunciatorshould extinguish).

5. REMOTE SWITCH/ANNUNCIATOR (3-position rocker switch):oN -Remotely activates the transmitter for test or
emergency situations. Red annunciator incenter of rocker switch illuminates to indicatethat the transmitter is transmitting a distresssignal.
AUTO --

Arms transmitter for automatic activation if "G"switch senses a predetermined decelerationlevel.

RESET --

Deactivates and rearms transmitter after

automatic activation by the "G" switch. Red
annunciator in center of rocker switch should
extinguish.

î'3
Figure 2. Pointer Model 4000-11 Emergency Locator Transmitter(ELr).

1. REMOTE CABLE JACK

Connects to ELT remoteswitch/annunciator located on the copilot's instrument panel.
2. ANTENNA RECEPTACLE -- Connects to antenna mounted on
top of tailcone.
3. TRANSMITTER ANNUNCIATOR LIGHT -- llluminates red toindicate the transmitter is transmitting a distress signal.

Nov 15/00

s4-5

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 4 - FAA APPROVEDCESSNA
MODEL 182S

4. MASTER FUNCTION SELECTOR SWITCH (3-position toggle
switch):oN --Activates transmitter instantly. Used for test
purposes and if "G" switch is inoperative. The
ON position bypasses the automatic activation
switch. (The red annunciator in the center ofthe remote switch/annunciator should
illuminate).

AUTO --

Arms transmitter for automatic activation if "G"switch senses a predetermined decelerationlevel.

OFF/RESET - Deactivates transmitter during handling,following rescue and to reset the automatic
activation function. (The red annunciator in thecenter of the remote switch/annunciator should
extinguish).

5. REMOTE SWITCH/ANNUNCIATOR (3-position rocker switch):oN -Remotely activates the transmitter for test or
emergency situations. Red annunciator incenter of rocker switch illuminates to indicatethat the transmitter is transmitting a distresssignal.

AUTO --

Arms transmitter for automatic activation if "G"switch senses a predetermined decelerationlevel.

RESET --

Deactivates and rearms transmitter after
automatic activation by the "G" switch. Red
annunciator in center of rocker switch should
extinguish.

SECTION 2
LIMITATIONS
Refer to Section 2 of the Pilot's Operating Handbook (POH).

s4-6

Nov 15/00

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 4 - FAA APPROVEDSECTION 3
EMERGENCY PROCEDURES
Before performing a forced landing, especially in remote andmountainous areas, activate the ELT transmitter by positioning the
remote switch/annunciator to the ON position. The annunciator incenter of the rocker switch should be illuminated.
lmmediately after a forced landing where emergency assistanceis required, the ELT should be utilized as follows:
NOTE

The ELT remote switch/annunciator system could be
inoperative if damaged during a forced landing. lf

inoperative, the inertia trGrr switch will activate
automatically. However, to turn the ELT OFF andON again requires manual switching of the masterfunction selector switch which is located on the ELT
unit.

1. ENSURE ELT ACTí VATION:
a. Position remote switch/annunciator to the ON position even
if annunciator light is already on.

b. lf airplane radio is operable and can be safely used (nothreat of fire or explosion), turn ON and select 121.5 MHz.
lf the ELT can be heard transmitting, it is working properly.

c. Ensure that antenna is clear of obstructions.
NOTE

When the ELT is activated, a decreasing tone will
be heard before the typicalwarbling tone begins.

2. PRIOR TO SIGHTING RESCUE AIRCRAFT -- Conserve
airplane baüery. Do not activate radio transceiver.

3. AFTER SIGHTING RESCUE AIRCRAFT -- Position remoteswitch/annunciator to the RESET position and release to the
AUTO position to prevent radio interference. Attempt contact
with rescue aircraft with the radío transceiver set to afrequency ol 121.5 MHz. lf no contact is established, returnthe remote switch/annunciator to the ON position immediately.

Nov 15/00

s4-71

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 4 - FAA APPROVEDCESSNA
MODEL 182S

4. FOLLOWING RESCUE -- Position remote switch/annunciatorto the AUTO position, terminating emergency transmissions.

SECTION 4
NORMAL PROCEDURES
As long as the remote switch/annunciator is in the AUTO position
and the ELT master function selector switch remains in the AUTO
position, the ELT automatically activates when the unit senses
longitudinal inedia forces as required in TSO-C914.
Following a lightning strike, or an exceptionally hard landing, theELT may activate although no emergency exists. lf the remoteswitch/annunciator illuminates, the ELT has inadvertently activateditself. Another way to check is to select 121.5 MHz on the radiotransceiver and listen for an emergency lone transmission. lf theremote switch/annunciator is illuminated or an emergency tone isheard, position the remote switch/annunciator in the RESET position
and release to the AUTO posítion.
The ELT must be seruiced in accordance with FAR Parl91.2O7.
INSPECTION/TEST

1. The emergency locator transmitter should be tested every 100
hours.

NOTE

Test should only be conducted within the first 5
minutes of each hour.

2. Disconnect antenna cable from ELT.
3. Turn airplane battery switch and avionics power switches ON.
4. Turn airplane transceíver ON and set frequency to 121.5 MHz.
5. Place remote switch/annunciator in the ON position. The
annunciator should illuminate. Permit onlv three emergency
tone transmissions, then immediately reposition the remoteswitch/annunciator to the RESET position and release to the
AUTO position.

l.o-,

Nov 15/00

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 4 - FAA APPROVED

6. Place the ELT master function selector switch in the ON
position. Verify that the transmitter annunciator light on the
ELT and the remote switch/annunciator on the instrument
panelare illuminated.

7. Place the ELT master function selector switch in the
OFF/RESET position.

8. Reposition ELT master function selector switch to AUTO.
9. Reconnect antenna cable to ELT.

¡[, wennrnc

A TEST WITH THE ANTENNA CONNECTEDSHOULD BE APPROVED AND CONFTRMED BY
THE NEAREST CONTROL TOWER.
NOTEWithout its antenna connected, the ELT will produce
sufficient signal to reach the airplane transceiver,
yet it will not disturb other communications or
damage output circuitry.

After accumulated test or operation time equals t hour,battery pack replacement is required.

IN.FLIGHT MONITORING AND REPORTING

Pilot's are encouraged to monitor 121.5 MHz and/or 243.0 MHz
while in flight to assist in identifying possible emergency ELTtransmissions. On receiving a signal, report the following
information to the nearest air traffic control facility:

1. Your position at the time the signal was first heard.
2. Your position at the time the signal was last heard.
3. Your position at maximum signal strength.
4. Your flight altitude and frequency on which the emergency
signal was heard -- 121.5 MHz or 243.0 MHz. lf possible,
positions should be given relative to a navigation aid. lf theaircraft has homing equipment, provide the bearing to theemergency signalwith each reported position.

Nov 15/00

s4-el

SECT¡ON 9 - SUPPLEMENTS
SUPPLEMENT 4 - FAA APPROVED

sEcfloN 5
PERFORMANCE
There is no change in airplane performance when the ELT is
installed.

ATiltlon Comp€ry

Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual

CESSNA MODEL 1825
AIRPLANES 182S8OOO1 AND ON

Q u" a.rofGAMA

copy.,GHr@1se7 3 Fgbruary 1997

CESSNA AIRCRAFT COMPANY

wrcHrrA, KANsAs,

usA

lg2sPHus-ss-o3

Revision 3 - 20 May 1999
SS-1

CESSNASECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED

MODEL 182S

SUPPLEMENT 5
BENDI)UKING KLN 898 GLOBAL POSITIONINGSYSTEM (rFR)
The following Log of Effective Pages provides the date of issue
for original and revised pages, as well as a listing of all pages in

the Supplement. Pages which are affected by the current
revision will carry the date of that revision

Revision Level

Date of lssue

0 (Original)

Feb.3, 1997
Dec.1,1997
July 15, 1998
May 20, 1999

1

2

3

LOG OF EFFECTIVITY PAGES
PAGE

DATE

PAGE

DATE

Title (S5-1)

May 20199
May 20199
July 15/98
July 15/98
July 15/98

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May 20/99

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May 20199
May 20199
May 20199
May 20199
May 20199
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July 15/98

May 20199
May 20/99

May 20199

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVEDCESSNA
MODEL 182S

SUPPLEMENT 5
BENDIVKING KLN 898 GLOBAL POSITIONINGSYSTEM (rFR)
SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable tothe operation of the airplane, and have been incorporated into
this supplement. This list contains only those Seruice Bulletinsthat are currently active.

Number Title

Airolane Unit Revision lncorporated
Effiävifv iñilrporation fnffilane

sB98-34- KLN 898

182580001 7/15198

01

NAVIGATION THRUSYSTEM

IFR 182580257

NONPRECISIONAPPROACH
LIMITATION

July 15/98

s5-3

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVEDCESSNA
MODEL 182S

SUPPLEMENTBENDI)(/KING KLN 898
GPS NAVTGATTON SYSTEM (tFR)
SECTION 1
GENERAL¡[, wnnnrruc
THE KLN 898 IS NOT AUTHORIZED FOR
INSTRUMENT APPROACHES UNLESS THE
OPERATIONAL REVISION STATUS ISUPGRADED TO ''ORS 02" OR LATER, AS READ
ON THE POWER.ON PAGE, AND THE HOST

SOFTWARE IS UPGRADED TO "HOST OO88O.
OOO4'' OR LATER, AS READ ON THE KLN 898
OTH 6 PAGE.

The KLN 898 GPS (Global Positioning System) is a three-dimensional precision navigation system based on 24 earth orbiting
satellites. Receiver Autonomous lntegrity Monitoring (RAIM) is afunction that every IFR-ceftified GPS receiver must continuouslypeÍorm to assure position accuracy. RAIM is available when 5 ormore of these satellites are in view, or 4 satellites are in view and abarometrically corrected altitude input from the airplane's altimeteris made. Annunciation is provided if there are not enough satellites
in view to assure position integrity.
Operational guidance for the KLN 898 GPS Navigation System isprovided with the BendilKing KLN 898 Pilot's Guide (supplied withthe airplane). This Pilot's Guide should be thoroughly studied and
VFR operations conducted so that you are totally familiar with the
GPS system of navigation before actually using this equipment in
IFR conditions.

s5-4

July 15/98

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 . FAA APPROVEDCESSNA
MODEL 182S

The database card is an electronic memory containing
information on airpofts, navaids, intersections, SID's, STAR's,
instrument approaches, special use airspace, and other items ofinterest to the pilot.

Every 28 days, Bendix/King receives new database informationfrom Jeppesen Sanderson for the North American database region.
This information is processed and downloaded onto the databasecards. Bendix/King makes these database card updates available
to KLN 898 GPS users.

¡[, cnunoru
THE DATABASE MUST BE UPDATED ONLY\,ì'HILE THE AIRCRAFT IS ON THE GROUND.
THE KLN 898 DOES NOT PERFORM ANY
NAVIGATION FUNCTION WHILE THE DATABASEIS BEING UPDATED.
NOTE

A current database is required by regulation in order to
use the KLN 898 GPS system for nonprecision
approaches.

Provided the KLN 898 navigation system is receiving adequate
usable signals, it has been demonstrated capable of and has beenshown to meet the accuracy specifications of: VFF/IFR en route
oceanic and remote, en route domestic, terminal, and instrument
approach (GPS, Loran-C, VOR, VOR-DME, TACAN, NDB, NDBDME, RNAV) operation within the U.S. National Airspace System,

North Atlantic Minimum Navigation Pedormance Specifications(MNPS) Airspace and latitudes bounded by 74' Nofth and 60"

South using the WGS-84 (or NAD 83) coordinate reference datum inaccordance with the criteria of AC 20-138, AC 91-49, and AC 12033. Navigation data is based upon use of only the global
positioning system (GPS) operated by the United States.

July 15/98

s5-5

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVEDCESSNA
MODEL 182S

NOTE

Aircraft using GPS for oceanic IFR operations may use the
KLN 898 to replace one of the other approved means oflong range navigation. A single KLN 898 GPS installation

may also be used on short oceanic routes which require
only one means of long-range navigation.
NOTE

FAA approval of the KLN 898 does not necessarily
constitute approvalfor use in foreign airspace.
NOTE

When the KLN 898 contains receiver software RCVR
01621-0001 (or higher dash number), as verified on the
OTH 6 page, the unit is qualified for BRNAV (Basic Area
Navigation) operation in the European region in accordancewith the criteria of AC 90-96. (Reference ICAO Doc 7030
Regional Supplementary Procedures, JAA Technical

Guidance Leaflet AMJ20X2 and Eurocontrol RNAVStandard Doc 003-93 Area Navigation Equipment
Operational Requirements and Functional Requirements(RNAV).)

s5-6

May 20/99

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED

0s85C1042

1. GPS MESSAGE (MSG) ANNUNCIATOR LIGHT - MSG will
begin flashing whenever the message prompt (a large "M" orìthe left side of the screen) on the KLN 898 GPS unit begins
flashing to alert the pilot that a message is waiting. Press the
Message (MSG) key on the GPS to display the message. lf a
message condition exists which requires a specific action by
the pilot, the message annunciator will remain on but will not
flash.

2. GPS WAYPOTNT (WPT) ANNUNCIATOR LIGHT -- GPS
WAYPOINT annunciator will begin to flash approximately 36
seconds prior to reaching a Direct-To waypoint. Also, whenturn anticipation is enabled in the KLN 898 GPS unit, theannunciator will begin to flash 20 seconds prior to thebeginning of turn anticipation, then illuminate steady at thevery beginning of turn anticipation.

Figure 1. GPS Annunciator/Switch (Sheet 1 of 3)

July 15/98

s5-7 ISECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVEDCESSNA
MODEL 182S¡[, wanurruc
TURN ANTICIPATION IS AUTOMATICALLYDISABLED FOR FAF WAYPOINTS AND THOSEUSED EXCLUSIVELY IN SID/STARS WHEREOVERFLIGHT IS REQUIRED. FOR WAYPOINTSSHARED BET\'ì'EEN SID/STARS AND
PUBLTSHED EN ROUTE SEGMENTS (REOU¡R|NG
ovERFLtGHT tN THE S|D/STARS), pROpERSELECTION ON THE PRESENTED WAYPOINT
PAGE IS NECESSARY TO PROVIDE ADEQUATEROUTE PROTECTION ON THE SID/STARS.

3. GPS APPROACH (GPS, APR) SWITCH - Pressing the GPS
APPROACH switch manually selects or disarms the approach
ARM mode and also cancels the approach ACTV mode after
being automatically engaged by the KLN 898 GPS system.
The white background color of the GPS APPROACH
annunciator makes it visibte in daylight.

4. ARM ANNUNCIATOR LIGHT ARM annunciator will
illuminate when the KLN 898 GPS system automaticallyselects the approach ARM mode or when the approach ARM
mode is manually selected. The approach ARM mode will be
automatically selected when the airplane is within 30 NM of an
airpofi, and an approach is loaded in the flight plan for that
airport. The approach ARM mode can manuafly be selected
at a greater distance than 30 NM from the airport by pressing
the GPS APPROACH switch; however, this will not change the

CDI scale until the airplane reaches the 30 NM point. The
approach ARM mode can also be disarmed by pressing the
GPS APPROACH switch.

5. ACTIVE (ACTV) ANNUNCIATOR LIGHT -- ACTV annunciator
will illuminate when the KLN 898 GPS system automaticallyengages the approach ACTV mode (the ACTV mode can only
be engaged by the KLN 898 GPS system which is automatic.)
To cancel the approach ACTV mode, press the GPS
APPROACH switch; this will change the mode to the approach
ARM mode and ilfuminate the ARM annunciator.
Figure 1. GPS Annunciator/Switch (Sheet 2 of 3)

I.u-,

July 15/98

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVEDCESSNA
MODEL 182S

6. NAV/GPS SWITCH -- Toggles from Nav 1 to GPS and viceversa to control the type of navigation data lo be displayed on
the CDI (Course Deviation lndicator). The No. 1 CDI Omni
Bearing Selector (OBS) provides analog course input to the

KLN 898 in OBS mode when the NAV/GPS

switch/annunciator is in GPS. When the NAV/GPS switch
annunciation is in NAV, GPS course selection in OBS mode isdigital through the use of the controls and display at the KLN
898.
NOTE

Manual CDI course centering in OBS mode using thecontrol knob can be difficult, especially at long
distances. Centering the Course Deviation lndicator(CDl) needle can best be accomplished by pressing the
Direct-To button and then manually setting the No. 1
CDI course to the course value prescribed in the KLN
89B displayed message.
NOTE

The Directional Gyro heading (HDG) bug must also be
set to provide proper course dalum to the autopilot if
coupled to the KLN 898 in LEG or OBS. (When theoptional HSI is installed, the HSI course pointer provides
course datum to the autopilot.)

7. NAVIGATION SOURCE (NAV) ANNUNCIATOR -- The NAV
annunciator will illuminate steady to inform the pilot that NAV
1 information is being displayed on the NAV 1 CDl.

L NAVIGATION SOURCE (GPS) ANNUNCIATOR -- The GPS

annunciator will illuminate steady to inform the pilot that GPS
information is being displayed on the NAV 1 CDl.

Figure 1. GPS Annunciator/Switch (Sheet 3 of 3)

July 15/98

ss-e ISECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVEDCESSNA

MODEL 182SSECTION 2
LIMITATIONS
1. The KLN 898 GPS Pilot's Guide, P/N 006-08786-0000, dated
May, 1995 (or later applicable revision) must be available to theflight crew whenever IFR GPS navigation is used. The
Operational Revision Status (ORS) of the Pilot's Guide mustmatch the ORS level annunciated on the Self Test page.

2. IFR Navigation is restricted as follows:a. The system must utilize ORS level 01 or later FAA approved
revision.

b. The data on the self test page must be verified prior to use.

c. IFR en route and terminal navigation is prohibited unless thepilot verifies the currency of the database or verifies eachselected waypoint for accuracy by reference to current
approved data.

d. The system must utilize ORS Level 02 or later FAA approved
revision to conduct nonprecision instrument approaches. ln
addition, the software level status found on page OTH 6 mustbe "HOST 00880-0004" or later. lnstrument approaches mustbe accomplished in accordance with approved instrument
approach procedures that are retrieved from the KLN B9B
database. The KLN 898 database must incoroorate thecurrent update cycle.
1) The KLN 898 Quick Reference, P/N 00ô-08787-0000,
dated 5/95 (or later applicable to revision) must be
available to the flight crew during instrument approach
operations.

2) lnstrument approaches must be conducted in the approachmode and RAIM must be available at the Final Approach
Fix.

s5-10

July 15/98

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED

3) APR ACTV mode must be annunciated at the Final Approach Fix.

4) Accomplishment of lLS, LOC, LOC-BC, LDA, SDF, and
MLS approaches are not authorized.

5) When an alternate airport is required by the applicabfe
operating rules, it musl be served by an approach basedon other than GPS or Loran-C navigation.
6) The KLN 898 can only be used for approach guidance if
the reference coordinate datum system for the instrument
approach is WGS-84 or NAD-83. (All approaches in the

KLN 898 database use the WGS-84 or the NAD-83
geodetic datum).

e. For BRNAV operations in the European region:
1) With 23 (24 if the altitude input to the KLN 898 is notavailable) or more satellites projected to be operational forthe flight, the aircraft can depart without fudher action.

2) With 22 (23 if the altitude input to the KLN 898 is notavailable) or fewer satellites projected to be operational forthe flight, the availability of the GPS integrity (RAIM) should
be confirmed for the intended flight (route and time). Thisshould be obtained from a prediction program run outsideof the aircraft. The prediction program must comply withthe criteria of Appendix 1 of AC90-96. ln the event of apredicted continuous loss of RAIM of more than 5 minutes
for any part of the intended flight, the flight should bedelayed, cancelled, or rerouted on a track where RAIM
requirements can be met.
NOTE

AlliedSignal's Preflight, Version 2.O or later computer based
prediction program may be used for the RAIM prediction.

Alternate methods should be submitted for approval inaccordance with Advisory Circular AC90-96.

May 20199

s5-11

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVEDCESSNA

MODEL 182S

aircraft must have other approved navigation equipment
I' f. The
appropriate to the route of flight installed and operational.

PLACARDS
Use of the KLN 898 without the Operational Revision Status
upgrade to "ORS 02" or later is limited to VFR and IFR enroute
only. The following information must be presented in the form ofplacards when the airplane is equipped with a KLN 898 unit thathas not been upgraded.

1. On the instrument panel near the KLN 898 unit:

GPS NOT APPROVED
FOR IFR APPROACH

This placard is not required with an Operational Revision Status
upgrade to "ORS 02" or later as read on the Power-On page andhost software upgrade to "HOST 00880-0004" or later as read on
the OTH 6 page.

SECTION 3
EMERGENCY PROCEDURES
There are no changes to the basic airplane emergency

procedures when the KLN 898 GPS is installed.

1. lf the KLN 898 GPS information is not available or invalid, utilize
remaining operational navigation equipment as required.

2. lt a "RAIM NOT AVAILABLE" message is displayed while
conducting an instrument approach, terminate the approach.
Execute a missed approach if required.

s5-12

May 20199

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVEDCESSNA
MODEL 182S

lf a "RAIM NOT AVAILABLE" message is displayed in the enroute or terminal phase of flight, continue to navigate using theKLN 898 or reveft to an alternate means of navigation
appropriate to the route and phase of flight. When continuing to
use the KLN 898 for navigation, position must be verified every
15 minutes using another IFR approved navigation system.
4. Refer to the KLN 898 Pilot's Guide, Appendices B and C, forappropriate pilot actions to be accomplished in response toannunciated messages.

SECTION 4
NORMAL PROCEDURESOPERATION

Normal operating procedures are outlined in the KLN 898 GPS
Pilot's Guide, P/N 006-08786-0000, dated May, 1995, (or later
applicable revision). A KLN 898 Quick Reference, P/N 006-087870000, dated May, 1995 (or later applicable revision) containing anapproach sequence, operating tips and approach related messages
is intended as well for cockpit use by the pilot familiar with KLN 898
operations when conducting instrument approaches.

¡[, wlnxrnc
TO PREVENT THE POSSIBILITY OF TURN
ANTICIPATION CAUSING POTENTIALLYMISLEADING NAVIGATION WHEN THE
AIRCRAFT IS NOT ON COURSE, VERIFY THE CDICOURSE AND CDI NEEDLE PRESENTATION IS

PROPER PRIOR TO TAKEOFF AND DO NOTSWITCH FROM OBS TO LEG WITH GREATER
THAN 1 NM CROSS TRACK ERROR (XTK).

IF MISLEADING DATA ¡S SUSPECTED, A
DIRECT.TO OPERATION TO YOUR DESIREDWAYPOINT WILL CLEAR ANY PREVIOUS OBSCOURSE. AND CANCEL TURN ANTICIPATION.

May 20/99

s5-131SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVEDCESSNA
MODEL 182S

NOTE

After the above Direct-To operation, fufiher reorientation to

the nearest leg of the active flight plan may be

accomplished by pressing the DirecþTo button followed bypressing the Clear button and finally the Enter Button.

Refer to the Pilot's Guide section 4.2.2 for an explanation ofturn anticipation, and Appendix A - Navigation Terms for thedefinition of cross track error (XTK).
AUTOPI LOT COUPLED OPERATIONThe KLN 898 may be coupled to the KAP 140 autopilot by first
selecting GPS on the NAV/GPS switch. Manual selection of thedesired track on the pilot's DG heading bug is required to provide
course datum to the KAP 140 autopilot. (Frequent course datum
changes may be necessary, such as in the case of flying a DMEarc.) The autopilot approach mode (APR) should be used when
conducting a coupled GPS approach.
NOTE

Select HDG mode for DME arc intercepts. NAV or APR
coupled DME arc intercepts can result in excessive
overshoots (aggravated by high ground speeds and/oríntercepts from insíde the arc).

APPROACH MODE SEQUENCING AND RAIM PREDICTION¡[ wnnnnc
FAMILIARIW WITH THE EN ROUTE OPERATION

OF THE KLN 898 DOES NOT CONSTITUTEPROFICIENCY IN APPROACH OPERATIONS. DO

NOT ATTEMPT APPROACH OPERATIONS IN

lMc(|NSTRUMENT METEOROLOGTCAL

coNDrTloNS) PRIOR TO

ATTA|NTNGPROFICIENCY IN THE USE OF THE KLN 898.

lru-roMay 20199

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED

NOTE

The special use airspace aleft will automatically bedisabled prior to flying an instrument approach to
reduce the potentialfor message congestion.
1. Prior to arrival, select a STAR if appropriate from the APT 7
page. Select an approach and an initial approach fix (lAF)from the APT I page.
NOTE
Using the outer knob, select the ACT (Active Flight Plan
Waypoints) pages. Pull the inner knob out and scroll tothe destination airport, then push the inner knob in andselect the ACT 7 or ACT I page.

To delete or replace a SlD, STAR or approach, selectFPL 0 page. Place the cursor over the name of theprocedure, press ENT to change it, or CLR then ENT todelete it.

2. En route, check for RAIM availability at the destination airport
ETA on the OTH 3 page.

NOTE

RAIM must be available at the FAF in order to fly an
instrument approach. Be prepared to terminate theapproach upon loss of RAIM.

3. At or within 30 nm from the airpoñ:
a. Verify automatic annunciation of APRARM.
b. Note automatic CDI needle scaling change from =5.0 nm
to +1.0 nm over the next 30 seconds.

c. Update the KLN 898 altimeter baro setting as required.
d. lnternally the KLN 898 will transition from en route toterminal integrity monitoring.

May 20199--ls5-151

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVED

4. Select NAV 4 page to fly the approach procedure.

a. lf receiving radar vectors, or need to fly a procedure turn or
holding pattern, fly in OBS until inbound to the FAF.
NOTE

OBS navigation is TO-FROM (like a VOR) without
waypoint sequencing.

¡1, wnnnrrc
TO PREVENT THE POSSIBILITY OF TURN

ANTICIPATION CAUSING POTENTIALLYMISLEADING NAVIGATION WHEN THE
AIRCRAFT IS NOT ON COURSE, DO NOTSWITCH FROM OBS TO LEG WITH GREATER
THAN 1 NM CROSS TRACK ERROR (XTK).

b. NoPT routes including DME arc's are flown in LEG. LEG
is mandatorv from the FAF to the MAP.
NOTE

Select HDG mode for DME arc intercepts. NAV or APR
coupled DME arc intercepts can result in excessive
overshoots (aggravated by high grounc speeds and/orintercepts from inside the arc).

¡[, wnnnrnc

FLYING FINAL OUTBOUND FROM AN OFF.

AIRPORT VORTAC ON AN

OVERLAYAPPROACH; BEWARE OF THE DME DISTANCE
INCREASING ON F¡NAL APPROACH, AND THE
GPS DISTANCE-TO-WAYPOINT DECREASING,
AND NOT MATCHING THE NUMBERS ON THE
APPROACH PLATE.

l.u-, uMay 20199

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVEDCESSNA
MODEL 182S

5. At or before 2 nm from the FAF inbound:a. Select the FAF as the active wavpoint, if not accomplished

ffiad-rb. Select LEG operation.

-

6. Approaching the FAF inbound (within 2 nm):a. Verify APR ACTV.
b. Note automatic CDI needle scaling change from -¡1.0 nm
to +0.3 nm over the 2 nm inbound to the FAF.
c. lnternally the KLN 898 will transition from terminal toapproach integrity monitoring.

7. Crossing the FAF and APR ACTV is ry!annunciated:a. Do not descend.
b. Execute the missed approach.
8. Missed Approach:a. Climb.
b. Navigate to the MAP (in APRARM if APR ACTV is notavailable).
NOTE
There is no automatic LEG sequencing at the MAP.

c. After climbing in accordance with the published missed
approach procedure, press the Direct To button, verify orchange the desired holding fix and press ENT.

May 20/99

s5-171SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVEDCESSNA
MODEL 182S

GENERAL NOTES. The database must be up to date for instrument approach
operation.

. Onfy æ approach can be in the flight plan at a time.
. Checking RAIM prediction for your approach while en route using
the OTH 3 page is recommended. A self check occurs
automatically within 2 nm of the FAF. APR ACTV is inhibitedwithout RAIM.

. Data cannot be altered, added to or deleted from the approachprocedures contained in the database. (DME arc intercepts may

be relocated along the arc through the NAV 4 or the FPL 0
pages).

. Waypoint suffixes in the flight plan:i-- tAFf -- FAF
m -- MAPh -- missed approach holding fix.
.The DME arc IAF (arc intercept waypoint) will be on your present
position radial off the arc VOR when you load the IAF into the flightplan, or the beginning of the arc if currently on a radial beyond thearc limit. To adjust the arc intercept to be compatible with acurrent radar vector, bring up the arc IAF waypoint in the NAV 4
page scanning field or under the cursor on the FPL 0 page, press
CLR, then ENT. Fly the arc in LEG. Adjust the heading bug (ifautopilot coupled) and CDI course with reference to the desired
track value on the NAV 4 page (it will flash to remind you).
LefVright CDI needle information is relative to the arc. Displayed
distance is not along the arc but direct to the active waypoint. (TheDME arc radial is also displayed in the lower right corner of theNAV 4 page.)l.u-,,

May 20/99

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 5 - FAA APPROVEDCESSNA

MODEL 182S

The DME arc IAF identifier may be unfamiliar. Example: D098G
where 098 stands for the 098' radial off the referenced VOR,
and G is the seventh letter in the alphabet indicating a 7 DME
arc.

. APRARM to APR ACTV is automatic provided that:a. You are in APRARM (normally automatic).
b.
in LEG mode.
c.
actived. Within 2 nm
e. Outside of the FAF.
f. lnbound to the FAF.
g. RAIM is available.

Direct-To operation between the FAF and MAP cancels APR
ACTV. Fly the missed approach in APRARM.
Flagged navigation inside the FAF may usually be restored (notguaranteed) by pressing the GPS APR button changing fromACTV to ARM. Fly the missed approach.

The instrument approach using the KLN 898 may be essentiallyautomatically started 30 nm out (with a manual baro setting
update) or it may require judicious selection of the OBS and LEG
modes.
APRARM may be canceled at any time by pressing the GPS APR
button. (A subsequent press will reselect it.)sEcTroN 5
PERFORMANCE
There is no change to the airplane performance when this avionics
equipment is installed. However, installation of an externallymounted antenna or related external antennas, will result in a minor
reduction in cruise pedormance.

May 2Ol99

55-19(5-20 blank)

ATs)dron CompÐy

Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual

CESSNA MODEL 182S
AIRPLANES 18280001 AND ON
SUPPLEMENT 6
BENDIVK¡NG KR87
AUTOMATIC DIRECTION FINDER

(l

1ee7

copy.,GHr @CESSNA AIBCHAFT COMPANY
wcHrrA, KANsAs,

usA

ls2sPHus-s6-02

Memøer of GAMA

3 Fgbru ary 1997
Revision 2 - 15 November 2000
S6-1

SECTION 9. SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVEDCESSNA
MODEL 182S

SUPPLEMENT 6
BENDI)íKING KR 87 AUTOMATIC DIRECTIONFTNDER (ADF)
The following Log of Effective Pages provides the date of issue
for original and revised pages, as well as a listing of all pages in
the Supplement. Pages which are affected by the current
revision will carry the date of that revision
Revision Level Date of lssue
0 (Original)
1

2

Feb.3, 1997
Dec. 1 ,1997
Nov. 15.2000

LOG OF EFFECTIVITY PAGE
PAGE
Title (56-1)

56-2
56-3
56-4
56-5
56-6

Nov 15/00
Nov 15/00

Nov 15/00
Feb 3/97

Feb 3197
Feb 3197

PAGE DATE
56-7 Feb 3/97
56-8 Feb 3/97
56-9 Feb 3197
56-10 Feb 3197
56-11 Dec 1/97
56-12 Feb 3/97

SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable tothe operation of the airplane, and have been incorporated into
this supplement. This list contains only those Service Bulletinsthat are currently active.
Number

s6-2

T¡tle

Airplane Unit Revision lncoroorated
Effe-õävlf iñForporat¡on ln A-ìrplan-eNov 15/00

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVEDCESSNA
MODEL 182S

SUPPLEMENTBENDT)UKTNG KR 87 AUTOMATTC DTRECTTONI
FTNDER (ADF)

SECTION 1
GENERAL
The Bendix/King Digital ADF is a panel-mounted, digitally tuned
automatic direction finder. lt is designed to provide continuous 1kHz digital tuning in the frequency range ot 2OO-kHz to 1799-kHz

and eliminates the need for mechanical band switching. The
system is comprised of a receiver, a built-in electronics timer, abearing indicator, and a KA-448 combined loop and sense antenna.
Operating controls and displays for the Bendix/King Digital ADF are

shown and described in Figure 1. The audio system used inconjunction with this radio for speaker-phone selection is shown anddescribed in Supplement 3 of this handbook.

The Bendix/King Digital ADF can be used for position plotting
and homing procedures, and for aural reception of amplitudemodulated (AM) signals.

The "flip-flop" frequency display allows switching between preselected 'STANDBY" and "ACTIVE" frequencies by pressing thefrequency transfer button. Both pre-selected frequencies are stored
in a non-volatile memory circuit (no battery power required) anddisplayed in large, easy-to-read, self-dimming gas discharge
numerics. The active frequency is continuously displayed in the left
window, while the right window will display either the standby
frequency or the selected readout from the built-in electronic timer.
The built-in electronic timer has two separate and independent
timing functions. An automatic flight timer that starts whenever theunit is turned on. This timer functions up to 59 hours and 59
minutes. An elapsed timer which will count up or down for up to 59
minutes and 59 seconds. When a preset time interual has been
programmed and the countdown reaches :00, the display will flashfor 15 seconds. Since both the flight timer and elapsed timer
operate independently, it is possible to monitor either one without
disrupting the other. The pushbutton controls and the bearing
indicators are internally lighted. lntensity is controlled by the RADIO
light dimrning rheostat.
Nov 15/00

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVEDCESSNA
MODEL 1825

â$ rEE ::: LiPr

FL

rlt

Ill

0585C 043
058sc1 044
1Figure 1. KR 87 Automatic Direction Finder (ADF) (Sheet 1 of 4)

s6-4

Feb 3/97

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 6 . FAA APPROVED

1. ANT/ADF MODE ANNUNCIATOR Antenna (ANT) is
selected by the "out" position of the ADF button. This mode
improves the audio reception and is usually used for station
identification. The bearing pointer is deactivated and will parkin the 90" relative position. Automatic Direction Finder (ADF)
mode is selected by the depressed position of the ADF button.
This mode activates the bearing pointer. The bearing pointerwill point in the direction of the station relative to the aircraft
heading.

2. IN-USE FREQUENCY DISPLAY - The frequency to which the
ADF is tuned is displayed here. The active ADF frequency canbe changed directly when either of the timer functions isselected.

3. BFO (Beat Frequency Oscillator) ANNUNCIATOR - The BFO
mode, activated and annunciated when the "BFO" button isdepressed, permits the carrier wave and associated morse
code identifier broadcast on the carrier wave to be heard.
NOTE

CW signals (Morse Code) are unmodulated and no audio
will be heard without use of BFO. This type of sígnal is not
used in the United States air navigation. lt is used in someforeign countries and marine beacons.

4. STANDBY FREQUENCY/FLIGHT TIME OR ELAPSED TIME
ANNUNCIATION -- When FRQ is displayed the STANDBY
frequency is displayed in the right hand display. The
STANDBY frequency is selected using the frequency selectknobs. The selected STANDBY frequency is put into the
ACTIVE frequency windows by pressing the frequency transfer
button. Either the standby frequency, the flight timer, or theelapsed time is displayed in this position. The flight timer andelapsed timer are displayed replacing the standby frequency
which goes into "blind" memory to be called back at any timeby depressing the FRQ button. Flight time or elapsed time aredisplayed and annunciated alternatively by depressing the
FLT/ET button.

Figure 1 . KR 87 Automatic Direction Finder (ADF) (SheeÌ.2 ot 4)

Feb 3197

s6-5

SECÏION 9 - SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVEDCESSNA
MODEL 182S

5. FLIGHT TIMER AND ELAPSED TIMER MODE ANNUNCIATION -- Either
the elapsed time (ET) or flight time (FLT) mode is annunciated here.

6. FREQUENCY SELECT KNOBS - Selects the standby frequency when
FRQ is displayed and directly selects the active frequency whenevereither of the time functions is selected. The frequency selector knobs
may be rotated either clockwise or counterclockwise. The small knob ispulled out to tune the 1's. The small knob is pushed in to tune the 10's.
The outer knob tunes the 100's with rollover into the 1000's up to 1799.
These knobs are also used to set the desired time when tlre elaosed
timer is used in the countdown mode.

7. ON/OFF /OLUME CONTROL SWITCH (ON/OFF^/OL) -- Controls

primary power and audio output level. Clockwise rotation from OFF
pos¡tion applies primary power to the receiver; further clockwise
rotation increases audio level. Audio muting causes the audio output tobe muted unless the receiver is locked on a valid station.

8. SET/BESEï ELAPSED TIMER BUTTON (SET/RST) -- The seVreset
button when pressed resets the elapsed limer whether it is being
displayed or not.

9. FLIGHT TIMEF/ELAPSED TIMEB MODE SELECTOR BUTTON(FLT/ET) - The Flight Timer/Elapsed Time mode selector button whenpressed alternatively selects either Flight Timer mode or Elapsed Timermooe.

10. FREQUENCY TRANSFER BUTTON (FRO) - The FRQ transfer button

when pressed exchanges the active and standby frequencies. The new
frequency becomes active and the former active frequency goes into
standby.

11. BFO (Beat Frequency Oscillator) BUTTON -- The BFO button selects
the BFO mode when in the depressed position. (See note under item3).

12. ADF BUTTON - The ADF button selects either the ANT mode or the

ADF mode. The ANT mode is selected with the ADF button in the out

position. The ADF mode is selected with the ADF button in the

depressed position.

Figure 1, KR 87 Automatic Direction Finder (ADF) (Sheet 3 of 4

òo-oFeb 3/97

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVED

13.LUBBER LINE -- lndicates relative or magnetic heading of theaircraft. The heading must be manually input by the pilot withthe heading (HDG) knob.
14. COMPASS CARD -- Manually rotatable card that índicates

relative or magnetic heading of aircraft, as selected by HDG

knob.
15. BEARING POINTER -- lndicates relative or magnetic bearing
to station as selected by HDG knob. lf the relative heading ofNorth (N) is manually selected under the lubber line by thepilot, then the bearing pointer indicates the relative bearing to

the station. lf the aircraft's magnetic heading is selectedunder the lubber line by the pilot, then the bearing pointerindicates the magnetic bearing to the station.
16. HEADING KNOB (HDG) -Rotates card to set in relative or
magnetic heading of aircraft.

Figure 1. KR 87 Automatic Direction Finder (ADF) (Sheet 4 of 4)

Feb 3/97

s6-7

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVEDCESSNA
MODEL 182SSECTION 2
LIMITATIONSThere is no change to airplane limitations when the KR 87 ADF
is installed.

sEcTroN 3
EMERGENCY PROCEDURES
There are no changes to the basic airplane emergency

procedures when the KR 87 ADF is installed.

sEcÏoN 4

NORMAL PROCEDURES
TO OPERATE AS AN AUTOMATIC DIRECTION FINDER:

1. OFF /OL Control -- ON.
2. Frequency Selector Knobs -- SELECT desired frequency inthe standby frequency display.

3. FRQ Button -- PRESS to move the desired frequency from thestandby to the active position.

4. ADF Selector Switch (on audio control panel) - SELECT as
desired.

5. OFF /OL Control -- SET to desired volume levef and identify
that desired station is being received.

6. ADF Button -- SELECT ADF mode and note relative bearing
on indicator.
ADF TEST (PRE-FLIGHT or IN-FLIGHT):

1. ADF Button -- SELECT ANT mode and note pointer moves to

90'position.

2. ADF Button -- SELECT ADF mode and note the pointer moves
without hesitation to the station bearing. Excessive pointersluggishness, wavering or reversals indicate a signal that is
too weak or a system malfunction.

s6-8

Feb 3/97

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVED

TO OPERATE BFO:

1. OFF /OL Control -- ON.
2. BFO Button -- PRESS on.
3. ADF Selector Buttons (on audio control panel) -- SET todesired mode.

4. VOL Control -- ADJUST to desired listening level.
NOTE

A 1000-Hz tone and Morse Code identifier is heard in
the audio output when a CW signal is received.
TO OPERATE FLIGHT TIMER:

1. OFFA/OL Control -- ON.

2. FLTIET Mode Button -- PRESS (once or twice) until FLT isannunciated. Timer will already be counting since it isactivated by turning the unit on.

3. OFFA/OL Control -- OFF and then ON if it is desired to resetthe flight timer.
TO OPERATE AS A COMMUNICATIONS RECEIVER ONLY:

1. OFF /OL Control-- ON.

2. ADF Button -- SELECT ANT mode.
3. Frequency Selector Knobs -- SELECT desired frequency inthe standby frequency display.

4. FRQ Button -- PRESS to move the desired frequency from thestandby to the active position.

5. ADF Selector Buttons (on audio control panel) -- SET todesired mode.

6. VOL Control -- ADJUST to desired listening level.

Feb 3/97

s6-9

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVEDCESSNA
MODEL 182S

TO OPERATE ELAPSED TIME TIMER-COUNT UP MODE:

1. OFF^/OL Control -- ON.

2. FLTIÊT Mode Butlon -- PRESS (once or twice) until ET isannunciated.

3. SET/RST Button -- PRESS momentarily to reset elapsed timer
to zero.
NOTE

The Standby Frequency which is in memory while Flight
Time or Elapsed Time modes are being displayed may
be called back by pressing the FRQ button, thentransferred to active use by pressing the FRQ button
again.
TO OPERATE ELAPSED TIME TIMER.COUNT DOWN MODE:

1. OFF /OL Control-- ON.

2. FLT/ET Mode Button -- PRESS (once or twice) until ET isannunciated.

3. SET/RST Button -- PRESS until the ET annunciation begins toflash.

4. FREQUENCY SELECTOR KNOBS -- SET desired time in theelapsed time display. The small knob is pulled out to tune the
1's. The small knob is pushed in to tune the 10's. The outerknob tunes minutes up to 59 minutes.
NOTE

Selector knobs remain in the time set mode for 15
seconds after the last entry or until the SET/RST,
FLT/ET or FRQ button is oressed.

5. SET/RST Button -- PRESS to start countdown. When thetimer reaches 0, it will staft to count up as display flashes for
15 seconds.

NOTE

While FLT or ET are displayed, the active frequency on
the left side of the window may be changed, by using
the frequency selector knobs, without any effect on thestored standby frequency or the other modes.

s6-10

Feb 3197

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVEDADF OPERATION NOTES:ERRONEOUS ADF BEARING DUE TO RADIO FREOUENCYPHENOMENA:

ln the U.S., the FCC, which assigns AM radio frequencies,

occasionally will assign the same frequency to more than one
station in an area. Certain conditions, such as Night Effect, maycause signals from such stations to overlap. This should be taken
into consideration when using AM broadcast station for navigation.

Sunspots and atmospheric phenomena may occasionally distort
reception so that signals from two stations on the same frequency
will overlap. For this reason, it is always wise to make positive
identification of the station being tuned, by switching the function
selector to ANT and listening for station call letters.

ELECTRICAL STORMS:
ln the vicinity of electrical storms, an ADF indicator pointer tends
to swing from the station tuned toward the center of the storm.
NIGHT EFFECT:This is a disturbance particularly strong just after sunset and justafter dawn. An ADF indicator pointer may swing erratically at thesetimes. lf possible, tune to the most poweÉul station at the lowest
frequency. lf this is not possible, take the average of pointeroscillations to determine relatíve station bearing.
MOUNTAIN EFFECT:Radio waves reflecting from the surface of mountains may cause
the pointer to fluctuate or show an erroneous bearing. This should
into account when taking bearings over mountainoust,b"e,,rjfl1""

COASTAL REFRACTION:
Radio waves may be refracted when passing from land to sea or
when moving parallel to the coastline. This also should be taken
into account.

Dec 1/97

s6-11

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 6 - FAA APPROVEDCESSNA

MODEL 182SSECTION 5
PERFORMANCE
There is no change to the airplane performance when thisavionic equipment is installed. However, the installation of an
externally mounted antenna or related external antennas, will resultin a minor reduction in cruise performance.

s6-12

Feb 3/97

ATsxlron Comparry

Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual

CESSNA MODEL 1825
AIRPLANES 18280001 AND ON
SUPPLEMENT 8
WINTERIZATION KIT

Q uember of GAMA

1ee7

copyR,cHr @CESSNA AIRCRAFT COMPANY

wcHrrA,KANsAs,usA
182sPHUs-sB-01

3 Fgbru ary 1997
Revision 1 - 15 November 2000
Sg_1

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 8 - FAA APPROVED

SUPPLEMENT 8
WINTERIZATION KIT
The following Log of Effective Pages provides the date of issue
for original and revised pages, as well as a listing of all pages in

the Supplement. Pages which are affected by the current
revision will carry the date of that revision

Revision Level Date of lssue
0 (Original) Feb 3, 19971

Nov.15,2000

LOG OF EFFECTIVITY PAGES

PAGE
DATE
Title (S8-1) Nov 15/00
Nov 15/00
S8-2
Feb 3/97
S8-3
Feb 3197
S8-4

PAGE

DATE

SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable tothe operation of the airplane, and have been incorporated into
this supplement. This list contains only those Seruice Bulletinsthat are currently active.

Airplane

Number Title

s8-2

Unit

Revision lncorporated

Effectivitv lncorporation ln Airplane

Nov 15/00

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 8. FAA APPROVED

SUPPLEMENTWINTERIZATION KITSECTION 1
GENERAL
The winterization kit consists of two cover plates (with placards)
which attach to the air intakes in the cowling nose cap, a placard

silk screened on the instrument panel, and insulation for the
crankcase breather line. This equipment should be installed for
operations in tempertues consistently below zO"F (-7"C). Once
installed, the crankcase breather insulation is approved forpermanent use in both hot and cold weather.

SECTION 2
LIMITATIONS
The following information must be presented in the form ofplacards when the airplane is equipped with a winterization kit.

1. On each nose cap cover plate:
THIS PLATE NOT TO BE USED WHEN TEMPERATURE
EXCEEDS +20"F.

2. On the instrument panel near the EGT gauge:
WINTERIZATION KIT MUST BE REMOVED WHEN OUTSIDEAIR TEMPERATURE IS ABOVE 20"F.

Feb 3/97

s8-3

SECTION9-SUPPLEMENTS
SUPPLEMENT 8 - FAA APPROVEDCESSNA
MODEL 182SSECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when
the winterization kit is installed.

SECTION 4
NORMAL PROCEDURES
There is no change to the airplane normal procedures when thewinterization kit is installed.

SECTION 5
PERFORMANCE
There is no change to the airplane performance when thewinterization kit is installed.

s8-4

Feb 3/97

ATillEn Compâny

Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual

CESSNA MODEL 182S
AIRPLANES 18280001 AND ON
SUPPLEMENT 9DAVTRON MODEL 803

cLocK/ o.A.T.

Jl Member of GAMA

copy.,cHr@1ee7 3 February 1997'-!vìcHíìä,-K/fis'AËIöÁCESSNA AIRCRAFT COMPANY

Revision 1 - 15 November 2000

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 9 - FAA APPROVED

SUPPLEMENT 9DAWRON MODEL 803 CLOCIíO.A.T.
The following Log of Effective Pages provides the date of issue
for original and revised pages, as well as a listing of all pages in

the Supplement. Pages which are atfected by the current
revision will carry the date of that revision

Revision Level Date of lssue(Original) Feb 3, 1997
1
Nov. 15,20000

LOG OF EFFECTIVITY PAGES

PAGE
DATE
Title (S9-1) Nov 15/00
S9-2
Nov 15/00
S9-3
Feb 3197

PAGE
S9-4
S9-5
59-6

DATE
Feb 3197

Nov 15/00
Feb 3i97

SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable tothe operation of the airplane, and have been incorporated into
this supplement. This list contains only those Service Bulletinsthat are currently active.

Airplane

Number Title

s9-2

Unit

Revision lncorporated

Effectivitv lncorporation In Airplane

Nov 15/00

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 9 - FAA APPROVEDCESSNA
MODEL 182S

SUPPLEMENTDIGITAL CLOCIIO.A.T.
SECTION 1
GENERALThe Davtron Model 803 digital clock combines the features of aclock, outside air temperature gauge (O.A.T.) and voltmeter in asingle unit. The unit is desígned for ease of operation wíth a threebutton control system. The upper button is used to control
sequencing between temperature and voltage. The lower two
buttons control reading and timing functions related to the digitalclock. Temperature and voltage functions are displayed in the upper
portion of the unit's LCD window, and clocl</timing functions are
displayed in the lower portion of the unit's LCD window.

The digital display features an internal light (back light) toensure good visibility under low cabin lighting conditions and atnight. The intensity of the back light is controlled by the PANEL LT
rheostat. ln addition, the display incorporates a test function whichallows checking that all elements of the display are operating.

SECTION 2
LIMITATIONSThere is no change to the airplane limitations when the digital
clocl</O.A.T. is installed.

SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when
the digital clocl</O.A.T. is installed.

Feb3197

s9-3

SECTION 9. SUPPLEMENTS
SUPPLEMENT 9 - FAA APPROVEDCESSNA

MODEL 182S

UPPER
BUTTONiã\ o

UPPER LCD
WINDOW

LOWER

5q:5q
SELECT CONCONTROL
BUTTON

BUTTON

Figure 1. Davtron Model 803 Digital ClocksEcTloN 4
NORMAL PROCEDURESTEST MODE

The unit may be tested by holding the SELECT button down forthree seconds. Proper operation is indicated by the display 88:88
and activation of all four annunciators.
O.A.T. / VOLTMETER OPERATIONThe upper portion of the LCD window is dedicated to O.A.T. andvoltmeter operations. The voltmeter reading is preselected upon
startup and is indicated by an "E" following the display reading.
Pushing the upper button will sequence the window from voltage tofahrenheit ("F") to centigrade ("C"), and back again to voltage.

s9-4

Feb 3/97

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 9 - FAA APPROVEDCESSNA
MODEL 182S
CLOCK OPERAT¡ONS

The lower portion of the LCD window is dedicated to clock andtiming operations. Pushing the SELECT button will sequence thewindow from universal time (UT) to local time (LT) to flight time (FT)
to elapsed time (ET), and back again to universal time. Pushing the
CONTROL button allows for timing functions within the four
SELECT menus. Setting procedures are as follows:
SETTING UNIVERSAL TIME

Use the SELECT button to select universal time (UT).

Simultaneously press both the SELECT and the CONTROL buttons
to enter the set mode. The tens of hours digit will start flashing. The

CONTROL button has full control of the flashing digit, and eachbutton push increments the digit. Once the tens of hours is sel the
SELECT button selects the next digit to be set. After the last digit
has been selected and set with the CONTROL button, a final push_of the SELECT button exits the set mode. The lighted annuniiatorl
will resume its normal flashing, indicating the clock is running inuniversaltime mode.
SETTING LOCAL TIME
Use the SELECT button to select localtime (LT). Simultaneously
press both the SELECT and lhe CONTROL buttons to enter the set
mode. The tens of hours digit will start flashing. The set operation islhe same as for UT, except that minutes are already synchronizedwith the UT clock and cannot be set in local time.
FLIGHT TIME RESET

Use the SELECT button to select flight time (FT). Hold the

CONTROL button down for 3 seconds, or until 99:59 appears on

the display. Flight time will be zeroed upon release of the
CONTROL button.
SETTING FLIGHTTIME FLASHING ALARM

Use the SELECT button to select flight time (FI).

Simultaneously press both the SELECT and the CONTROL buttons
to enter the set mode. The tens of hours digit will staft flashing. The
set operation is the same as for UT. When actual flight time equals
the alarm time, the display will flash. Pressing either the SELECT or
CONTROL button will turn the flashing off and zero the alarm time.
Flight time is unchanged and continues counting.

Nov 15/00

s9-5

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 9 - FAA APPROVEDCESSNA
MODEL 182S

SETTING ELAPSED TIME COUNT UP

Use the SELECT button to select elapsed time (ET). Press the
CONTROL button and elapsed time will start counting. Elapsed time
counts up to 59 minutes, 59 seconds, and then switches to hours
and minutes. lt continues counting up to 99 hours and 59 minutes.
Pressíng the CONTROL button again resets elapsed time to zero.
SETTING ELAPSED TIME COUNT DOWN

to

Use the SELECT button
select Elapsed Time (ET).
Simultaneously press both the SELECT and the CONTROL buttons
to enter the set mode. The tens of hours digit wíll start flashing. The
set operation is the same as for UT, and a count down time can be
set from a maximum of 59 minutes and 59 seconds. Once the last
digit is set, pressing the SELECT button exits the set mode and theclock is ready to stad the countdown. Pressing the CONTROL
button now will start the countdown. When countdown reaches zero,the display will flash. Pressing either the SELECT or CONTROL
button will reset the alarm. After reaching zero, the elapsed time
counter will count up.
BUTTON SELECT DISABLE

When there is no airplane power applied to the unit, the
CONTROL and SELECT buttons are disabled.

SECTION 5
PERFORMANCE
There is no change to the airplane performance when thisequipment is installed. However, installation of this OAT probe will
result in a minor reduction in cruise performance.

s9-6

Feb 3/97

ATodon Company

Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual

CESSNA MODEL 1825
AIRPLANES 18280001 AND ON
SUPPLEMENT 1O
BENDTX/K|NG KLN 8e (VFR) GLOBALPOSITIONING SYSTEMQ Member ofGAMA

copy',GHr@.se7 3 February 1997

CESSNA AIBCRAFT COMPANY

wrcHrrA,KANsAS,usA
182sPHus-slo-oi

Revision 1 - 15 November 2000
510_1

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 1O - FAA APPROVED

SUPPLEMENT 1 O
BENDT)(/KTNG KLN 89 (VFR)
GLOBAL POSITIONING SYSTEM
The following Log of Effective Pages provides the date of issue
for original and revised pages, as well as a listing of all pages in

the Supplement. Pages which are affected by the current
revision will carry the date of that revision

Revision Level Date of lssue
0 (Original) Feb 3, 1997
Nov. 15,2000
1
LOG OF EFFECTIVITY PAGES

PAGE
DATE
Title (S10-1) Nov 15/00
Nov 15/00
S10-2
510-3
Nov 15/00
Feb 3/97
S10-4

PAGE

DATE

SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable tothe operation of the airplane, and have been incorporated into
this supplement. This list contains only those Service Bulletinsthat are currently active.

Airplane

Number Title

s10-2

Unit

Revision Incorporated

Effectivitv lncorporation ln Airplane

Nov 15/00

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1O - FAA APPROVEDCESSNA
MODEL 182S

SUPPLEMENT(VFR)
GLOBAL POSTTTONTNG SYSTEMBENDT)UKTNG KLN 8e|I

SECTION 1
GENERAL
The Bendix/King KLN 89 is a navigation system based on the
Global Positioning Satellite network. lt contains a database cartridge

which may be updated by subscríption. Complete descriptive
material on the KLN 89 may be found in the Bendix/King KLN 89
Pilot's Guíde supplied with the unit. This pilot guide must be
available during operation of the KLN 89 unit.

SECTION 2
LIMITATIONS
Use of the KLN 89 is limited to VFR operations only. The
following information must be presented in the form of placards
when the airplane is equipped with a KLN 89 unit:

1.

On the instrument panel near the KLN 89 unit:

GPS NOT APPROVED
FOR IFR NAVIGATIONSECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when
the KLN 89 GPS is installed.

Nov 15/00

s10-3

SECTIONg-SUPPLEMENTS
SUPPLEMENT 1O - FAA APPROVEDCESSNA
MODEL 1825

SECTION 4
NORMAL PROCEDURES
There is no change to basic airplane normal operatingprocedures with the KLN 89 GPS installed.

SECTION 5
PERFORMANCE
There is no change to the airplane peñormance when the KLN
89 GPS is installed. However, installation of an externally-mounted
antenna or related external antennas will result in a minor reduction
in cruise performance.

s10-4

Feb 3/97

ATstron Compâny

Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual

CESSNA MODEL 182S
AIRPLANE SERIALS
18280001 THRU 18280164
SUPPLEMENT 1 1
BENDI)(/KING KAP 140
2 AXIS AUTOPILOTJ) MemberofGAMA

copy.,cHr@'ee7 3 February 1997

CESSNA AIRCRAFT COMPANY

wrcHrrA,KANsAs,usA
ls2sPHugsir-os

Revision 3 - 15 November 2000
51 1_lSECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 . FAAAPPROVEDCESSNA
MODEL 182S

SUPPLEMENT 11
BENDIVKING KAP 140 2 AXIS AUTOPILOT
The following Log of Effective Pages provides the date of issue
for original and revised pages, as well as a listing of all pages in

the Supplement. Pages which are affected by the current
revision will carry the date of that revision

Revision Level Date of lssue
0 (Original) Feb.3, 1997

1
2
3

July 18, 1997

Dec.1.1997
Nov. 15,2000

LOG OF EFFECTIVITY PAGES
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sl1-27s11-28

Feb 3/97

Feb 3197
Feb 3/97
Feb 3197
Feb 3/97
Feb 3/97

Nov 15/00

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAA APPROVEDCESSNA

MODEL 182S

SUPPLEMENT 1 1
BENDIVKING KAP14O 2- AXIS AUTOPILOTSERVICE BULLETIN CONFIGURAT¡ON LIST
The following is a list of Seruice Bulletins that are applicable tothe operation of the airplane, and have been incorporated into
this supplement. This list contains only those Seruice Bulletinsthat are currently active.

Number

Feb 3/97

rire*=T5#* #oo,"r¡on ffi

51 1-3l(S1 1-4 Blank)

CESSNAMODEL 182SSECTION 9. SUPPLEMENTS
SUPPLEMENT 11 - FAA APPROVED

SUPPLEMENTBENDDUKING KAP 140
2 AXIS AUTOPILOTSECTION 1
GENERALThe KAP 140 2 Axis Autopilot provides the pilot with the following
features: Vertical Speed mode (VS); Altitude hold (ALT);Wing Level(ROL); Heading select (HDG); Approach (APR); ILS coupling toLocalizer (LOC) and Glideslope (GS); and backcourse (REV) modesof operation.

The KAP 140 2 Axis Autopilot has an electric trim system which
provides autotrim during autopilot operation and manual electric trim
(MET) for the pilot when the autopilot is not engaged. The electric
trim system is designed to fail safe for any single inflight trim
malfunction. Trim faults are visually and aurally annunciated.

A lockout device prevents autopilot or MET engagement until thesystem has successfully passed preflight self test. Automatic
preflight self-test begins with initial power application to the
autopilot.

The following conditions will cause the Autopilot to automaticattyl
disengage:

A. Power failure.
B. lnternal Flight Control System failure.

Ðec 1197

s11-5

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVEDCESSNA
MODEL 182S

C. Pitch accelerations in excess of +1.49 or less than 0.69 willcause the autopilot to disengage.
D. Flagged turn and bank gyro.

E. Computer autopilot monitor that detects either the R (ROLL)
or P (PITCH) axis annunciator.

Activation of AP DISC/TRIM INT control wheel switch will also
disconnect the autopilot.

The AVIONICS MASTER switch supplies power to the avionics
bus bar of the radio circuit breakers and the autopilot circuit
breaker. The AVIONICS MASTER switch also serves as an
emergency AP/MET shutoff .

The airplane MASTER switch function is unchanged and can beused in an emergency to shut off electrical power to all flight control
systems while the problem is isolated.

The following circuit breakers are used to protect the KAP 140
2-Axis Autopilot:

I
I

LABEL
AUTO
PILOT
WARN

s1 1-6FUNCTIONS
Supplies power to the KC 140 Computer andthe autopilot pitch, roll and pitch trim seruos.
Supplies separate power for autopilot alefting on
the ship's annunciator Panel'

Dec 1197

SECTION 9. SUPPLEMENTS
SUPPLEMENT 1 1 - FAA APPROVEDCESSNA
MODEL 182S

NAV/COMM 1

r-----J

ELEVATOR AND
ELEVATOR TRIM

fi|$flerwnron
ANNUNCIATOR
PANEL

DIRECTIONALGYROAUTOPILOTHÞE nLT 'ef "zm

c/B

Y1 2-3'4v i' b- ..jQj|@- tv b11-y-13*oto*/

oB,|.ìo,,Figure 1. Bendir/King 2-Axis KAP 140 Autopilot Schematic(Sheet 1 of 5)

Dec 1197

s11-7

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 1 - FAA APPROVEDCESSNA

MODEL 182S

HÞE ELT þi \Nü@WEE@E
1. PITCH AXIS (P) ANNUNCIATOR When illuminated,indicates failure of pitch axis and will either disengage theautopilot or not allow engagement of the pitch axis.
2. AUTOPILOT ENGAGE/DISENGAGE (AP) BUTTON - Whenof AP button press. The button may be used to disengage theautopilot.

3. ROLL AXIS (R) ANNUNCIATOR -- When illuminated, indicates
failure of the roll axis and disengage the autopilot.

4. HEADING (HDG) MODE SELECTOR BUTTON Whenpushed, will select the Heading mode, which commands the
airplane to turn to and maintain the heading selected by theheadingselected
the new
HDG an

be

to
en
ge

the autopilot

Figure 1. Bendix/King 2-Axis KAP 140 Autopilot, Operating
Controls and lndicators (Sheet 2 of 5)

s11-8

Dec 1197

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVED

5. NAVIGATION (NAV) MODE SELECTOR BUTTON -- Whenpushed,The mode provides
automat
VOR, LOC, or GPS
signals
the #1 CDl. NAV
mode ision tracking.

6. APPROACH (APR) MODE SELECTOR BUTTON -- When

7. BAOK COURSE APPROACH (REV) MODE BUTTON -- Thisbutton is active only when the couled navigation receiver ístuned to a LOC/ILS frequency. When pushed will select the
Back Course approach mode. This mode functions identicallyto the approach mode except that the autopilot response to
LOC signals is reversed. Glideslope is locked out with REV
mode.

8. ALTITUDE HOLD (ALT) MODE SELECT BUTTON -- Whenpushed, will select the altitude hold mode. This mode
provides capture and tracking of the selected altitude. The
selected altitude is the airplane altitude at the moment the ALT

button is pressed. lf the ALT button is pressed with anestablished VS rate present, there will be approximately a

10% (of VS rate) overshoot, with the airplane returned
positively to the selected altitude. This button may be used toengage the autopilot.
9. VERTICAL SPEED (UP/DN) MODE BUTTONS -- The action ofthese buttons are dependent upon the veftical mode present
when pressed. lf VS mode is active (AP plus any lateralmode) and the UP button is pressed, the autopilot will modify
the displayed VS command (FPM) in the up direction. Single
momentary cycles on either the UP or DN button will
increment the VS command by 100 FPM per cycle. Wheneither button is continuously held in, it will modify the vertical
speed command by 300 fpm per second.
Figure 1. Bendix/King 2-Axis KAP 140 Autopilot, Operating
Controls and lndicators (Sheet 3 of 5)

Feb 3/97

s11-9

SECTION 9. SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVEDCESSNA
MODEL 182S

lf ALT mode ¡s active, pressing the UP/DN buttons will modify

the captured altitude by 20 feet per cycle, or if held

continuously will command the airplane up or down at the rateof 500 FPM, synchronizing the ALT reference to the actual
airplane altitude upon button release.
10. AUTOPILOT CIRCUIT BREAKER -- A S-amp circuit breakersupplying 28 VDC to the KAP 140 system.
11. WARN CIB -- Power to the autopilot disconnect horn and theannunciator panel.
12. AUTOPTLOT DTSCONNECT (A/P DISC TRIM INT) SWITCH -When depressed will disengage the autopilot and interrupt

electric trim power. An autopilot disconnect will beannunciated by a continuous 2 second tone accompanied by aflashing "AP" displayed on the autopilot computer.

13. MANUAL ELECTRIC TRIM SWITCHES (MET) - When bothswitches are pressed in the same direction, will activate pitch
trim in the selected direction. lf only one switch is moved, thetrim system will not operate. lf only the right half of the MET
switch assembly is held for 3 seconds, the trim monitoring

system will detect a switch failure resulting in a!

annunciation on the autopilot display and the disabling of theelectric trim system. Autopilot power will have to be cycled toclear the fault. Use of manual electric trim during autopilot
operation will disengage the autopilot.
14. OMNI BEARING SELECT KNOB (OBS) -- Selects the desired

course to be tracked by the autopilot. (Note: The HDG bug
must also be positioned to the proper course to capture andtrack the selected radial or desired track).

Figure 1. Bendix/King 2-Axis KAP 140 Autopilot, Operating
Controls and lndicators (Sheet 4 of 5)s1 1-10

Feb 3/97

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVED

15. HEADING SELECT KNOB (HDG) -- Positions the heading bugon the compass card. Note that the position of the heading
bug also provides course datum to the autopilot when tracking

in NAV, APR, or REV (BC) modes. This is in addition to its

more intuitive use in the HDG mode.

16. PITCH TRIM (PT) Annunciator -- lndicates the direction ofrequired pitch trim. W¡th electric trim installed, theannunciation simply provides status as to the autopilot's
request for autotrim. A solid indication represents the lowest
demand level for trim; whereas a flashing annunciator implies
a greater demand. A solid í without an arrowhead is anindication of a pitch trim fault. Refer to the EMERGENCY
PROCEDURES for proper response to a pitch trim fault.

17. PITCH TRIM Annuncíation -- llluminates whenever the
automated preflight self test detects a pitch trim fault or acontinuous monitoring system detects a pitch trim fault inflight. Refer to the EMERGENCY PROCEDURES for proper
response to a pitch trim fault.

Figure 1. Bendix/King 2-Axis KAP 140 Autopilot, Operating
Controls and lndicators (Sheet 5 of 5)

Feb 3/97

s11-11SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVEDCESSNA

MODEL 182S

sEcÏoN 2

LIMITATIONS
The following autopilot limitations must be adhered to:

1. The entire preflight test procedure outlined under Section 4,
paragraph A of this supplement, including steps 1 through 7,
must be successfully completed prior to each flight. Use of
the autopilot or manual electric trim system is prohibited prior
to completion of these tests.

2. During autopilot operation, a pilot with seat belt fastened must
be seated at the left pilot position.

3. The autopilot must be OFF during takeoff and landing.
4. The system is approved for Category I operation only
(Approach mode selected).

5. Autopilot maximum airspeed limitation -- 160 KIAS.
Autopilot minimum airspeed limitation -- 80 KIAS,

6. Flaps must be up with the autopilot engaged.
7. The autopilot must be disengaged below 200 feet AGL during
approach operations and below 800 feet AGL for all otherphases of flight.

8. Overriding the autopilot to change pitch or roll attitude isprohibited. (Disengage with AP/DISCÆRIM INT or AP selectbutton.)9. The AUTOPILOT circuit breaker must be pulled following any
inflight illumination of the red "PITCH TRIM" warning light, but
only after first completing the Emergency Procedures (Section
3, paragraph 1.). The manual electric trim and autopilot
autotrim systems will be disabled with the AP/TRIM circuit
breaker pulled.

s1 1-12

Feb 3197

SECTION 9. SUPPLEMENTS
SUPPLEMENT 11 - FAA APPROVEDCESSNA
MODEL 182S

PLACARDS
The following information must be displayed in the form
composite or individual placards.

1.

Near the throttle:
CAUTION:
POWER CHANGES IN EXCESS
OF 3 ln HG MAN PRESS/SEC
IN TURBULENCE WITH
AUTOPILOT ENGAGED CAN
CAUSE AUTOPILOT UPSET.

NOTE

Autopilot upset can result in a rapid pitch up or pitch downof the airplane. lf this condition occurs while making powerchange in turbulence, firmly grasp the control wheel andmaintain airplane control. Press and hold A/P DISC switch
throughout recovery. Once the airplane is stabilized, theautopilot may be re-engaged as described in Section 4,
Normal Procedures.

2.

Above the flap control handle/indicator:
FLAPS MUST BE UP WITH THE AUTOPILOT ENGAGEDSECTION 3
EMERGENCY PROCEDURES
The four step procedure listed under paragraph A should beamong the basic airplane emergency procedures that are committed

to memory. lt is important that the pilot be proficient inaccomplishing allfour steps without reference to this manual.

Dec 1197

s11-13

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVEDCESSNA
MODEL 182S

I l. ln case of Autopilot, Autopilot Trim, or Manual Electric Trimmalfunction (accomplish ltems A and B simultaneously):I
A. Airplane Control Wheel -- GRASP FIRMLY and regain
aircraft control.
B. A/P DISC/TRIM INT Switch
throughout recovery.

PRESS and HOLD

C. AIRCRAFT -- RETRIM Manually as Needed.
D. AUTOPILOT Circuit Breaker -- PULL.
NOTE

The Avionics Master Switch may be used as an alternatemeans of removing all power from the autopilot and electric
trim systems. lf necessary perform sÌeps 1A through 1C
above, then turn the Avionics Master Switch OFF before
locating and pulling the Autopilot Circuit Breaker. Turn the
Avionics Master Switch on as soon as possible to restore
power to all other avionics equipment. Primary attitude,
airspeed, direclional compass, and altitude instruments willremain operational at alltimes.

¡[, mnrurruc
DO NOT ATTEMPT TO RE.ENGAGE THE
AUTOPILOT FOLLOWING AN AUTOPILOT,AUTOTRIM, OR MANUAL ELECTRIC TRIM
MALFUNCTION UNTIL THE CAUSE FOR THE

MALFUNCTION HAS BEEN CORRECTED.
Maximum Altitude losses due to autopilot malfunction:

CONFIGURATION
Cruise, Climb, DescentManeuvering
APPR

ALT. LOSS
250 ft.
100 ft.

50ft.

AMPLIFIED EMERGENCY PROCEDURES

infco

are presented to supply additionalof providing the pilot with a moree recommended course of action foran emergency situation.

s1 1-14

July 18/97

CESSNA

MODEL 182SSECTION 9. SUPPLEMENTS
SUPPLEMENT 1 1 - FAA APPROVED

1. An autopilot or autotrim malfunction occurs when there is an
uncommanded deviation in the airplane flight path or when
there is abnormal control wheel or trim wheel motion. ln somecases, and especially for autopilot trim, there may be little tono airplane motion, yet the red PITCH TRIM annunciator may
illuminate and an alert tone may sound.
The primary concern in reacting to an autopilot or autopilot

trim malfunction, or to an automatic disconnect of the

autopilot, is in maintaining control of the airplane. lmmediately
grasp the control wheel and press and hold down the A/PDISCÆR|M INT switch throughout the recovery. Manipulate
the controls as required to safely maintain operation of the
airplane within all of its operating limitations. Elevator trim
should be used manually as needed to relieve control forces.
Locate and pullthe AUTOPILOT circuit breaker on the righthand circuit breaker panel to completely disable the autopilot
system.

2. A manual electric trim malfunction may be recognized by theillumination of a red PITCH TRIM annunciator accompanied
by an alert tone, or by unusual trim wheel motions with the
autopilot mode OFF without pilot actuation of the manualelectric trim switches. As with an autopilot malfunction, thefirst concern following a manual electric trim malfunction isregaining control of the airplane. Grasp the control wheel
firmly and press and hold down the A/P DISC/TRIM INT
switch. Locate and pull the AUTOPILOT circuit breaker on theright hand breaker panel.

3. Note that the emergency procedure for any malfunction isessentially the same: immediately grasp the control wheel
and regain airplane control while pressing and holding the A/PDISCÆR|M INT switch down, and retrim the airplane asneeded. After these steps have been accomplished secure
the autopilot electric trim system by pulling the autopilot circuit
breaker. As with any other airplane emergency procedure, it
is important that the 4 steps of the Autopilot/Electric Trim
Emergency Procedures located on Page 13 of this supplement
are committed to memory.

July 18/97

s11-15 I

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVEDCESSNA
MODEL 182S

4. The AVIONICS MASTER switch may be used as required toremove all power from the Autopilot and Electric Trim systems
while the circuit breaker is located and pulled. Return the
AVIONICS MASTER switch to the ON position as soon as
possible. With the AVIONICS MASTER switch off, all flight
instruments will remain operational; however, communications,navigation, and identification equipment will be inoperable,

5. lt is important that all portions of the autopilot and electríc trim
system are preflight tested prior to each flight in accordancewith the procedures published herein in order to assure theirintegrity and continued safe operation during flight.

¡L wannrno
DO NOT RESET AUTOPILOT CIRCUIT BREAKERFOLLOWING AN AUTOPILOT/AUTOTRIM OR
MANUAL ELECTRIC TRIM MALFUNCTION UNTIL
THE CAUSE FOR THE MALFUNCTION HAS BEEN
CORRECTED.
P

A flashing i annunciator with an up or down arrow head on theface of the autopilot computer.
P

A flashing i auto trim annunciation on the face of the autopilot
indicates a faífure of the auto trim function to relieve pitch servo
loading in a timely manner. This condition should be temporary.
P

1. FLASHING i ANNUNCIATION -- OBSERVE aircraft pitch
behavior. lf pitch behavior is satisfactory, wait 5-10 seconds
for the annunciation to stop.

2. lf annunciation continues, Airplane Control Wheel -- GRASPFIRMLY, disengage the autopilot and check for an out of pitch
trim condition manually retrim as required.

3. AUTOPILOT OPERATION -- CONTINUE if satisfied that theout of trim indication was temporary. DISCONTINUE if
evidence indicates a failure of the auto trim function.
A red P or R on the face of the autopilot computer.

1. A red P is an indication that the pitch axis of the autopilot has
been disabled and cannot be engaged. DO NOT ENGAGE¡NTO A ROLL AXIS ONLY SYSTEM.

I .,,-ruJuly 18/97

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVEDCESSNA
MODEL 182S

NOTE

lf the red P lamp was the result of some abnormal

accelerations on the airplane, the annunciation should be
extinguished within approximately one minute and normal
use of the autopilot will be reestablished.

2. A red R is an indication that the roll axis of the autopilot has
been disabled and cannot be engaged. The autopilot cannot
be reengaged.
Flashing mode annunciation in the display of the autopilot computer.

1. Flashing HDG -- lndicates a failed heading. PRESS HDG
button to terminate flashing. ROL will be displayed.

2. Flashing NAV, APR or REV -- Usually an indication of aflagged navigation source. PRESS the NAV, APR or REV
button to terminate flashing. ROL will be displayed. (Select avalid navigation source.)
NOTE

A flashing NAV, APR or REV annunciation can also be
caused by a failed heading valid input.

3. Flashing GS -- lndication of a flagged glideslope. (GS will
rearm automatically if a valid GS signal is received.)
NOTE

To continue tracking the localizer, observe the appropriate
minimums for a nonprecision approach. (Press ALT twice inrapid succession to terminate the flashing. Control the pitch
axis in the default VS mode.)
NOTE

At the onset of mode annunciator flashing, the autopilot has
already reverled to a default mode of operation, i.e., ROL
and or VS mode. An immediate attempt to reengage to lostmode may be made if the offending navigation, glideslope
or compass flag has cleared.
EXCEPTION

The HDG annunciation will flash for 5 seconds uponselection of NAV, APR, or REV modes to remind the pilot to
set the HDG bug for use as course datum.

July 18/97

s11-17 |SECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 1 - FAA APPROVEDCESSNA
MODEL 182S

Effects of instrument losses upon autopilot operation:

1. Loss of the artificial horizon -- no effect on the autopilot.

2. Loss of the turn coordinator -- autopilot inoperative.
3. Loss of the DG (Directional Gyro)-- The directional gyro does
not provide any system valid flag. lf the DG fails to function
properly the autopilot heading and navigation mode will not
function correctly. Under these conditions, the only useable
lateralmode is ROL.

sEcTroN 4
NORMAL PROCEDURES

A.

PREFLTGHT (PERFORM pRtOR TO EACH FLTGHT):

1. AVIONICS MASTER -- ON.

2. POWER APPLICATION AND SELF TEST -- A self test is
performed upon power application to the computer. This test
is a sequence of internal checks that validate proper system
operation prior to allowing normal system operation. The
sequence is indicated by "p¡1" with an increasing number forthe sequence steps. Successful completion of seff test is
identified by all display segments being illuminated (Display
Test), external "Pitch Trim" (4,/C System Annunciator Panel)being illuminated, and the disconnect tone sounding.
NOTE

Upon applying power to the autopilot, the red P warning on
the face of the autopilot may ílluminate indicatíng that thepitch axis cannot be engaged. This condition should be
temporary, lasting approximately 30 seconds. The P will
extinguish and normal operation will be available.

s11-18

Feb 3/97

CESSNA
MODEL 182SSECTION 9. SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVED¡[,wnnrrruc
IF PITCH TRIM LIGHT STAYS ON, THEN THE
AUTOTRIM DID NOT PASS PREFLIGHT TEST.
THE AUTOPILOT CIRCUIT BREAKER MUST BE
PULLED. MANUAL ELECTRIC TRIM AND AUTO.
PILOT ARE INOPERATIVE,
3. MANUAL ELECTRIC TRIM -- TEST as follows: Press both
halves of the split Manual Electric Trim (MET) switches to thenose down position, verify that the trim wheel and the trim tab
position indicator are moving in the down direction. Repeat
test for the nose up direction.

Press MET for nose up lrim, press and hold the AP
DISC/TRIM INT switch, verify that both the trim wheel andindicator are not moving, release the AP DISC / TRIM INT
switch while still holding MET trim up, the trim wheel andindicator should continue to move in the nose up direction.

4. AUTOPILOT -- ENGAGE by pressing AP button.
5. FLIGHT CONTROLS -- MOVE fore, aft, left and right to verify
the autopilot can be overpowered.

6. A/P DISC/TRIM INT Switch PRESS. Verify that the
autopilot disconnects.

7, TRIM -- SET to take off position manually

Feb 3/97

s1 1-19

SECTION 9. SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVEDCESSNA
MODEL 182S

¡L wanrurno
THE PILOT IN COMMAND MUST CONTINUOUSLYMONITOR THE AUTOP¡LOT WHEN IT IS

ENGAGED, AND BE PREPARED TODISCONNECT THE AUTOPILOT AND TAKEIMMEDIATE CORRECTIVE ACTION - INCLUDINGMANUAL CONTROL OF THE AIRPLANE AND/ORPERFORMANCE OF EMERGENCY PROCEDURES

IF AUTOPILOT OPERATION IS NOT ASEXPECTED OR IF AIRPLANE CONTROL IS NOT
MAINTAINED.

¡[, wnnnnc
DURING ALL AUTOPILOT COUPLED OPER.
ATIONS, THE PILOT IN COMMAND MUST USE
PROPER AUTOPILOT COMMANDS AND USE THE
PROPER ENGINE POWER TO ENSURE THAT
THE AIRPLANE IS MAINTAINED BETWEEN 80
AND 160 KIAS, AND DOES NOT EXCEED OTHER
BASIC AIRPLANE OPERATING LIMITATIONS.
NOTE

Autopilot tracking performance will be degraded in turbulence.
NOTE

Avoid abrupt power changes at low indicated airspeeds withthe autopilot engaged.

1. BEFORETAKEOFF:
a. A/P DISC/TR¡M INT Switch -- PRESS.

s11-20

Nov 15/00

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 1 1 - FAA APPROVED

2. AFTERTAKEOFF:

a. Elevator Trim -- VERIFY or SET to place the airplane intrimmed condition prior to Autopilot engagement.
NOTE
Engaging the autopilot into a mistrim condition may cause
unwanted attitude changes and a "TRIM FAIL"
annunciation.

b. AP Button -- PRESS. Note ROL and VS annunciator on.
no other modes are selected the autopilot will operate
the ROL and vertical speed modes.

¡1, wnnrurruc
WHEN OPERATING AT OR NEAR THE BESTRATE OF CLIMB AIRSPEED, AT CLIMB POWERSETTINGS, AND USING VERTICAL SPEED
MODE, IT IS EASY TO DECELERATE TO AN
AIRSPEED WHERE CONTINUED DECREASES INAIRSPEED WILL RESULT IN A REDUCED RATE

OF CLIMB. CONTINUED OPERATION IN

VERT¡CAL SPEED MODE COULD RESULT IN A
STALL.
WHEN OPERATING AT OR NEAR THE MAXIMUM
AUTOPILOT SPEED, IT WILL BE NECESSARY TO
REDUCE POWER IN ORDER TO MA¡NTA¡N THE
DESIRED RATE OF DESCENT AND NOT EXCEEDTHE MAXIMUM AUTOPILOT SPEED.

Nov 15/00

s11-21SECTION 9. SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVEDCESSNA
MODEL 182S¡[, wnnrtne
DO NOT HELP THE AUTOPILOT OR HAND.FLY

THE AIRPLANE WITH THE AUTOPILOTENGAGED AS THE AUTOPILOT WILL RUN THE
PITCH TRIM TO OPPOSE CONTROL WHEEL
MOVEMENT. A MISTRIM OF THE AIRPLANE,

WITH ACCOMPANYING LARGE ELEVATORCONTROL FORCES, MAY RESULT IF THE PILOTMANIPULATES THE CONTROL WHEELMANUALLY WHILE THE AUTOPILOT ISENGAGED.

3. CLIMB OR DESCENT:
a. Using VerticalTrim:
1) VERTICAL SPEED Control -- PRESS either the UP or DN
button to select aircraft vertical speed within the limits of+2000 ft./min.

2) VERTICAL SPEED Control -- RELEASE when desiredvertical speed is displayed. The autopilot will maintain thedisplayed vertical speed.

4. ALTTTUDE (ALT) HOLD:
a. ALT Hold Selector Button -- PRESS. Note ALT holdannunciator ON. Autopilot will maintain the selected
altitude.
NOTE

It is recommended by the FAA (4C00-248) lo use basic"PITCH ATTITUDE HOLD" mode during operation in severe
turbulence. However, since this autopilot does not use theattitude gyro as a pitch reference, it is recommended thatthe autopilot be disconnected and that the airplane be flown
by hand in severe turbulence.

s11-22

Feb 3197

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAA APPROVEDCESSNA
MODEL 182S

b. Change altitudes:
1) Using Vertical Speed (Recommended for altitudechanges less than 100 ft.)a) VERTICAL SPEED Control -- PRESS and HOLD
either the UP or DN button. Vertical Speed will seeka rate of change of about 500 fpm.

b) VERTICAL SPEED Control

RELEASE whendesired altitude is reached. The autopilot will
maintain the desired altitude.
NOTE

As an alternative, press either the UP or DN button with asuccession of quick momentary presses programming either
an increase or decrease in the altitude preference at therate of 20 feet each time the button is depressed.

5. HEADING HOLD:
a. Heading Selector Knob -- SET BUG to desired heading.
b. HDG Mode Selector Button -- PRESS. Note HDG mode
annunciator ON. Autop¡lot will automatically turn theaircraft to the selected heading.
NOTE

Aircraft heading may change in ROL mode due toturbulence.

c. Heading Selector Knob -- MOVE BUG to the desired

heading. Autopilot will automatically turn the aircraft to the
new selected heading.

Feb 3/97

sl1-23

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVEDCESSNA

MODEL 182S

6. NAV COUPLING:
a. OBS Knob -- SELECT desired course.
b. NAV Mode Selector Button -- PRESS. Note NAVnnu
annunciated.

c. Heading Selector Knob -- ROTATE BUG to agree with OBS
course.
NOTE

When NAV is selected, the autopilot will flash HDG for 5
seconds to remind the pilot to reset the HDG bug to the
OBS course. lF HDG mode was in use at the time of NAV
button selection, a 45" intercept angle will then be
automatically established based on the position of the bug.
NOTE

All angle intercepts compatible with radar vectors may be
accomplished by selecting ROL mode PRIOR to pressing
the NAV button. The HDG bug must still be positioned toagree with the OBS course to provide course datum to the
autopilot when using a DG (Directional Gyro).

1) lf the D-Bar is greater than 2 to 3 dots: the autopilot
will annunciate NAVlRul; when the computed capture
point is reached the ARM annunciator will go out andthe selected course will be automatically captured

and tracked.

2) lf the D-Bar is lesswill disengage upo
annunciator will i

mode

NAV
/tracksequence will automatically begin.

s11-24

Feb 3197

CESSNA

MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVED

7. APPROACH (APR) COUPLING: (To enable glideslope
coupling on an ILS and more precise tracking on instrument
approaches).

a. OBS Knob -- SELECT desired approach course. (For a
localizer, set it to serue as a memory aid.)b. APR Mode Selector Button -- PRESS. Note APR ARM
annunciated.

c. Heading Selector Knob - ROTATE BUG to agree withdesired approach.

NOTE

When APR is selected, the autopilot will flash HDG for 5
seconds to remind the pilot to reset the HDG bug to theapproach course. lf HDG mode was in use at the time of
APR button selection, a 45" intercept angle will then be
automatically established based on the position of the bug.
NOTE

All angle intercepts compatible with radar vectors may be
accomplished by selecting ROL mode PRIOR to pressing
the APR button. The HDG bug must still be positioned toagree with the desired approach course to provide course
datum to the autopilot when using a DG.

1) lf the D-Bar is greaterthan 2 to 3 dots: the autopilot will
annr'unciate APRARM; when the computed capture pointis reached the ARM annunciator will go out and theselected course will be automatically captured andtracked.

2) lf the D-Bar is less than 2 to 3 dots: the HDG mode willdisengage upon selecting APR mode; the APR
annunciator will illuminate and the capture/track
sequence will automatically begin.

Feb 3197

s11-25SECTION 9 - SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVEDCESSNA
MODEL 182S

8. BACK COURSE (REV) APPROACH COUPLING (i.e., reverse
localizer):a. OBS Knob -- SELECT the localizer course to the front
course inbound (as a memory aid).

b. REV Mode Selector Button -- PRESS.

c. Heading Selector Knob -- ROTATE BUG to the heading
corresponding to the localizer front course inbound.
NOTE

When REV is selected, the autopilot will flash HDG for 5
seconds to remind theto reset the HDG bug to the,IBOUND heading. lf heading
localizerof REV button selection, a 45"
intercept angle will then be automatically established basedon the position of the bug.
NOTE

All angle intercepts compatible with radar vectors may be
accomplished by selecting ROL mode PRIOR to pressing
the REV button. The HDG bug must still be positioned to
the localizer
heading toprovide course

um to

a DG.

1) lf the D-Bar is greater than 2 to 3 dots: the autopilot will
annunciate REVnnu; when the computed capture pointis reached the ARM annunciator will go out and theselected back course will be automatically captured andtracked.

2) lf the D-Bar is less than 2 to 3 dots: the HDG mode willdisengage upon selecting REV mode; the REV
annunciator will illuminate and the capture/track
sequence will automatically begin.

s11-26

Feb 3/97

CESSNA
MODEL 182SSECTION 9. SUPPLEMENTS
SUPPLEMENT 1 1 - FAA APPROVED

9. GLIDESLOPE COUPLING
a. APR Mode - ENGAGED. Note GS ARM annunciated.
NOTE

Glideslope coupling is inhibited when operating in NAV or
REV modes. With NAV 1 selected to a valid lLS, glideslope
ARM and coupling occurs automatically in the APR mode
when tracking a localizer.

b. At Glideslope centering -- note ARM annunciator goes out.
NOTE

Autopilot can capture glideslope from above or below thebeam.

10. MISSED APPROACH
a. NP DISC/TRIM INTER Switch - PRESS to disengage AP.
b. MISSED APPROACH. EXECUTE.

c. AP Button -- Atter aircraft is in trim, PRESS for autopilot
operation if desired.
NOTE

lf tracking the ILS course outbound as paft of the missed
approach procedure is desired, use the NAV mode toprevent inadvertent GS coupling.

Feb 3/97

s11-27

SECTION9-SUPPLEMENTS
SUPPLEMENT 11 - FAAAPPROVEDCESSNA

MODEL 1825

11. BEFORE LANDING
a. NP DISC/TRIM INT Switch -- PRESS to disengage AP.

SECTION 5
PERFORMANCE-

There is no change to the airplane pedormance when the
KAP140 2-Axis Autopilot is installed.

s11-28

Feb 3197

ATodron Company

Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual

CESSNA MODEL 1825
AIRPLANES 18280001 AND ON
SUPPLEMENT 12

CANADIAN
SUPPLEMENT

1) u.-ø"rofGAMA
copy',GHr

@1se7
ùé¡

CESSNA AIRCHAFT COMPANY

wrcurrn, x¡r,rs¡s,

la2sPHus.st2-oj

July

11
1997
Revision 1 - 15 November 2000
512_1

SECTION9-SUPPLEMENTS

SUPPLEMENT 12 - FAA APPROVEDCESSNA
MODEL 1825

SUPPLEMENT 12
CANADIAN SUPPLEMENT
The following Log of Effective Pages provides the date of issue
for original and revised pages, as well as a listing of all pages in

the Supplement. Pages which are affected by the current
revision will carry the date of that revision

Revision Level Date of lssue
0 (Original) July 1 1, 1997
1
Nov. 15,2000
LOG OF EFFECTIVITY PAGES

PAGE
DATE
Title (512-1) Nov 15/00
512-2
Nov 15/00

PAGE
S12-3
512-4

DATE

Nov 15/00
July 11/97

SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable tothe operation of the airplane, and have been incorporated into
this supplement. This list contains only those Service Bulletinsthat are currently active.

Airplane

Number Title

s12-2

Unit

Revision lncorporated

Effectivitv lncorporation ln Airplane

Nov 15/00

CESSNA
MODEL 182SSECTION9-SUPPLEMENTS
SUPPLEMENT 12 - FAAAPPROVED

SUPPLEMENT I
CANADIAN SUPPLEMENTSECTION 1
GENERAL
This supplement is required for Canadian operation of Cessna
Model 182S.

sEciloN 2
LIMITATIONS
The following placard must be installed.

1. Near the fuel tank filler cap:=UEL

lOOLIJ 1OO MIN. GRADE AVIATION GASOLINE
cAP.44.0 U.S. GAL. (166 LITRES) USABLE
cAP 32.5 U.S. GAL. (123 LITRES) USABLE
TO BOTTOM OF FILLER INDICATOR TAB

Nov 15/00

s12-3

SECTION 9-SUPPLEMENTS
SUPPLEMENT 12 - FAAAPPROVEDCESSNA
MODEL 182SSECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures whenused for Canadian operation.

SECTION 4
NORMAL PROCEDURES
There is no change to basic airplane normal operatingprocedures when used for Canadian operation.

SECTION 5
PERFORMANCE
There is no change to the airplane performance when used for
Canadian operation.

s12-4

Jul11/97

ATdtEn Compâny

Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual

CESSNA MODEL 182S
AIRPLANES 18280454 AND ON
SUPPLEMENT 13
BENDIVKING KCS-ssA SLAVED COMPASS SYSTEM

wtTH Kt-5254
HORTZONTAL STTUATTON |ND|CATOR (HSt)

Q Memøer ofGAMA

coPYRtGHT @ 1999
CESSNA AIRCRAFT COMPANY
WCHITA, KANSAS, USA
1

E2SPHUS-S13-01

15 January 1999
Revision 1 - 15 November 2000
s13-1

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 13 - FAA APPROVEDCESSNA

MODEL 182S

SUPPLEMENT 13
BENDDUKING KCS.ssA SLAVED COMPASSSYSTEM WITH KI.525A HORIZONTAL SITUATION
TNDToATOR (HSr)
The following Log of Effective Pages provides the date of issue
for original and revised pages, as well as a listing of all pages in

the Supplement. Pages which are affected by the current
revision will carry the date of that revision

Revision Level Date of lssue
0 (Original) Jan. 15, 1999
1
Nov. 15,2000
LOG OF EFFECTIVITY PAGE

PAGE
DATE
Title (513-1) Nov 15/00
513-2
Nov 15/00
513-3
Nov 15/00
Sl3-4
Jan.15/99

PAGE
513-5
513-6
513-7
S13-8

DATE

Jan. 15/99
Jan. 15/99
Jan. 15/99

Jan.15/99

SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Seruice Bulletins that are applicable tothe operation of the airplane, and have been incorporated into
this supplement. This list contains only those Service Bulletinsthat are currently active.

Airplane

Number Title

s13-2

Unit

Revision Incorporated

Effectivitv lncorporatlon ln Airplane

Nov 15/00

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 13 - FAA APPROVED

SUPPLEMENT 1 3
BENDI)(/KING KCS-554 SLAVED COMPASSSYSTEM WITH KI.525A HORIZONTAL SITUATIONTNDTCATOR (HSl)
SECTION 1
GENERAL
The Bendix/King KCS-554 Slaved Compass System with Kl525A HSI lndicator is an additional navigation indicator option. The

KCS-554 compass system includes a slaving control andcompensator unit, magnetic slaving transmitter and a remote
directional gyro. The information obtained from the KCS-554
compass system is displayed on the Kl-5254 lndicator.

The panel-mounted Kl-5254 indicator combines the display

functions of both the standard Directional Gyro (Heading lndicator)

and the Course Deviation lndicator's VOF/LOC/Glideslope

information to provide the pilot with a single visual presentation of

the complete horizontal navigation situation.

This system also incorporates a slaving accessory andcompensator unit. This unit indicates any difference between thedispÍayed heading and the magnetic tíeading. Up deflectionl
indicates a clockwise error of the compass card. Down deflectionl
indicates a counterclockwise error of the compass card. Whenever
the aircraft is in a turn and the compass card rotates, it is normal
for this meter to show a full deflection to one side or the other.

Nov 15/00

s13-3

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 13 - FAA APPROVED

15

CESSNA

MODEL 182S

13

10

Figure 1. Horizontal Situation lndicator System (Sheet 1 ol2)

1. HORIZONTAL SITUATION INDICATOR (HSl) -- Provides a
pictorial presentation of aircraft deviation relative to VOF/GPS
radials and localizer beams. lt also displays glide slope
deviations and gives heading reference with respect tomagnetic north. The gyro is remote-mounted and electricdriven

2. NAV FLAG -- Flag is in view when the NAV receiver signal isinadequate.

3. HEADING REFERENCE (LUBBER LINE) -- Magnetic heading
appears under this line when the compass card is slaved or
slewed to the aircraft's magnetic heading.

4. HEADING WARNING FLAG (HDG) -- When flag is in view, theheading display is invalid.

5. COURSE SELECT POINTER -- lndicates VOFi/Localizer or
GPS course on the compass card. The selected VOR radial
or localizer heading remains set on the compass card when
the compass card rotates.

s13-4

Jan 15/99

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 13 - FAA APPROVED

6. TO/FROM INDICATOR -- lndicates direction of VOR station
relative to the selected course. Displays TO when a LOC
frequency is selected.

7. DUAL GLIDE SLOPE POINTERS -- Displays deviation of
airplane from an ILS glideslope. Full scale deflection of theglideslope pointers represents *0.7 degrees. Pointers will beout of view if an invalid glideslope signal is received.

8. GLIDE SLOPE SCALES -- lndicates displacement from glide
slope beam center. A glide slope deviation bar displacementof 2 dots represents full-scale (0.7') deviation above or below
glide slope beam centerline.

9. HEADING SELECTOR KNOB (9 )-- Positions the heading
bug on compass card by rotating the heading selector knob.
The bug rotates with the compass card.
10. COMPASS CARD -- Rotates to display heading of airplanewith reference to lubber line on HSl.
1 1.

COURSE SELECTOR KNOB tt ¡- Positions the course
bearing pointer on the compass card by rotating the course
selector knob.

12. COURSE DEVIATION BAR (D-BAR) - The center poftion of
the omni bearing pointer moves laterally to pictorially indicate
the relationship of airplane to the selected course. lt indicatesdegrees of angular displacement from VOR radials andlocalizer beams, or displacement in nautical miles from GPS
desired course.
13. COURSE DEVIATION SCALE -- A course deviation bar

displacement of 5 dots represents full scale (VOR - Ê10o,

LOC = ¡2-1/2o, GPS = Snm enroute, GPS APB = .3nm)

deviation from beam centerline.

14. HEADING BUG -- Moved ¡V (F ) knob to select desired
heading.
15. SYMBOLIC AIRCRAFT -- Provides pictorial presentation of the
airplane position and intercept angle relatíve to selected VOR
Radial or localizer course.

Figure 1. Horizontal Situation lndicator System (Sheet 2 ol2)

Jan 15/99

s13-5

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 13 - FAA APPROVEDCESSNA
MODEL 182S

Figure 2. KA-s18 Slaving Accessory and Compensator Unit

1.

KA-51B SLAVING ACCESSORY AND COMPENSATOR UNIT-- Controls the KCS-554 Compass System.

2. MANUAUAUTOMATTC (FREE/SLAVE) COMPASS SLAVESWITCH -- Selects either the manual or automatic slaving
mode for the Compass System.

3. CW/CCW COMPASS MANUAL SLAVE SWITCH -- With themanual/automatic compass slave switch in the FREE position,
allows manual compass card slaving in either the clockwise orcounterclockwise direction. The switch is spring loaded to thecenter position.
4. SLAVING METER -- lndicates the difference between thedisplayed heading and the magnetic heading. Up deflection

indicates a clockwise error of the compass card. Down

deflection indicates a counterclockwise error of the compass
card.

s13-6

Jan 15/99

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 13 - FAA APPROVEDCESSNA
MODEL 182SSECTION 2
LIMITATIONSThere is no change to the airplane limitations when this

instrument is installed.

SECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when
this instrument is installed.

sEciloN 4
NORMAL PROCEDURES¡[, clunon
ELECTRICAL POWER MUST BE SUPPLIED TO
THIS INSTRUMENT FOR PROPER FUNCTIONING.

ABSENCE OF WHICH WILL RESULT IN
UNRELIABLE HEADING INFORMATION.

Normal procedures for operation of this system differ little fromthose required for the more conventional Course Deviation
lndicators. However, several small differences are worth noting.

The rectilinear movement of the course deviation bar in

combination with the rotation of the compass card in response toheading changes, provídes an intuitive picture of the navigatíon
situation at a glance when tuned to an omni station. When tuned toa localizer frequency, the course select pointer must be set to theinbound front course for both front and back-course approaches toretain th is pictorial presentã'ÌÏõ-n.

Jan 15/99

s13-7

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 13 - FAA APPROVEDCESSNA

MODEL 182S

For normal procedures with autopilots, refer to the Autopilot
Supplements in the Supplement section of this handbook. A
description of course datum and autopilot procedures for course
datum are incorporated in the appropriate autopilot supplements.

SECTION 5
PERFORMANCE
There is no change to the airplane performance when this
instrument is installed.

s13-8

Jan 15/99

ATodren CompÐy

Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual

CESSNA MODEL 1825
AIRPLANES 8OOO1 AND ON
SUPPLEMENT 14

ARGENTINE SUPPLEMENTcoPYRrcHT @ r999
CESSNA AIRCRAFT COMPANY
WICHITA. KANSAS. USA
182SPHUS-S1¡l-00

J) Member of GAMA
9 March 1999
s14-1

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 14 - FAA APPROVEDCESSNA
MODEL 182S

SUPPLEMENT 14
ARGENTINE SUPPLEMENT
The following Log of Effective Pages provides the date of issue
for original and revised pages, as well as a listing of all pages in
the Supplement. Pages which arc affected by the current
revision will carry the date of that revision

Revision Level

Date of lssue

0 (Original)

March 9, 1999

LOG OF EFFECTIVITY
PAGE

DATE

PAGE

Title (514-1)

March g/99
March g/99
March 9/99
March g/99
March 9/99
March g/99

514-7
514-8
514-9
514-10514-11

514-2
S14-3
514-4
514-5
514-6

DATE

March 9/99
March 9/99
March 9/99
March 9/99
March 9/99
514-12 blank March 9/99

SERV¡CE BULLETIN CONF¡GURATION LIST
The following is a list of Service Bulletins that are applicable tothe operation of the airplane, and have been incorporated into
this supplement. This list contains onfy those Service Bulletinsthat are currently active.

Airplane

Number Title

Unit

Revision

Effectivitv lncorporation

lncorporated
ln Airplane

Original lssue - 9 Mar 1999
ARGEMNÉ AAPWE FUGHT MANUAL / 9 WCH 1S9

s14-2

Mar 9/99

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 14 - FAAAPPROVED

MODEL 1825

Pilot's Operating Handbook
andArgentine Airplane Flight Manual

The Cessna Aircraft
Company
Model 182SCOPYBIGHTO 1999
The Cessna Aircraft Company
Wichita. Kansas USA

Q u" o.rofGAMA

Original lssue - 9 March 1999
ARGEMINE

Mar 9/99

AIRPNE FLIGfr MNUAL / 9 MARCH 1S9

s14-3

SECTION9-SUPPLEMENTS
SUPPLEMENT 14 - FAAAPPROVEDCESSNA
MODEL 182S

THIS MANUAL WAS PROVIDED FOR THE

AIRPLANE IDENTIFIED ON THE TITLE

PAGE

ON

SUBSEQUENT REVISIONS SUPPLIED BY

THE CESSNA AIRCRAFT COMPANY
MUST BE PROPERLY INSERTED.

The Gessna Aircraft Company, Aircraft Division

Original lssue - 9 Mar 1999
ARGEMINE AIBPNE FUGHÎ MNUAL / 9 MffiCH 1S9

s14-4

Mar 9/99

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 14 - FAA APPROVEDLOG OF REVISIONS
Revision
Number and
Date
Revision 1(6t13te7)

F

RevisedDescription of RevisionAllpages in Revision 1 wereincorporated and thsi Argentine

Airplane Flight Manual wasprovided in a current status at thetime of issuance, Subsequent
revisions and their affected pages
will be recorded at the time of
publication.

Original lssue - 9 Mar 1999ÆGEMINE AæUNE FUGHT MUIMar 9/99/ 9 MBCH 19æ

s14-5

SECTION9-SUPPLEMENTS
SUPPLEMENT 14 - FAAAPPROVEDCESSNA
MODEL 182S

SUPPLEMENTARGENTINE SUPPLEMENT

sEciloN 1
GENERAL
This supplement is required for Argentine operation of Cessna
Model 182S.

Original lssue - 9 Mar 1999
ffiGENNNE ARPME ruGHT WUAL / 9 MARCH 19S

S14-6

Mar 9/99

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 14. FAA APPROVEDSECTION 2
LIMITATIONS
The following information must be displayed in the form ofcomposite or individual placards.

1. ln full view of the pilot: (The 'DAY-NIGHT-VFR-IFR" entry,

shown on the example below, will vary as the airplane isequipped).

The markings and placards installed in this airplane contain
operating limitations which must be complied with when operating
this airplane in the Normal Category. Other operating limitations
which must be complied with when operating this airplane in thiscategory are contained in the Pilot's Operating Handbook and FAA
Approved Airplane Flight Manual.
No acrobatic maneuvers, including spins, approved.

Flight into known icing conditions prohibited.

This airplane is certified for the following flight operations as ofdate of original airworthiness ceilificate:
DAY-NIGHÏ-VFR-IFR

2. On control lock:
CAUTIONCONTROL LOCKREMOVE BEFORE STARTING ENGINE

Original lssue - 9 Mar 1999
MCEMNE ARPWE FLIGHT WAL

Mar 9/99/ 9 MRCH 1999

s14-7

SECTION9-SUPPLEMENTS
SUPPLEMENT 14 - FAA APPROVED
3.

CESSNA
MODEL 182S

On the fuel selector valve:
BOTH
88.0 GAL.
TAKEOFF LANDING
ALL FLIGHT ATTITUDES
FUELPUSH DOWNROTATE
LEFT

RIGHT
44.0 GALLEVEL FLIGHT ONL

44.0 GAL.
LEVEL FLIGHÏ ONLYOFF

4.

Near the fuel tank filler cap:
COMBUSTIBLElOOLUIOO GRADO MINIMO COMBUSTIBLE DE AVIACIONCAPACIDAD 166 LTS. USABLECAPACIDAD 123 LTS. USABLE
HASTA LA PARTE INFERIOR DEL INDICADORDE TAPON DE LLENADO

5.

On flap control indicator:

0'to 10'140KIAS (Partial flap range with dark blue color
code; also, mechanical detent at 10".)10o to20"

120

KIAS (Light blue color code; alsomechanical detent at 20')

20'to FULL 100 KIAS

(White color code)

Original lssue - 9 Mar 1999
ARGEMINE AIRPUNE FLIGffi ffiNUAL / 9 MÆCH 1999

s14-8

Mar 9/99

CESSNA
MODEL 1825
6.

SECTIONg-SUPPLEMENTS
SUPPLEMENT 14 - FAAAPPROVED

On baggage door:

54 KG MAXIMO.
EQUIPAJE DELANTE DE LA
PUERTA DE EQUIPAJE.

36 KG MAXIMO.
EQUIPAJE POSTERIOR A TRABA DE LA
PUERTA DE EQUIPAJE.

MAXIMO: 90 KG. COMBINADOS.
PARA INSÏRUCCIONES DE CARGAADICIONALES, VER DATOS DE PESO Y BALANCEO.

7.

A calibration card must be provided to indicate the accuracyof the magnetic compass in 30" increments.

L

On the oil filler cap:

otL

9 QTS
9.

Near airspeed indicator:
VITESSE INDIQUEE DE
MANOEUVRE - 110 KIAS

10. On the upper right instrument panel:
SMOKING PROHIBITED

Original lssue - 9 Mar 1999
MGEMNE AFPWE RIGtr MANUAL / 9 MHCH 1S9

Mar 9/99

s14-9

SECTION9-SUPPLEMENTS
SUPPLEMENT 14 - FAAAPPROVED
11.

CESSNA
MODEL 182S

On auxiliary power plug door and second placard on battery
box:

PRECAUCION 24 VOLTIOS D.C.
ESTA AERONAVE ESTA EQUIPADA CON
ALTERNADOR Y SISTEMA A TIERRA NEGATIVO.

OBSERVAR POLARIDAD CORRECTA
POLARIDAD OPUESTA CAUSÁ DAÑOAL LOS COMPONENTES ELÉCTRICOS

CAUTION

24 VOLTS D.C.

THIS AIRCRAFT IS EQUIPPED WITH ALTERNATOR
AND A NEGATIVE GROUND SYSTEM.

OBSERVE PROPER POLARITYREVEBSE POLARITY WILL DAMAGE ELECTR¡CALCOMPONENTS.

12.

On Upper Right Side of the Aft Cabin Partition:
TRANSMISOR LOCALIZADOR DE
EMERGENCIA INSTALADODETRÁS ESTA DIVISIÓN
DEBE CUMPLIR CON EL
DNAR PARTE 91.2O7

13. Near the fuel flow gauge:
MAXIMUM POWER FUEL FLOW
ALT¡TUDE

FUEL FLOW
20.5 GPH

S.L.

2000'
4000'
6000'
8000'

19.0 GPH
17.5 GPH
16.5 GPH
15.5 GPH
14.5 GPH
13.5 GPH

10000'
1

2000'

original lssue - 9t""t
s14-10

1:"n""".

aRuNE F'cn MNUAL / e MF.H reee

Mar 9/99

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 14 - FAA APPROVEDSECTION 3
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures whenused for Argentine operation.

sEcTroN 4
NORMAL PROCEDURES
There is no change to the airplane normal operating procedures
when used for Argentine operation.

SECTION 5
PERFORMANCE
There is no change to the airplane pedormance when used forArgentine operation.

Original lssue - 9 Mar 1999ÀÂGEffiINE AIRPSE FUqT MANUAL / 9 ÆCH 19S

Mar 9/99

514-11(S14-12 blank)

ATa)dron Company

Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual

CESSNA MODEL 182S
AIRPLANES 18280165 AND ON OR
AS MODIFIED BY MK182-22.01
SUPPLEMENT 15
BENDIX/KING KAP 140
2 AX¡S AUTOPILOTJþ uemøerofGAMA
copy*cHr@,ee7

wrorrrn,x¡rusns,ùó¡CESSNA AIRCRAFT COMPANY

IB2sPHUS-slsoi

1 Decgmbgr 1997
Revision 1 - 31 December 1999
S1S_l

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVEDCESSNA
MODEL 182S

SUPPLEMENT 15
BENDI)UKING KAP 140 2 AXIS AUTOPILOT
The following Log of Etfective Pages provides the date of issue
for original and revised pages, as well as a listing of all pages in

the Supplement. Pages which are affected by the current
revision will carry the date of that revision

Revision Level

Date of lssue

0 (Original)Dec. 1 ,1997

Dec. 31,1999

1

LOG OF EFFECTIVIW PAGES
PAGE

DATE

PAGE

ÐATE

Title (S15-1)

Dec 31/99
Dec 31/99
Dec 1/97
Dec 1/97
Dec 31/99
Dec 31/99

s15-17s15-18s15-19s15-20Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99

s15-21

Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99

s15-2
s15-3
S15-4 (blank)

s15-5
s15-6
s15-7
s15-8
s15-9
s15-10Dec 1197
Dec 1/97
Dec 1197
Dec'1197

s15-11

Dec 1197

s15-12s15-13s15-14s15-15s15-16

Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99
Dec 31/99

s15-2

s15-22s15-23s15-24s15-25s15-26s15-27s15-28s1s-29s15-30s15-31

s15-32

Dec 31/99

SECTION 9 - SUPPLEMENTSCESSNA

SUPPLEMENT 15 - FAA APPROVED

MODEL 182S

SUPPLEMENT 15
BENDDUKING KAP 140 2 AXIS AUTOPILOT
EXCLUDING FLAP LIMITATIONSSERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable tothe operation of the airplane, and have been incorporated into
this supplement. This list contains only those Seruice Bulletinsthat are currently active.

Number

Dec 1/97

rire

ffi

Ho*o,",,onffi

S15-3/(S15-4 Blank)

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVEDCESSNA
MODEL 182S

SUPPLEMENTBENDI)UKING KAP 14O2 AXIS AUTOPILOTSECTION 1
GENERALThe KAP 140, 2 Axis Autopilot provides the pilot with thefollowing features: Vertical Speed mode (VS); Altitude hold (ALT);
Wing Level (ROL); Heading select (HDG); Approach (APR); ILS
and Glideslope (GS); and backcourse
The optional í<Rp l¿'0, 2 Axis Autopilotl
talled) adds Altitude Alerter and Altitudel

The KAP 14O, 2 Axis Aulopilot has an electric trim system which
provides autotrim during autopilot operation and manual electric trim
(MET) for the pilot when the autopilot is not engaged. The electric
trim system is designed to be fail safe for any single inflight trim
malfunction. Trim faults are visually and aurally annunciated.

A lockout device prevents autopilot or MET engagement until thesystem has successfully passed preflight self test. Automatic
preflight self-test begins with initial power application to the
autopilot.
The following conditions willcause the Autopilot to disengage:

A. Electric Power failure.
B. lnternal Autopilot System failure.

Dec 31/99

s15-5

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED

I
I

C. Pitch accelerations in excess of +1.49 or less than +0.69
only when produced by a failure causing servo runaway. The
pilot cannot maneuver the aircraft and trip the monitor.
D. Turn coordinator failure (flagged gyro).

E. Computer autopilot monitor that detects either the R (ROLL)
or P (PITCH) axis annunciator.

Activation of A/P DISC/TRIM INT control wheel switch will also
disconnect the autopilot.

The AVIONICS MASTER switch supplies power to the avionics

bus bar of the radio circuit breakers and the autopilot circuit
breaker. The AVIONICS MASTER switch also serves as an
emergency AP/MET shutoff .

The following circuit breakers are used to protect the KAP 140
2-Axis Autopilot:

LABEL
AUTO
PILOT
WARN

FUNCTIONS
Pull-off circuit breaker supplies power to the KG
140 Computer and the autopilot pitch, roll andpitch trim servos.

Supplies separate power for autopilot alerting(PITCH TRIM) on the ship's annunciator panel.

s15-6

Dec 31/99

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVEDCESSNA
MODEL 182S

ELEVATOR

NAV/COMM 1

NAVIGATION

SoURcE 12
SELECTORSWITCHELEVATOR AND
ELEVATOR TRIM

EbiY,âl$BçLEVAToR

rNDtc¡119¡ 1çO''ANNUNCIATOR
PANEL

DIRECTIONAL
GYRO

HÞE frLr íf in?

45678fi+\¿*[
CIB

o7as1o26

Figure 1. Bendix/King 2-Axis KAP 140 Autopilot Schematic(Sheet 1 of 5)
Dec 1/97

s15-7

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVEDHÞ

E frLTCESSNA
MODEL 182S

P

T

]5ün
FPM

1. PITCH AXIS (P) ANNUNCIATOR When illuminated,indicates failure of pitch axis and will either disengage theautopilot or not allow engagement of the pitch axis. ln

turbulent air, will illuminate during abnormalve rtical/acce e rations.
I

2. AUTOPILOT ENGAGE/DISENGAGE (AP) BUTTON -- Whenpushed, engages autopilot if all preflight self-test conditions
are met. The autopilot will engage in the basic roll (ROL)
mode which functions as a wing leveler and the pitch axis
vertical speed (VS) mode. The commanded vertical speed will

be displayed in the upper right corner of autopilot display
area. The captured VS will be the vertical speed present at

the moment the AP button is pressed. The button may also
be used to disengage the autopilot.

3. ROLL AXIS (R) ANNUNCIATOR -- When illuminated, indicates
failure of the roll axis and disengages the autopilot.

Figure 1. Bendix/King 2-Axis KAP 140 Autopilot, Operating
Controls and lndicators (Sheet 2 of 5)

s15-8

Dec 1/97

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED

4. HEADING (HDG) MODE SELECTOR BUTTON Whenpushed, will select the Heading mode, which commands the
airplane to turn to and maintain the heading selected by theheading bug oselected at an

the new head

between HDG
to engage the autopilot in HDG mode.

e

o
e
d

5. NAVIGATION (NAV) MODE SELECTOR BUTTON -- Whenpushed, will select the Navigation mode. This mode provides
automatic beam capture and tracking of VOR, LOC, or GPS
signals as selected for presentation on the #1 CDl. NAV
mode is recommended for enroute navigation tracking.

6. APPROACH (APR) MODE SELECTOR BUTTON -- Whenpushed, will select the Approach mode. This mode provides
automatic beam capture and tracking of VOR, GPS, LOC and
Glideslope (GS) on an lLS, as selected for presentation on #1
CDl. APR mode tracking sensitivity is recommended for
instrument approaches.

7. BACK COURSE APPROACH (REV) MODE BUTTON -- Thisbutton is active only when the coupled navigation receiver istuned to a LOC/ILS frequency. When pushed will select the
Back Course approach mode. This mode functions identicallyto the approach mode except that the autopilot response to
LOC signals is reversed. Glideslope is locked out with REV
mode.

8. ALTITUDE HOLD (ALT) MODE SELECT BUTTON -- Whenpushed, will select the altitude hold mode. This mode
provides capture and tracking of the selected altitude. The
selected altitude is the airplane altitude at the moment the ALT

button is pressed. lf the ALT button is pressed with anestablished VS rate present, there will be about a 10"/" (of VSrate) overshoot. The airplane will return positively to theselected altitude. This button may be used to engage theautopilot in the ALT mode.
Figure 1. Bendix/King 2-Axis KAP 140 Autopilot, Operating
Controls and lndicators (Sheet 3 of 5)

Dec 1/97

s15-9

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVEDCESSNA
MODEL 182S

9. VERTICAL SPEED (UP/DN) MODE BUTTONS -- The action ofthese buttons depends on the vertical mode present whenpressed. lf VS mode is active (AP plus any lateral mode) andthe UP button is pressed, the autopilot will modify thedisplayed VS command (FPM) in the up direction. Single
momentary cycles on either the UP or DN button will
increment the VS command by 100 FPM per cycle. Wheneither button is continuously held in, it will modify the vertical
speed command by 300 fpm per second.

lf ALT mode is active, pressing the UP/DN buttons will modify

the captured altitude by 20 feet per cycle, or if held
continuously will command the airplane up or down at the rateof 500 FPM, synchronizing the ALT reference to the actual
airplane altitude upon button release.

10. AUTO PILOT CIRCUIT BREAKER -- A 5-amp pull-off circuit
breaker supplying 28 VDC to the KAP 140 system.
11. WARN CIB -- Power to the autopilot disconnect horn and the

ship's annunciator panel (PITCH TRIM).
12. AUTOPTLOT DTSCONNECT (A/p D|SC/TR|M ¡NT) SWTTCH -When depressed will disengage the autopilot and interrupt
manual electric trim (MET) power. An autopilot disconnect will
be annunciated by a continuous 2 second tone accompanied
by a flashing "AP" displayed on the autopilot computer.
13. MANUAL ELECTRIC TRIM (MET) SWITCHES -- When bothswitches are pressed in the same direction, will activate pitch
trim in the selected direction. lf only one switch is moved, thetrim system will not operate. lf only the right half of the MET

switch assembly is held, simulating a stuck switch, for 3
seconds, the trjm monitoríng system will detect a switch failure
resulting in a i annunciation on the autopilot dísplay and thedisabling of the electric trim system. lf the stuck switch iscorrected, the fault will clear, Use of manual electric trim
during autopilot operation will disengage the autopilot.
Figure 1. Bendix/King 2-Axis KAP 140 Autopilot, Operating
Controls and lndicators (Sheet 4 of 5)s15-10Dec 1/97

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED

14. OMNI BEARING SELECT (OBS) KNOB -- Selects the desired

course to be tracked by the autopilot. (Note: The HDG bug
must also be positioned to the proper course to capture andtrack the selected radial or desired track).
15. HEADING SELECT KNOB (HDG) -- Positions the heading bugon the compass card. Note that the position of the heading
bug also provides course datum to the autopilot when tracking

in NAV, APR, or REV (BC) modes. This is in addition to its
more intuitive use in the HDG mode.
16. PITCH TRIM (PT) Annunciator -- lndicates the direction ofrequired pitch trim. The annunciation will flash if auto trim has
not satisfied the request for trim for a period of 10 seconds. A
solid I
without an arrowhead is an indication of a pitch trim
fault. Refer to the EMERGENCY PROCEDURES for proper
response to a pitch trim fault.
17. PITCH TRIM Annunciation -- llluminates whenever the
automated preflight self test detects a pitch trim fault or thecontinuous monitoring system detects a pitch trim fault inflight. Refer to the EMERGENCY PROCEDURES for proper
response to a pitch trim fault.

Figure 1. Bendix/King 2-Axis KAP 140 Autopilot, Operating
Controls and lndicators (Sheet 5 of 5)

Dec 1/97

s15-11SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVEDHÞ

E frLT f, '--nn@W@@E

CESSNA
MODEL 182S@@

1. ROTARY KNOBS - Used to set the altitude alerter reference

altitude; or may be used immediately after pressing the BARO
button, to adjust the autopilot baro setting to match that of the
airplane's altimeter when manual adjustment is required. (lnsome systems, the baro setting may be automatically synched

to that of the altimeter.)

2. BARO SET (BARO) BUTTON -- When pushed and released,
will change the display from the altitude alefter selected
altitude to the baro setting display (either lN HG or HPA) for 3
held for 2 seconds, will change thelN HG to HPA or vice versa. Onceis visible the rotary knobs may betting.

3. ALTITUDE ARM (ARM) BUTTON -- When pushed, will toggle

altitude arming on or off. When ALT ARM is annunciated, theautopilot will capture the altitude alerter displayed altitude(provided the aircraft is climbing or descending in VS to thedisplayed altitude). ALT hold arming when the autopilot isupon altitude alefter altitude selection
Note that the alerter functions areming process thus providing full time
autopilot is disengaged.

Figure 2. Bendix/King 2-Axis KAP 140 Autopilot with Altitude
Preselect, Operating Controls and lndicators (Sheet 1 of 2)

s15-12

Dec 31/99

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS

SUPPLEMENT 15 - FAA APPROVED

4.ALTITUDE ALERTER/VERTICAL SPEED/BARO SETTINGNOTEThis display may be dashed for up to 3 minutes on start up

if a blind encoder is installed which requires a warm-up
period.

î

Figure 2. Bendix/King 2-Axis KAP 140 Autopilot with Altitude
Preselect, Operating Controls and lndicators (Sheet 2 ol2\

Dec 31/99

s15-13

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVEDCESSNA

MODEL 182S

sEcTroN 2
LIMITATIONS
The following autopilot limitations must be adhered to:

1. The entire preflight test procedure outlined under Section 4,
paragraph A of this supplement, including steps 1 through 7,
must be successfully completed prior to each flight. Use of
the autopilot or manual electric trim system is prohibited prior
to completion of these tests.

2. During autopilot operation, a pilot with seat belt fastened must
be seated at the left pilot position.

3. The autopilot must be OFF during takeoff and landing.
4. The system is approved for Category I operation only
(Approach mode selected).

5. Autopilot maximum airspeed limitation -- 160 KIAS.
Autopilot minimum airspeed limitation -- 80 KIAS.

6. Maximum flap extension -- 10o.
7. Maximum fuel imbalance with autopilot engaged -- 90 lbs.
8. The autopilot must be disengaged below 200 feet AGL during
approach operations and below 800 feet AGL for all otherphases of flight.

9. Overriding the autopilot to change pitch or roll attitude isprohibited. (Disengage with A/P DISCÆR|M INT or AP selectbutton.)10. The AUTO PILOT circuit breaker must be pulled following any

inflight illumination of the red "PITCH TRIM" warning light, but
only after first completing the Emergency Procedures (Section

3, paragraph 1.). The manual electric trim and autopilot
autotrim systems will be disabled with the AUTO PILOT circuit
breaker pulled.

l., u-,0

Dec 31/99

SECTION 9. SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVEDCESSNA
MODEL 182SSECTION 3
EMERGENCY PROCEDURES
The four step procedure listed under paragraph A should beamong the basic airplane emergency procedures that are committed

to memory. lt is important that the pilot be proficient inaccomplishing all four steps without reference to this manual.

1. ln case of Autopilot, Autopilot Trim, or Manual Electric Trimmalfunction (accomplish ltems A and B simultaneously):

A. Airplane Control Wheel -- GRASP FIRMLY and regain
aircraft control.
B. A/P DISC/TRIM INT Switch
throughout recovery.

PRESS and HOLD

C. AIRCRAFT -- RE-TRIM Manually as Needed.
D. AUTO PILOT Circuit Breaker -- PULL.
NOTE

The AVIONICS MASTER Switch may be used as analternate means of removing all electric power from the
autopilot andms. lf necessary performthen turn tre Áviot'llCS I
ating and pulling the AUTO I
the AVIONICS MASTER I

steps 1A th
MASTERI

Sw

PILOT Circu
Switch on as soon as possible to restore power to all otheravionics equipment. Primary attitude, airspeed, directional
compass, and altitude instruments will remain operational at
alltimes.

¡[, wnnuno

DO NOT ATTEMPT TO RE.ENGAGE THE
AUTOPILOT FOLLOWING AN AUTOPILOT,AUTOTRIM, OR MANUAL ELECTRIC TRIM
MALFUNCTION UNTIL THE CAUSE FOR THE
MALFUNCTION HAS BEEN CORRECTED.
Maximum Altitude losses due to autooilot malfunction:

CONFIGURATION
Cruise, Climb, DescentManeuvering
Approach
Dec 31/99

ALT. LOSS
250 ft.
100 ft.

50 ft.

s15-15SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVEDCESSNA
MODEL 182SAMPLIFIED EMERGENCY PROCEDURES

are presented to supply additionalof providing the pilot with a more

an emergency situation.

e recommended course of action for

1. An autopilot or autotrim malfunction occurS when there is an
uncommanded deviation in the airplane flight path or when
there is abnormal control wheel or trim wheel motion. ln somecases, and especially for autopilot trim, there may be little tono airplane motion, yet the red PITGH TRIM annunciator(ship's annunciator panel) may illuminate and an alert tone

may sound.

The primary concern in reacting to an autopilot or autopilot
trim malfunction, or to an automatic disconnect of the
autopilot, is in maintaining control of the aírplane. lmmediately
grasp the control wheel and press and hold down the A/P
DISC/TRIM INT switch throughout the recovery. Manipulate
the controls as required to safely maintain operation of the
airplane within all of its operating limitations. Elevator trim
should be used manually as needed to relieve control forces.
Locate and pull the AUTO PILOT circuit breaker on theright hand circuit breaker panel to completely disable theautopilot system.

2. A manual electric trim malfunction may be recognized byillumination of the red PITCH TRIM annunciator, accompanied
by an alert tone, or by unusual trim wheel motions with the
autopilot OFF, without pilot actuation of the manual electric
trim switches. As with an autopilot malfunction, the first
concern following a manual electric trim malfunction is
maintaining control of the airplane. Grasp the control wheel
firmly and press and hold down the A/P DISC/TRIM INT
switch. Locate and pull the AUTO PILOT circuit breaker on
the right hand breaker panel.

l. ,u- ,uDec 31/99

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVEDCESSNA
MODEL 182S

3. Note that the emergency procedure for any malfunction isessentially the same: immediately grasp the control wheel
and regain airplane control while pressing and holding the A/PDISCÆR|M INT switch down, and retrim the airplane asneeded. After these steps have been accomplished secure
the autopilot electric trim system by pulling the autopilot(AUTO PILOT) circuit breaker. As with any other airplane
emergency procedure, it is important that the 4 steps of theemergency procedure located'on Page 15 be committed tol
memory.

4. The AVIONICS MASTER switch may be used to remove allelectric power from the Autopilot and Electric Trim systems
while the circuit breaker is located and oulled. Return the
AVIONICS MASTER switch to the ON position as soon as
possible. With the AVIONICS MASTER switch off, all avionics
and autopilot equipment will be inoperable.

5. lt is important that all portions of the autopilot and electric trim
system are preflight tested prior to each flight in accordancewith the procedures published herein in order to assure theirintegrity and continued safe operation during flight.

¡[, wnnurc
DO NOT RESET AUTOPILOT CIRCUIT BREAKERFOLLOWING AN AUTOPILOT/AUTOTRIM OR

MANUAL ELECTRIC TRIM MALFUNCTION UNTIL
THE CAUSE FOR THE MALFUNCTION HAS BEEN
CORRECTED.

A flashing ç auto trim annunciation on the face of the autopilot
indicates a failure of the auto trim function to relieve pitch seruoloading in a timely manner. This condition should be temporary.
D

1. FLASHING i ANNUNCIATION -- OBSERVE aircraft pitch
behavior. lf pitch behavior is satisfactory, wait 5-10 seconds
for the annunciation to stop.

Dec 31/99

s15-17

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVEDCESSNA
MODEL 182S

2. lf annunciation continues, Airplane Control Wheel -- GRASPFIRMLY, disengage the autopilot and check for an out of pitch
trim condition. Manually retrim as required.

3. AUTOPILOT OPERATION -- CONTINUE if satisfied that theout of trim indication was temporary. DISCONTINUE if
evidence indicates a failure of the auto trim function.
A red P or R on the face of the autopilot computer.

1. A red P is an indication that the pitch axis of the autopilot has
been disabled and cannot be engaged. DO NOT ENGAGE
INTO A ROLL AXIS ONLY SYSTEM.
NOTE

lf the red P lamp was the result of some abnormal

accelerations on the airplane, the annunciation should be
extinguished within approximately one minute and normal
use of the autopilot will be reestablished.

2. A red R is an indication that the roll axis of the autopilot has
been disabled and cannot be engaged. The autopilot cannot
be reengaged.
Flashing mode annunciation in the display of the autopilot computer.

1. Flashing HDG -- lndicates a failed heading. PRESS HDG
button to terminate flashing. ROL will be displayed.

2. Flashing NAV, APR or REV -- Usually an indication of aflagged navigation source. PRESS the NAV, APR or REV
button to terminate flashing. ROL will be displayed. (Select avalid navigation source.)
NOTE

A flashing NAV, APR or REV annunciation can also be
caused by a failed heading valid input.

l., u-',,

Dec 31/99

CESSNA
MODEL 182SSECTION 9. SUPPLEMENTS

SUPPLEMENT 15 . FAA APPROVED

3. Flashing GS -- lndicatíon of a flagged glideslope. (GS will rearm automatically if a valid GS signal is received.)
NOTE

To continue tracking the localizer, observe the appropriate
minimums for a nonprecision approach. (Press ALT twice inrapid succession to terminate the flashing. Control the pitch
axis in the default VS mode.)
NOTE

At the onset of mode annunciator flashing, the autopilot has
already reverted to a default mode of operation, i.e., ROL
and or VS mode. An immediate attempt to reengage to lostmode may be made if the offending navigation, glideslope
or compass flag has cleared.
EXCEPTION

The HDG annunciation will flash for 5 seconds uponselection of NAV, APR, or REV modes to remind the pilot to
set the HDG bug for use as course datum.

Effects of instrument losses upon autopilot operation:

1. Loss of the afiificial horizon -- no effect on the autopilot.

2. Loss of the turn coordinator - autopilot inoperative.
3. Loss of the Directional Gyro (DG)-- The directional gyro doesl
not provide any system valid flag. lf the DG fails to function
properly the autopilot heading and navigation mode will not
function correctly. Under these conditions, the only useable
lateralmode is ROL.

4. Loss of Horizontal Situation lndicator (HSl) (if installed) -- lf the
HSI fails to function properly the autopilot heading and navigation mode will not function correctly. Under these conditions,the only usable lateralmode is ROL.

5. Loss of Blind Altitude Encoder -- Altitude Alerter and Altitude
Preselect f unction inoperative.

Dec 31/99

s15-1

I

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVEDCESSNA

MODEL 182SSECTION 4
NORMAL PROCEDURES

A.

PREFLTGHT (PERFORM pRtOR TO EACH FLTGHT):

1. AVIONICS MASTER -. ON.

2. POWER APPLICATION AND SELF TEST -- A self test is
performed upon power application to the computer. This test
is a sequence of internal checks that validate proper system
operation prior to allowing normal system operation. The
sequence ís indicated by "p5¡" with an increasing number forthe sequence steps. Successful completion of self test is
identified by all display segments being illuminated (Display
Test), external "Pitch Trim" (4,/C System Annunciator Panel)being illuminated, and the disconnect tone sounding.
NOTE

Upon applying power to the autopilot, the red P warning on
the face of the autopilot may illuminate indicating that thepitch axis cannot be engaged. This condition should be
temporary, lasting approximately 30 seconds. The P will
extinguish and normal operation will be available.

¡l, wnnnnc
IF PITCH TRIM LIGHT STAYS ON, THEN THE
AUTOTRIM DID NOT PASS PREFLIGHT TEST.
THE AUTOPILOT CIRCUIT BREAKEB MUST BE
PULLED. MANUAL ELECTRIC TRIM AND AUTO.
PILOT ARE INOPERATIVE.
3. MANUAL ELECTRIC TRIM - TEST as follows: Press both
halves of the split Manual Electric Trim (MET) switches to thenose down position, verify that the trim wheel and the trim tab
position indicator are moving in the down direction. Repeat
test for the nose up direction.

l'u-roDec 31/99

CESSNA
MODEL 182S

SECÏION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED

Press MET for nose up trim, press and hold the AP

DISC/TRIM INT switch, verify that both the trim wheel andindicator are not moving, release the A/P DISC / TRIM INT

switch while still holding MET trim up, the trim wheel andindicator should continue to move in the nose up direction.

¡[ wnnunc
THE PILOT IN COMMAND MUST CONTINUOUSLYMONITOR THE AUTOPILOT WHEN IT IS

ENGAGED, AND BE PREPARED TODISCONNECT THE AUTOPILOT AND TAKEIMMEDIATE CORRECTIVE ACTION .. INCLUDINGMANUAL CONTROL OF THE AIRPLANE AND/ORPERFORMANCE OF EMERGENCY PROCEDURES
IF AUTOPILOT OPERATION IS NOT ASEXPECTED OR IF AIRPLANE CONTROL IS NOT
MAINTAINED.

¡[, wnnunc
DURING ALL AUTOPILOT COUPLED OPER.
ATIONS, THE PILOT IN COMMAND MUST USE
PROPER AUTOPILOT COMMANDS AND USE THE
PROPER ENGINE POWER TO ENSURE THAT
THE AIRPLANE IS MAINTAINED BETWEEN 80
AND 160 KIAS, AND DOES NOT EXCEED OTHER
BASIC AIRPLANE OPERATING LIMITATIONS.

Dec 31/99

s15-21SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVEDCESSNA
MODEL 182S

NOTE

Autopilot tracking performance will be degraded in turbulence.

1. BEFORETAKEOFF:
a. A/P DISCÆR|M INT Switch -- PRESS.

b. BARO setting (if installed) -- CHECK.

¡1, cnunoru
CONTINUE TO SET MANUALLY THROUGHOUT
THE FLIGHT EACH TIME THE ALT¡METER BAROSETTING REOUIRES ADJUSTMENT. NO
FURTHER REMTNDERS (FLASH|NG) WILL BE
GIVEN.

c. ALTITUDE SELECT KNOB (if installed) - ROTATE until
the desired altitude is displayed.
NOTE

An altitude alert is annunciated 1000 ft. prior to arrival at the
selected altitude. Aircraft deviations greater than 200 feetabove or below the selected altitude will produce an altitude
alert. The alert annunciation is accompanied by a series ofshort tones.

2. AFTERTAKEOFF:

a. Elevator Trim - VERIFY or SET to place the airplane in atrimmed condition prior to Autopilot engagement.
NOTE

Engaging the autopilot into a mistrim condition may cause

unwanted attitude changes and a "TRIM FAIL"

annunciation.

b. Airspeed and Rate of Climb -- STABILIZED.

s15-22

Dec 31/99

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED
NOTE

Avoid autopilot engagement into a climb condition thateither cannot be maintained, or is on the performance limitsof the airplane for its power and weight configuration.

c. AP Button -- PRESS. Note ROL and VS annunciator on. tf
no other modes are selected the autopilot will operate n
the ROL and VS modes.

¡[, wnnnrruc

WHEN OPERATING AT OR NEAR THE BESTRATE OF CLIMB AIRSPEED, AT CLIMB POWERSETTINGS, AND US|NG VERTTCAL SPEED (VS)
MODE, CONTINUED OPEBATION IN VERTICAL
SPEED MODE CAN RESULT IN AN AIRPLANE
STALL. IF NECESSARY, DISCONNECT THE
AUTO PILOT AND RETURN THE AIRPLANE TO A
STABILIZED CLIMB PRIOR TO RE.ENGAGMENT.

¡[, wnnnrnc
WHEN OPERATING AT OR NEAR THE MAXIMUM
AUTOPILOT SPEED, IT WILL BE NECESSARY TO
REDUCE POWER IN ORDER TO MAINTAIN THE
DESIRED RATE OF DESCENT AND NOT EXCEEDTHE MAXIMUM AUTOPILOT SPEED.

¡[, wnnrunc
DO NOT HELP THE AUTOPILOT OR HAND.FLY

THE AIRPLANE WITH THE AUTOPILOTENGAGED AS THE AUTOPILOT WILL RUN THE

PITCH TRIM TO OPPOSE CONTROL WHEEL
MOVEMENT. A MISTRIM OF THE AIRPLANE,
WITH ACCOMPANYING LARGE ELEVATORCONTROL FORCES, MAY RESULT IF THE PILOTMANIPULATES THE CONTROL WHEELMANUALLY WHILE THE AUTOPILOT ISENGAGED.

Dec 31/99

s15-231

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVEDCESSNA
MODEL 182S

3. CLIMB OR DESCENT:
a. BARO setting (if installed) -- CHECK.
b. Using VerticalTrim:
1) VERTICAL SPEED Control -- PRESS either the UP or
DN button to select aircraft vertical speed within thecommand limits of t2000 ft./min.

2) VERTICAL SPEED Control -- RELEASE when desiredvertical speed is displayed. The autopilot will maintainthe displayed vertical speed.
NOTE

Avoid selecting a climb rate that either cannot be
maintained or is on the performance limit of the airplane forits power and weight configuration.

4. ALTITUDE HOLD:
a. Capture preselected altitudes (if installed):
1) ALTITUDE SELECT knob -- ROTATE until the desired
altitude is displayed. Note ARM annunciation occurs
automatically with altitude selection when the autopilot is
engaged.

2) ALTITUDE SELECT MODE (ARM) button -- PUSH toalternately disarm or arm altitude capture.

3) Airplane -- ESTABLISH vertical speed necessary tointercept the selected altitude.
NOTE

It may be possible to observe minor difference between the
autopilots' selected altitude and the aircraft altimeter after analtitude capture. Not inputing the proper barometric setting
into the autopilot computer will produce inaccuracies.

s15-24

Dec 31/99

SECTION 9. SUPPLEMENTS
SUPPLEMENT 15. FAA APPROVEDCESSNA
MODEL 182S

NOTE

Altitude preselect captures are not recommended on
nonprecision approaches to capture the MDA. Glideslope
coupling will preclude a preselect altitude capture on an
ILS.

b. Altitude (ALT) Hold Button:
1) ALT Hold Selector Button -- PRESS. Note ALT holdannunciator ON. Autooilot will maintain thealtitude.

NOTE

It is recommended by the FAA (4C00-248) to use basic"PITCH ATTITUDE HOLD" mode during operation in severe
turbulence. However, since this autopilot does not use theattitude gyro as a pitch reference, if is recommiñded thatthe autopilot be disconnected and that the airplane be flown
by hand in severe turbulence.

c. Changing altitudes:
1) Using Vertical Speed (Recommended for altitudechanges less than 100 ft.)a) VERTICAL SPEED Gontrol -- PRESS and HOLD
either the UP or DN button. Vertical Speed will seeka rate of change of about 500 fpm.

b) VERTICAL SPEED Control RELEASE whendesired altitude is reached. The autopilot will
maintain the desired altitude.
NOTE

As an alternative, a series of quick momentary presses on
the UP or DN button will program either an increase or
decrease of the altitude reference, 20 feet each time thebutton is pressed.

Dec 31/99

s15-25SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15. FAA APPROVEDCESSNA

MODEL 182S

5. HEADING HOLD:
a. Heading Selector Knob -- SET BUG to desired heading.
b. HDG Mode Selector Button -- PRESS. Note HDG mode
annunciator ON. Autopilot will automatically turn theaircraft to the selected heading.
NOTE

Aircraft heading may change in ROL mode due toturbulence.

c. Heading Selector Knob -- MOVE BUG to the desired

heading. Autopilot will automatically turn the aircraft to the
new selected heading.

6. NAV COUPLING:

I
I
I

a. When equipped with DG:t) OBS Knob -- SELECT desired course.
z\ NAV Mode Setector Button -- PRESS. Note NAV¡nn
annunciated.

Ig) Heading Selector Knob -- ROTATE BUG to agree withOBS course.
NOTE

When NAV is selected, the autopilot will flash HDG for S
seconds to remind the pilot to reset the HDG bug to the
OBS course. lF HDG mode was in use at the time of NAV
button selection, a 45' intercept angle will then be
automatically established based on the position of the bug.

s15-26

Dec 31/99

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED

NOTEAll angle intercepts compatible with radar vectors may be
accomplished by selecting ROL mode PRIOR to pressing
the NAV button. The HDG bug must still be positioned toagree with the OBS course to provide course datum to the
autopilot when using a DG (Directional Gyro).

a) lf the D-Bar is greater than 2 to 3 dots, the autopilotl
will annunciate NAVARM. When the computed
capture point is reached the ARM annunciator will goout and the selected course will be automatically
captured and tracked.
b) lf the D-Bar is less than 2 to 3 dots, the HDG model
will disengage upon selecting NAV mode. The NAV
annunciator will then illuminate and the capture/track
sequence will automatically begin.

b. When equipped with HSI:
1) Course Bearing Pointer - SET to desired course.

2) Heading Selector Knob -- SET BUG to provide desiredintercept angle and engage HDG mode.

3) NAV Mode Selector Button -- PRESS.

a) lf the D-Bar is greater than 2 to 3 dots, the au
will annunciate NAVARM. When the computed
capture point is reached the ARM annunciator will goout and the selected course will be automatically
captured and tracked.
b) lf the D-Bar is less than 2 to 3 dots, the HDG mode
will disengage upon selecting NAV mode. The NAV
annunciator will then illuminate and the capture/track
sequence will automatically begin.

Dec 31/99

s15-27

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVED

7. APPROACH (APR) COUPLING: (To enable glideslope coupling on an ILS arid more precise tracking on instrument approaches).

a. When equipped with DG:
1) BARO setting -- CHECK (if installed).
2)' OBS Knob -- SELECT desired approach course. (For a
localizer, set it to serve as a memory aid.)

3) APR Mode Selector Button -- PRESS' Note APR¡ppannunciated.

4) Heading Selector Knob -- ROTATE BUG to agree withdesired approach.
NOTE

When APR
seconds toapproachwill flash HDG for 5
the HDG bug to thein use at the time ofPt angle will then becoÄPn ¡utton

automatically established based on the position of the bug.
NOTE

All angle intercepts compatible with radar vectors may be
accom-plished by selecting ROL mode !B!QB to. pressingtne APR button. The HDG bug must still be positioned toagree with the desired approach cgu_rse to provide course
dátum to the autopilot when using a DG.

a)' lf the D-Bar is greater than 2 to 3 dots: the aulopilot
will annunciate APRIRM; when the computed capture
point is reached the ARM annunciator will..go out andihe selected course will be automatically captured
and tracked.
b)' lf the D-Bar is less than 2 to 3 dots: the HDG mode
upon selecting APR mode; the APR
will disengage
annunciatór will illuminate and the capture/track
sequence will automatically begin.

s15-28

Dec 31/99

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVEDCESSNA
MODEL 182S

b. When equipped with HSI:
1) BARO Setting (if installed) -- CHECK.

2) Course Bearing Pointer -- SET to desired course.
3) Heading Selector Knob -- SET BUG to provide
intercept angle.

4) APR Mode Selector Button -- PRESS.
a) lf the D-Bar is greater than 2 to 3 dots: thewill annunciate APRARM; when the computed
point is reached the ARM annunciator will go out
the selected course will be automaticallyand tracked.
b) lf the D-Bar is less than 2 to 3 dots: the HDG
will disengage upon selecting APR mode; theannunciator will illuminate and thesequence will automatically begin.

5) Airspeed MAINTAIN '100 KIAS minimum
coupled autopilot approaches (recommended).

8. BACK COURSE (REV) APPROACH COUPLING (i.e., reverse
localizer):a. When equipped with

DG:v1) BARO setting (if installed) -- CHECK.

I

2) OBS Knob -- SELECT the localizer course to the frontl
course inbound (as a memory aid).
3) REV Mode Selector Button -- PRESS.

I

4) Heading Selector Knob -- ROTATE BUG to the headinglcorresponding to the localizer front course inbound.

Dec 31/99

s15-29

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVEDCESSNA
MODEL 182S

NOTE

When REV is selected, the autopilot will flash HDG for 5
the HDG bug to theheading. lf headingutton selection, a 45'
intercept angle will then be automatically established basedon the position of the bug.

NOTE

All angle intercepts compatible with radar vectors may be
accomþlished by selecting ROL mode PRIOR to pressing
the REV button. The HDG bug must still be positioned toheading to
INBOUND ¡cftdin$
the localizer FRONT COURSE INBOUNP
provide course da-tLlrn to the autopilot when using a DG.

a)' lf the D-Bar is greater than 2 to 3 dots: the autopilot
will annunciate REVnnu; when the computed capture
point is reached the ARM annunciator will go out andine selected back course will be automatically
captured and tracked.

b)' lf the D-Bar is less than 2 to 3 dots: the HDG mode
upon selecting REV mode; the REV
will disengage
annunciator will illuminate and the capture/track
sequence will automatically begin.

b. When equipped with HSI:
1) BARO Setting (if installed) -- CHECK.

2) Course Bearing pointer -- SET to the ILS front course
inbound heading.

3) Heading Selector Knob - SET BUG to provide desiredintercept angle and engage HDG mode'4) REV Mode Selector Button -- PRESS.

s15-30Dec 31/99

SECTION 9 - SUPPLEMENTSCESSNA
MODEL 182S

SUPPLEMENT 15 - FAA APPROVEDa) lf the D-Bar is greater than 2 to 3 dots: the autopilot
will annunciate REVnnu; when the computed capture
point is reached the ARM annunciator will go out andthe selected back course will be automatically
captured and tracked.

b) lf the D-Bar is less than 2 to 3 dots: the HDG mode
will disengage upon selecting REV mode; the REV
annunciator will illuminate and the capture/track
sequence will automatically begin.

5) Airspeed MA¡NTAIN 100 KIAS minimum during
autopilot coupled approaches (recommended).

9. GLIDESLOPE COUPLING

a. APR Mode -- ENGAGED, Note GS¡py annunciated.
NOTE

Glideslope coupling is inhibited when operating in NAV or
REV modes. With NAV 1 selected to a valid lLS, glideslope
armed and coupling occurs automatically in the APR mode
when tracking a localizer.

b. At Glideslope centering -- note ARM annunciator goes out.
NOTE

Autopilot can capture glideslope from above or below thebeam.

c. Airspeed MAINTAIN 100 KIAS minimum during
autopilot coupled approaches (recommended).

Dec 31/99

s15-311

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 15 - FAA APPROVEDCESSNA

MODEL 182S

10. MISSED APPBOACH
a. NP DISCÆR|M INTER Switch - PRESS to disengage AP.
b. MISSED APPROACH - EXECUTE.

c. lf autopilot is desired:
1) Elevator Trim - VERIFY or SET.
2) Airspeed and Rate of Climb - STABILIZED.
NOTE

Avoid autopilot engagement into a climb condition thateither cannòt be maintãined, or is on the performance limitsof the airplane for its power and weight configuration'3) AP Button -- PRESS. Note ROL and VS annunciators
on. lf no other modes are selected the autopilot will

operate in the ROL and VS mod-es. Verify that theaircraft Vertical Speed lndicator (VSl) and the Autopilot
VS agree'NorE

lf tracking the ILS course outbound as part.9l. lhe missed
approach procedure is desired, use the NAV mode toprevent inadvertent GS couPling.

11. BEFORE LANDING
a. NP DISC/TRIM INT Switch -- PRESS to disengage AP.

SECTION 5
PERFORMANCE
There is no change to the airplane performance when the KAP
14O,2 Axis Autopilot is installed.

lr',u-.,

Dec 31/99

ATgIM Compeny

Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual

CESSNA MODEL 182S
AIRPLANES 18280687
AND ON
SUPPLEMENT 19
BENDI)UKING KLN 94
GLOBAL POSTTTONTNG SYSTEM (tFR)

Q n ^o"rofGAMA

coPYRtcHT @ 2ooo
CESSNA AIRCRAFTCOMPANY
WICHITA, KANSAS, USA
1

s2SPHUS-S19-02

6 November 2000
Revision 2 - 15 January 2001
s19-1

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED

SUPPLEMENT 19
BENDI)UKING KLN 94
GLOBAL POSITIONING SYSTEM (lFR)
The following Log of Effective Pages provides the date of issue
for original and revised pages, as well as a listing of all pages in
the Supplement. Pages which are affected by the current
revision will carry the date of that revision

Revision Level

Date of lssue

0 (Original)

November 6, 2000
December 18,2000
January 15,2001

1

2

LOG OF EFFECTIVITY PAGES
PAGE

DATE

PAGE

DATE

Title (S1e-1)

Jan 15/01
Jan 15/01

s19-10

Jan15/01

s19-11

Nov 6/00

s19-12
s19-13s19-14s19-15s19-16s19-17s19-18

Jan 15/01
Jan 15/01

s19-2
s19-3
s19-4
s19-5
s19-6
s19-7
s19-8
s19-9

s19-2

Jan 15/01
Jan 15/01
Nov 6/00
Nov 6/00
Nov 6/00
Nov 6/00

Nov 6/00
Nov 6/00
Nov 6/00
Nov 6/00
Nov 6/00
Nov 6/00

Jan 15/01

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVEDCESSNA
MODEL 182S

SUPPLEMENT 19
BENDIVKING KLN 94
GLOBAL POSTTTONTNG SYSTEM (rFR)
SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Seruice Bulletins that are applicable tothe operation of the airplane, and have been incorporated into
this supplement. This list contains only those Service Bulletinsthat are currently active.

Number

Nov 6/00

J¡ue

ffi

P"oroo,"t¡on

ffi

s19-3

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVEDCESSNA
MODEL 182S

SUPPLEMENTBENDI)UKING KLN 94
GLOBAL POSITIONING SYSTEM (lFR)
SECTION 1
GENERALThe KLN 94 GPS (Global Positioning System) is a three-dimensional precision navigation system based on 24 earth orbiting
satellites. Receiver Autonomous lntegrity Monitoring (RAIM) is afunction that every |FR-certified GPS receiver must continuously
pedorm to assure position accuracy. RAIM is available when 5 ormore of these satellites are in view, or 4 satellites are in view and abarometrically corrected altitude input from the airplane's altimeteris made. Annunciation is provided if there are not enough satellites
in view to assure position integrity.

s19-4

Jan 15/01

SECTION 9 - SUPPLEMENTSCESSNA
MODEL 182S

SUPPLEMENT 19 - FAA APPROVED

The database card is an electronic memory containing
information on airports, navaids, intersections, DP's, STAR's,
instrument approaches, special use airspace, and other items ofinterest to the pilot.
Every 28 days, Bendix/King receives new aeronautical database
informaiion froñr .,leppesen Sãnderson for each database region. I
This information is processed and downloaded onto the database cards. Bendix/King makes these database card updates available
to KLN 94 GPS users.

¡[ cnunot
THE DATABASE MUST BE UPDATED ONLY
WHILE THE AIRCRAFT IS ON THE GROUND.
THE KLN 94 DOES NOT PERFORM ANY
NAVIGATION FUNCTION WHILE THE DATABASEIS BEING UPDATED.
NOTE

A current database is required by regulation in order to
use the KLN 94 GPS system for non-precision
approaches.

Provided the KLN 94 navigation system is receiving adequate
usable signals, it has been demonstrated capable of and has beenshown to meet the accuracy specifications of: VFF/IFR en route
oceanic and remote, en route domestic, terminal, and instrument
approach (GPS, Loran-C, VOR, VOR-DME, TACAN, NDB, NDBDME, RNAV) operation within the U.S. National Airspace System,

North Atlantic Minimum Navigation Peñormance Specifications(MNPS) Airspace and latitudes bounded by T4 North and 60'

South using the WGS-84 (or NAD 83) coordinate reference datum inaccordance with the criteria of AC 20-138, AC 91-49, and AC 120-

33. Navigation data is based upon use of only the global
positioning system (GPS) operated by the United States.

Jan 15/01

s19-5

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19. FAA APPROVEDCESSNA

MODEL 182S

NOTE

Aircraft using GPS for oceanic IFR operations may use. theKLN 94 to replace one of the other approved means of longrange navigátion. R single KLN 94 GPS installation mayalsõ be usei on short océanic routes which require only one
means of long-range navigation.
NOTE
FAA approval of the KLN 94 does not necessarily constituteapprovalfor use in foreign airspace.
NOTE

The KLN 94 is qualified for BRNAV (Basic Area Navigation)
operation in the European region -in accordance with theciiteria of AC 90-96. (Reference ICAO Doc 7030 Regional
Supplementary Procedures, JAA Technical Guidance Leaflet

nUizoXz anil Eurocontrol RNAV Standard Doc 003-93

Area Navigation Equipment Operational Requirements andFunctional Requirements (RNAV)')s19-6

Nov 6/00

CESSNA
MODEL 182SSECTION 9. SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED

0585C r042

1. GPS MESSAGE (MSc) ANNUNCIATOR LIGHT -- MSG will
begin flashing whenever the message prompt (a large "M" onthe left side of the screen) on the KLN 94 GPS unit begins
flashing to alert the pilot that a message is waiting. Press the
Message (MSG) key on the GPS to display the message. lf a
message condition exists which requires a specific action by
the pilot, the message annunciator will remain on but will not
flash.

2. GPS WAYPOTNT (WpT) ANNUNCTATOR LtcHT -- GpS
WAYPOINT annunciator will begin to flash approximately 36
seconds prior to reaching a Direct-To waypoint. Also, whenturn anticipation is enabled in the KLN 94 GPS unit, theannunciator will begin to flash 20 seconds prior to thebeginning of turn anticipation, then illuminate steady at thevery beginning of turn anticipation.

Figure 1. GPS Annunciator/Switch (Sheet 1 of 3)

Nov 6/00

s19-7

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED¡[,wnnnrnc
TURN ANTICIPATION tS AUTOMATICALLYDISABLED FOR FAF WAYPOINTS AND THOSEUSED EXCLUSIVELY IN DP/STARS WHEREOVERFLIGHT IS REOUIRED. FOR WAYPOINTSSHARED BETWEEN DP/STARS AND PUBLISHEDENROUTE SEGMENTS (REOUIRING

oVERFLIGHT lN THE DP/STARS), PROPER
SELECTION ON THE PRESENTED WAYPOINT
PAGE IS NECESSARY TO PROVIDE ADEOUATEROUTE PROTECTION ON THE DP/STARS.

3. GPS APPROACH (GPS, APR) SWITCH -- Pressing the GPS
APPROACH switch manually selects or disarms the approach
ARM mode and also canceis the approach ACTV mode after
being automatically engaged by the KLN 94 GPS !y-s!e1n'-color-of the GPS APPROACH
The white back¡irounð
indaylight.
itvisiblemakes
annunciator

4. ARM ANNUNCIATOR LIGHT

ARM annunciator will

CDI scale until the airplane reaches the 30 NM point. The
approach ARM mode can also be disarmed by pressing the
GPS APPROACH switch.

5. ACTIVE (ACTV) ANNUNCIATOR LIGHT -- ACTV annunciator
will illuminate when the KLN 94 GPS system automaticallyengages the

be-eñgaged
To cãnðel
APPROAOH

only

aticJ
GPS
oach

ARM mode and illuminate the ARM annunciator.
Figure 1. GPS Annunciator/Switch (Sheet 2 of 3)

s19-8

Nov 6/00

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED

6. NAV/GPS SWITCH -- Toggles from Nav 1 to GPS and viceversa to control the type of navigation data to be displayed on
the CDI (Course Deviation lndicator). The No. 1 CDI Omni
Bearing Selector (OBS) provides analog course input to the
KLN 94 in OBS mode when the NAV/GPS switch/annunciator
is in GPS. When the NAV/GPS switch annunciation is in
NAV, GPS course selection in OBS mode is digital throughthe use of the controls and display at the KLN 94.
NOTE

Manual CDI course centering in OBS mode using thecontrol knob can be difficult, especially at long
distances. Centering the Course Deviation lndicator(CDl) needle can best be accomplished by pressing the
Direct-To button and then manually setting the No. 1
CDI course to the course value prescribed in the KLN
94 displayed message.

NOTE

The Directional lndicator heading (HDG) bug must also
be set to provide proper course datum to the autopilot if
coupled to the KLN 94 in LEG or OBS. (When theoptional HSI is installed, the HSI course pointer provides
course datum to the autopilot.)

7. NAVIGATION SOURCE (NAV) ANNUNCIATOR -- The NAV
annunciator will illuminate steady to inform the pilot that NAV
1 information is being displayed on the NAV 1 CDl.

L NAVIGATION SOURCE (GPS) ANNUNCIATOR -- The GPS

annunciator will illuminate steady to inform the pilot that GPS
information is being displayed on the NAV 1 CDl.

Figure 1. GPS Annunciator/Switch (Sheet 3 of 3)

Nov 6/00

s19-9

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVEDCESSNA
MODEL 182SSECTION 2
LIMITATIONS

2. Navigation is prohibited within 60 nautical miles of the North andSouth Poles (i.e., at greater than 89" north and south latitude)'

3. IFR Navigation is restricted as follows:a. The system must utilize ORS level 01 or later FAA approved
revision.

I

O. fne data on the Self-Test page must be verified prior to use.

c. IFR en route and terminal navigation is prohibited unless thepilot verifies the currency of the database or verifies eachselected waypoint for accuracy by reference to current
approved data.

d. lnstrument approaches must be accomplished in accordancewith approved instrument approach procedures that are
retrieved from the KLN 94 database. The KLN 94
aeronautical database must incorporate the current update
cycle.

It) ffre KLN 94 Quick Reference, P/N 006-18228-0000,
Revision 1, dated August 2000 (or later applicablerevision) must be available to the flight crew during
instrument aPProach oPerations.

2) lnstrument approaches must be conducted in the approachmode and RAIM must be available at the Final ApproachFix.

s19-10

Jan 15/0:l

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED

3) APR ACTV mode must be annunciated at the Final Approach Fix.

4) Accomplishment of lLS, LOC, LOC-BC, LDA, SDF, and
MLS approaches are not authorized.
5) When an alternate airport is required by the applicable
operating rules, it must be served by an approach based onother than GPS or Loran-C navigation.

6) The KLN 94 can only be used for approach guidance if thereference coordinate datum system for the instrument

approach is WGS-84 or NAD-83. (All approaches in the
KLN 94 database use the WGS-84 or the NAD-83 geodetic
datum).

e. For BRNAV operations in the European region:
1) With 23 (24 if the altitude input to the KLN 94 is notavailable) or more satellites projected to be operational forthe flight, the aircraft can depart without further action.

2) With 22 (23 if the altitude input to the KLN 94 is notavailable) or fewer satellites projected to be operational forthe flight, the availability of the GPS integrity (RAIM) should
be confirmed for the íntended flight (route and time). Thisshould be obtained from a prediction program run outsideof the aircraft. The prediction program must comply withthe criteria of Appendix 1 of AC90-96. ln the event of apredicted continuous loss of RAIM of more than 5 minutes
for any part of the intended flight, the flight should bedelayed, cancelled, or rerouted on a track where RAIM
requirements can be met.

f. lf a 'RAIM NOT AVAILABLE' message is displayed in the enroute or terminal phase of flight, continue to navigate using the
KLN 94 or revert to an alternate means of navigation
appropriate to the route and phase of flight. When continuing
to use the KLN 94 lor navigation, position must be verified
every 15 minutes (or as required by applicable country's
operating rules) using another IFR approved navigation
system.

Jan 15/01

s19-1 1

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVEDCESSNA
MODEL 182S

NOTE

Honeywell's Preflight, Version 2.O or later computer based
prediótion program may be used for the RAIM prediction.

Alternate methods should be submitted for approval inaccordance with Advisory Gircular AC90-96.

aircraft must have other approved navigation equipment
It q.
- The
appropriate to the route of flight installed and operational.

sEcfloN 3

EMERGENCY PROCEDURES
There are no changes to the basic airplane emergency
procedures when the KLN 94 GPS is installed.

1. lf the KLN 94 GPS information is not available or invalid, utilize
remaining operational navigation equipment as required.

2. ll a "RAIM NOT AVAILABLE" message is displayed while
conducting an instrument approach, terminate the approach.
Execute a missed approach if required.

3. lf a "RAIM NOT AVAII-ABLE" message is dispfayed in the enroute or terminal phase of flight, continue to navigate using the
KLN 94 or revert to an alternate means of navigation appropriate
to the route and phase of flight. When continuing to use the KLN
minutes (orI g+ for navigation, position must be verified every 15rules)
using
operatingcountry's
I as required by applicable
another IFR approved navigation system.

4. Refer to the KLN 94 Pilot's Guide, Appendices B and C, forappropriate pilot actions to be accomplished in response toannunciated messages.

sl9-12

Jan 15/01

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVEDSECTION 4
NORMAL PROCEDURESOPERATION

Normal operating procedures are outlined in the KLN 94 GPS
Pilot's Guide, P/N 006-18207-0000, dated September 2000 (or later
applicable revision). A KLN 94 Quick Reference, P/N 006-182280000, dated August 2000 (or later applicable revision) containing anapproach sequence, operating tips and approach related messages
is intended as well for cockpit use by the pilot familiar with KLN 94
operations when conducting instrument approaches.
AUTOPILOT COUPLED OPERATIONThe KLN 94 may be coupled to the KAP 140 autopilot by first
selecting GPS on the NAV/GPS switch. Manual selection of thedesired track on the pilot's DG heading bug is required to provide
course datum to the KAP 140 autopilot. (Frequent course datum
changes may be necessary, such as in the case of flying a DMEarc.) The autopilot approach mode (APR) should be used when
conducting a coupled GPS approach.
NOTE

NAV or APR coupled DME arc intercepts can result inexcessive overshoots (aggravated by high ground speeds
and/or intercepts from inside the arc).
APPROACH MODE SEQUENCING AND RAIM PREDICTION¡[, mnnnc
FAMILIARITY WITH THE EN ROUTE OPERATION

OF THE KLN 94 DOES NOT CONSTITUTEPROFICIENCY IN APPROACH OPERATIONS. DO

NOT ATTEMPT APPROACH OPERATIONS IN
lMc (TNSTRUMENT METEOROLOGTCAL

coNDrTtoNS) PR|OR TO

ATTA|N|NG
PROFICIENCY IN THE USE OF THE KLN 94.

Nov 6/00

s19-13

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPHOVED

CESSNA

MODEL 182SNOTE

The special use airspace alert will automatically bedisabled prior to flying an instrument approach to
reduce the potentialfor message congestion.
1. Prior to arrival, select a STAR if appropriate from the APT 7
page. Select an approach and an initial approach fix. (lAF)
irom tfre APT I page. The most efficient means of getting tothese pages ¡s ¡nit¡ãteO by pressing the PROC (PROCEDURE)
button on the KLN 94.

a. Press PROC button.
b. Select Approach, Arrival or Departure.
c. Select ttie airport from the list or enter the desired airpoft
identifier.

d. The APT 7 or APT I page will be displayed as appropriate.
NOTE

To delete or replace a DP, STAR or approach, selectFPL O page. Place the cursor over the name of theproceduie,-press ENT to change it, or GLR then ENT todelete it.

2. En route, check for RAIM availability at the destination airport
ETA on the OTH 3 page.
NOTE

RAIM must be available at the FAF in order to fly an

instrument approach. Be prepared to terminate theapproach upon loss of RAIM.

s19-14

Nov 6/00

CESSNA
MODEL 182SSECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED

3. At or within 30 nm from the airport:
a. Verify automatic annunciation of APRARM.
b. Note automatic GDI needle scaling change from +5.0 nm
1o +1.0 nm over the next 30 seconds.

c. Update the KLN 94 altimeter baro settíng as required.
d. lnternally the KLN 94 will transition from en route toterminal integrity monitoring.

4. Select NAV 4 page to fly the approach procedure.

a. lf receiving radar vectors, or need to fly a procedure turn or
holding pattern, fly in OBS until inbound to the FAF.
NOTE

OBS navigation is TO-FROM (like a VOR) without
waypoint sequencing.

b. lf receiving radar vectors, choose VECTORS as the lAF,
activate vectors when the first vector for the approach isreceived and leave the unit in LEG mode.

c. NoPT routes including DME arc's are flown in LEG. LEG
is mandatorv from the FAF to the MAP.
NOTE

NAV or APR coupled DME arc intercepts can result inexcessive overshoots (aggravated by high ground speeds
and/or intercepts from inside the arc).

¡[, wnnnrnc

FLYING FINAL OUTBOUND FROM AN OFF-AIRPORT VORTAC ON AN

OVERLAYAPPROACH; BEWARE OF THE DME DISTANCE
INCREASING ON FINAL APPROACH, AND THE
GPS DISTANCE.TO.WAYPOINT DECREASING,
AND NOT MATCHING THE NUMBERS ON THE
APPROACH PLATE.

Nov 6/00

s19-15SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVEDCESSNA
MODEL 182S

5. At or before 2 nm from the FAF inbound:a. Select the FAF as the active wavpoint, if not accomplishedalready.

b. Select LEG operation.
6. Approaching the FAF inbound (within 2 nm):a. Verify APR ACTV.
b. Note automatic CDI needle scaling change from +1'0 nm
to +0.3 nm over the 2 nm inbound to the FAF.

c. lnternally the KLN 94 will transition from terminal toapproach integrity monitoring.

7. Crossing the FAF and APR ACTV is q!annunciated:a. Do not descend.
b. Execute the missed approach.
8. Missed Approach:a.
b. Navigate to the

MAP (in APR ARM if APR ACTV is nol

available).
NOTE
There is no automatic LEG sequencing at the MAP'c. After climbing in accordance with the published missed
approach procedure, press the Direct To button, verify orchange the desired holding fix and press ENT.

s19-16

Nov 6/00

CESSNA
MODEL 182SSECTION 9. SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVED

GENERAL NOTES. The aeronautical database must be up to date for instrument
approach operation.

. Only gE approach can be in the flight plan at a time.
. Checking RAIM prediction for your approach while en route using
the AUX 3 page is recommended. A self check occurs
automatically within 2 nm of the FAF. APR ACTV is inhibitedwithout RAIM.

. Data cannot be altered, added to or deleted from the approachprocedures contained in the database. (DME arc intercepts may

be relocated along the arc through the NAV 4 or the FPL 0
pages).

. Waypoint suffixes in the flight plan:i-- tAFf -- FAF
m -- MAPh -- missed approach holding fix.
.The DME arc IAF (arc intercept waypoint) will be on your present
position radial otf the arc VOR when you load the IAF into the flightplan, or the beginning of the arc if currently on a radial beyond thearc limit. To adjust the arc intercept to be compatible with acurrent radar vector, bring up the arc IAF waypoint in the NAV 4
page scanning field or under the cursor on the FPL 0 page, press
CLR, then ENT. Fly the arc in LEG. Adjust the heading bug (ifautopilot coupled) and CDI course with reference to the desired
track value on the NAV 4 page (it will flash to remind you).
LefUright CDI needle information is relative to the arc. Displayed
distance is not along the arc but direct to the active waypoint. (TheDME arc radial is also displayed in the lower right corner of theNAV 4 page.)Nov 6/00

s19-17

SECTION 9 - SUPPLEMENTS
SUPPLEMENT 19 - FAA APPROVEDCESSNA

MODEL 182S

The DME arc IAF identifier may be unfamiliar. Example: D098G
where 098 stands for the 098' radial off the referenced VOR,
and G is the seventh letter in the alphabet indicating a 7 DME
arc.
APRARM to APR ACTV is automatic provided that:a. You are in APRRRM (normally automatic).
b. Y
c.
d.

e. Outside of the FAF,

f. lnbound to the FAË.
9. RAIM is available.
Direct-To operation between the FAF and MAP cancels APR
ACTV. Fly the missed approach in APRAR¡¡.
Flagged navigation inside the FAF may automatically bring up
the message page stating:
PRESS PROC BUTTON NOW FOR NAVIGATION

Pressing the PROC button will usually restore navigation (notguaranteed) by changing from APR ACTV to APR ARM. Fly the
missed approach.

The instrument approach using the KLN 94 may be essentiallyautomatic starting 30 nm out (with a manual baro setting update)or it may require judicious selection of the OBS and LEG modes.

SECTION 5
PERFORMANCE
There is no change to the airplane performance when this avionics

equipment is installed. However, installation of an externallymounted antenna or related external antennas, will result in a minor
reduction in cruise pedormance.

s19-18

Nov 6/00