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Cessna 177 - Flying Club of Kansas City

Contents

1. 7 14 Carburetor and Priming System 7 14 Cooling System 7 14 Propeller 7 15 Fuel System 7 15 Brake System 7 16 7 1 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION Electrical System 7 18 Master Switch 7 18 Ammeter 7 19 Over Voltage Sensor and Warning Light 7 20 Circuit Breakers and Fuses 7 20 Ground Service Plug Receptacle 7 20 Lighting Systems 7 21 Exterior Lighting 7 21 Interior Lighting 7 21 Cabin Heating Ventilating and Defrosting System 7 23 Pitot Static System and Instruments 7 24 Airspeed Indicator 7 24 Rate Of Climb Indicator
2. 4 11 Magneto Check 4 12 Alternator Check 4 12 Takeoff 4 12 Power Check 4 12 Wing Flap Settings 4 13 Crosswind Takeoff 4 13 Enroute Climb 4 13 Cruise 4 13 Leaning with a Cessna Economy Mixture Indicator EGT 4 15 Stalls 4 15 Sp nS 4 15 Landing 4 17 Short Field Landing 4 17 Crosswind Landing 4 18 Balked Landing 4 18 Cold Weather Operations 4 18 Starting 4 18 Flight Operations 4 20
3. 1 3 Oil 1 4 Maximum Certificated Weights 1 4 Standard Airplane Weights 1 5 Cabin and Entry Dimensions 1 5 Baggage Space and Entry Dimensions 1 5 Specific Loadings 1 5 Symbols Abbreviations and Terminology General Airspeed Terminology and Symbols 1 5 Meteorological Terminology 1 6 Engine Power Terminology 1 6 Airplane Performance and Flight Planning Terminology 1 6 Weight and Balance Terminology 1 7 1 1 CESSNA 1778 SECTION 1 GENERAL 8 7 MAX nr 10 NOTES 1 WING SPAN SHOWN WITH STROBE LIGHTS INSTALLED 2 MAXIMUM HEIGHT SHOWN WITH NOSE GEAR DEPRESSD AND ALL TIRES AND NOSE STRUT PROPERLY INFLATED 3 WHEEL BASE LENGTH IS 76 1 2 4PROPELLER GROUND CLEARANCE 15 8 1 8 PIVOT POINT 5 WING AREA IS 174 SQUARE FEET GIVIENTIVIUIVI TURNING RADIUS PIVOT POINT OUTBOARD WINGTIP IS 25 5 6 4 MAX Figure 1 1 Three View 1 2 CESSNA 1778 SECTION 1 GENERAL INTRODUCTION This handbook contains 9 sections and incl
4. 46 45 4 42 41 y 40 8 38 36 31 1 Static Pressure Alternate Source Valve 26 Flight Hour Recorder 2 Economy Mixture Indicator 27 Circuit Breakers 3 Clock 28 Defroster Control Knob 4 Suction gage 29 Cabin Air Heat Control Knob 5 Fuel Pressure Gage 30 Mixture Control Knob 6 Over Voltage Warning Light 31 Propeller Control Knob 7 Ammeter and Oil Pressure Gages 32 Throttle With Friction Lock 8 Cylinder head Temperature and Left Fuel 33 Rudder Trim Control Wheel Quantity Indicator 9 Flight Instrument Group 34 Ashtray 10 Right Fuel Quantity Indicator and Oil 35 Cowl Flap Control Lever Temperature Gage 11 Encoding Altimeter 36 Microphone 12 Manifold Pressure Gage 37 Courtesy Light 13 Omni Course Indicators 38 Cigar Lighter 14 Tachometer 39 Carburetor Heat Control Knob 15 Rear View Mirror 40 Fuel Shutoff Valve Control Knob 16 Marker Beacon Indicator Lights and Switches 41 Stabilator Trim Control Wheel 17 Audio Control Panel 42 Electrical Switches 18 Radios 43 Parking Brake Handle 19 Transponder 44 Instruments and Radio Dial Light Rheostats 20 Autopilot Control Unit 45 Ignition Switch 21 Secondary Altimeter 46 Auxiliary Fuel Pump Switch 22 ADF Bearing Indicator 47 Master Switch 23 Wing Flap Switch and Position Indicator 48 Phone and Auxiliary Mike Jacks 24 ADF Radio 49 Primer 25 Map Compartment Figure 7 2 Instrument Pan
5. 7 25 Altimeter 7 25 Vacuum System and Instruments 7 25 Attitude Indicator 7 25 Directional Indicator 7 25 Suction Gage 7 25 Stall Warning System 7 26 Avionics Support Equipment 7 27 Audio Control Panel 7 27 Transmitter Selector Switch 7 27 Automatic Audio Selector Switch 7 28 Audio Selector Switches 7 28 Microphone Headset 7 28 Static Dischargers 7 29 INTRODUCTION This section provides description and operation of the airplane systems Some equipment described herein is optional and may not be installed in the airplane Refer to Section 9 Supplements for details of other optional systems and equipment AIRFRAME The Cardinal is an all metal four place high wing single engine airplane equipped with tricycle landing gear and designed for gen
6. 8 11 8 1 CESSNA 1778 SECTION 8 HANDLING SERVICE AND MAINTENANCE INTRODUCTION This section contains factor recommended procedures for proper ground handling and routine care and servicing of your Cessna also identifies certain inspection and maintenance requirements which must be followed if your airplane is to retain that new plane performance and dependability It is wise to follow a planned schedule of lubrication and preventive maintenance based on climatic and flying conditions encountered in your locality Keep in touch with your Cessna dealer and take advantage of his knowledge and experience He knows your airplane and how to maintain it He will remind you when lubrications and oil changes are necessary and about other seasonal and periodic services IDENTIFICATION PLATE All correspondence regarding your airplane should include the SERIAL NUMBER The Serial Number Model Number Production Certificate Number PC and type Certificate TC can be found on the Identification Plate located on the upper part of the left forward doorpost Located on the lower forward edge of the left cabin door is a Finish and Trim Plate which contains a code describing the interior color scheme and exterior paint combination of the airplane The code may be used in conjunction with an applicable Parts Catalog if finish and trim information is needed OWNER FOLLOW UP SYSTEM Your Cessna Dealer has an Owner
7. 5 125 9 4 Cessna 200 A Autopilot Type AF 395A 9 4 NOTE MARKED OUT EQUIPMENT IS NOT INSTALLED ON N10PF INTRODUCTION This section consists of a series of supplements each covering a single optional system which may be installed in the airplane Each supplement contains a brief description and when applicable operating limitations emergency and normal procedures and performance Other routinely installed items of optional equipment whose function and operation do not require detailed instructions are discussed in Section 7 9 1 CESSNA 1778 SECTION 9 SUPPLEMENTS OPTIONAL SYSTEMS DESCRIPTIONS amp OPERATING PROCEDURES SUPPLEMENT EMERGENCY LOCATOR TRANSMITTER ELT SECTION 1 GENERAL The ELT consists of a self contained dual frequency radio transmitter and battery power supply and is activated by an impact of 5 G or more as may be experienced in a crash landing The ELT emits an omni directional signal on the international distress frequencies of 121 4 and 243 0 MHz Some ELT units in export aircraft transmit only on 121 5 MHz General aviation and commercial aircraft the FAA and CAO monitor 121 5 MHz and 243 0 MHz is monitored by the military Following a crash landing the ELT will provide line of sight transmission up to 100 miles at 10 000 feet The duration of ELT transmissions is affected by ambient temperature At tempe
8. Takeoff ae s 0 10 20 30 40 Weight ft Total Total Total Total Total Ibs Lift At Ground to Ground to Ground to Ground to Ground to Roll Clear Roll Clear Roll Clear Roll Clear Roll Clear off 50 50 50 50 50 50 OBS OBS OBS OBS OBS 2300 50 55 S L 555 1050 595 1120 640 1195 685 1720 730 1355 1000 605 1145 650 1220 700 1300 745 1385 800 1480 2000 665 1250 710 1335 765 1425 815 1520 875 1620 3000 725 1365 780 1460 835 1560 895 1670 955 1785 4000 795 1500 855 1605 915 1720 980 1840 1050 1970 5000 870 1650 935 1770 1005 1900 1075 2035 1155 2185 6000 955 1825 1030 1960 1105 2105 1185 2265 1270 2435 7000 1055 2025 1135 2180 1220 2350 1305 2530 1400 2730 8000 1160 2260 1250 2440 1345 2635 1445 2850 1550 3090 2100 48 53 S L 450 865 485 920 520 980 555 1040 590 1105 1000 495 940 530 1000 565 1065 605 1130 645 1205 2000 535 1020 575 1090 615 1160 660 1235 705 1315 3000 585 1115 630 1190 675 1265 720 1350 770 1440 4000 640 1215 690 1300 740 1390 790 1480 845 1580 5000 705 1335 755 1425 810 1525 865 1630 930 1740 6000 770 1465 830 1570 890 1680 955 1800 1020 1925 7000 850 1620 910 1735
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11. 1 SE a TERNE 8 baggage or aux seat or cargo 2 or hatshelf HE A 120 Ibs max BRR HHH LZ L FEET SE SSR Esse EIE LUE E E 6 LEE gg qua 1344 10 20 30 40 50 60 70 load moment 1000 pound inches 350 250 150 I CASES ET y _ a 1 Line representing adjustable seats shows the pilot and front passenger center of gravity on adjustable seats positioned for an average occupant Refer to the Loading Arrangement Diagram for forward and aft limits of occupant c g range 2 Hatshelf maximum load 25 pounds Figure 6 6 Loading Graph 6 9 CESSNA 1778 LOADED AIRCRAFT WEIGHT POUNDS AIRCRAFT WEIGHT POUNDS 2700 LLLLLLLLLLLLLLLLLLLLLLLLLLLLLLLTLJ SECTION 6 WEIGHT AND BALANCE EQUIPMENT LIST ee ee ct Eee ge 8 18 200 E 1300 d ser EE De E SEES eee F
12. DITCHING 1 Radio TRANSMIT MAYDAY on 121 5 MHz giving location intentions Heavy Objects in baggage area SECURE OR JETTISON Flaps 30 Approach High Winds Heavy Seas INTO THE WIND Light Winds Heavy swells PARALLEL TO SWELLS Power ESTABLISH 300 FT MIN DESCENT AT 60 KIAS Cabin Doors UNLATCH Touchdown LEVEL ATTITUDE AT 300 FT MIN DESCENT Face CUSHION at touchdown with folded coat Airplane EVACUATE through cabin doors If necessary open vent window to flood cabin to equalize pressure so doors can be opened 10 Life Vests and Raft INFLATE FIRES DURING START ON GROUND 1 Cranking CONTINUE to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine If engine starts 2 3 Power 1800 for a few minutes Engine SHUDOWN and inspect for damage If engine fails to start 4 5 6 Cranking CONTINUE Fire Extinguisher OBTAIN have ground attendants obtain if not installed Engine SECURE 3 4 CESSNA 1778 SECTION 3 EMERGENCY PROCEDURES a Master Switch OFF b Ignition Switch OFF C Fuel Shutoff Valve OFF pull sharply to break safety wire 7 Fire EXTINGUISH using fire extinguisher wool blanket or dirt 8 Fire damage INSPECT repair damage or replace components or wiring before conducting another
13. Figure 6 2 Sample Weight and Balance Record WEIGHT AND BALANCE The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations To figure weight and balance use the Sample Problem Loading Graph and Center of Gravity Moment Envelope as follows Take the basic empty weight and moment from appropriated weight and balance records carried in your airplane and enter them in the column title YOUR AIRPLANE on the Sample Loading Problem NOTE In addition to the basic empty weight and moment noted on these 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 this value used as the moment 1000 on the loading problem Use the Loading Graph to determine the moment 1000 for each additional item to be carried then list these on the loading problem NOTE Loading Graph information for the pilot passengers baggage cargo and hatshelf is based on seats positioned for average occupants and baggage cargo or hatshelf items loaded in the center of these 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 indicated their forward and aft c g range limitation seat travel and baggage cargo or hatshelf area limitation Additional moment calculatio
14. 1 STRAINER ENGINE DRAIN KNOB AUXILIARY FUEL PUMP AUXILIARY fey PRESSURE FUEL PUMP ENGINE DRIVEN WVS Shoe SWITCH FUEL PUMP poo MIXTURE gt CONTROL TO ENGINE CYLINDERS CODE to ensure maximum fuel capacity when refueling place the fuel selector valve in either left or right position to prevent FUEL SUPPLY vent MECHANICAL LINKAGE cross feeding BE ELECTRICAL CONNECTION Figure 7 6 Fuel System Standard and Long Range NOTE With low fuel 1 16 tank or les a prolonged powered steep descent 1000 feet or more should be avoided with more than 10 flaps to prevent the possibility of fuel starvation resulting from uncovering the fuel tank outlets If starvation should occur leveling the nose and turning on the auxiliary fuel pump should restore engine power within 30 seconds The fuel system is equipped with drain valves to provide a means for the examination of fuel in the system for contamination and grade The system should be examined before the first flight of the day and after each refueling by using the sampler cup provided to drain fuel from the wing tank sumps and by utilizing the fuel strainer drain under an 7 17 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION access panel on the right side of the engine cowling additional drain valve 15 provided in the reservoir tank and should be used to check the fuel if water is detected The fuel tanks
15. ZIFF Fe a SR USA je w nar Figure 7 7 Normally both sides of the master switch should by used simultaneously however the BAT side of the switch could be turned ON separately to check equipment when on the ground The ALT side of the switch when placed in the OFF position removes the alternator from the electrical system With this switch in the OFF position the entire electrical load is place on the battery Continued operation with the alternator switch in the OFF position will reduce power low enough to open the battery contactor remove power from the alternator field and prevent alternator restart AMMETER The ammeter indicates the flow of current in amperes from the alternator to the battery or from the battery to the airplane electrical system When the engine is operating and the master switch is turned on the ammeter indicates the charging rate applied to the 7 19 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION battery In the event the alternator is not functioning or the electrical load exceeds the output of the alternator the ammeter indicates the battery discharge rate OVER VOLTAGE SENSOR AND WARNING LIGHT The airplane is equipped with an automatic over voltage protection system consisting of an over voltage sensor behind the instrument panel and a red warning light labeled HIGH VOLTAGE near the ammeter In the event an over voltage occurs the over
16. 8 8 CESSNA 1778 SECTION 8 HANDLING SERVICE AND MAINTENANCE 100 LL Grade Aviation Fuel Blue 100 Formerly 100 130 Grade Aviation Fuel Green CAPACITY OF EACH STANDARD TANK 25 Gallons CAPACITY OF EACH LONG RANGE TANK 30 5 Gallons REDUCED CAPACITY STANDARD AND LONG RANGE INDICATED BY SMALL HOLES INSIDE FILLER NECK 22 Gallons NOTE AIRCRAFT N110PF IS EQUIPPED WITH STANDARD TANKS NOTE To ensure desired fuel capacity when refueling place the fuel selector valve in either LEFT or RIGHT position to prevent cross feeding LANDING GEAR NOSE WHEEL TIRE PRESSURE 35 psi on 5 00 5 4 Ply Rated Tire MAIN WHEEL TIRE PRESSURE 30 psi on 6 00 6 6 Ply Rated Tire NOSE GEAR SHOCK STRUT Keep filled with MIL H 5506 hydraulic fluid and inflated with air to 40 psi CLEANING AND CARE WINDSHIELD WINDOWS The plastic windshield and windows should by cleaned with an aircraft windshield cleaner Apply the cleaner sparingly with soft cloths and rub with moderate pressure until all dirt oil scum and bug stains are removed Allow the cleaner to dry then wipe it off with soft flannel cloths If a windshield cleaner is not available the plastic an be cleaned with soft cloths moistened with Stoddard solvent to remove oil and grease NOTE Never use gasoline benzene alcohol acetone carbon tetrachloride fire extinguisher or anti ice fluid laquer thinner or glass cleaner to clean the plastic These mater
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18. SUELE fr SPSL T L wanes ee I ND aim OOS TER AL A SLE GAAN ADERE NIB E M L KRATER U 0 FT TREAT ATES Figure 7 8 Cabin Heat Ventilating and System Front cabin heat and ventilating air from the main head and ventilating system is supplied by outlet holes spaced across a cabin manifold located just forward of and above the pilot s and copilot s feet Rear cabin head and air is supplied by two ducts from the manifold one extending down each side of the cabin of an outlet at the front door post at floor level 7 23 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION Windshield defrost air is supplied from the same manifold which provides cabin air therefore the temperature of the defrosting air is the same as cabin air A push pull control knob labeled DEFROSTER regulates the volume of air to the windshield Pull the knob out as needed for defrosting Additional cabin ventilation can be obtained from two separately adjustable ventilators above the pilot and front passenger Two additional ventilators may be installed in the rear cabin ceiling While on the ground or at speed up to 195 knots ventilation airflow can be increased through an openable vent window in each cabin door PITOT STATIC SYSTEM AND INSTRUMENTS The pitot static system supplies ram air pressure to the a
19. 4 000 2 000 e 75 96 6596 55 aa power power power omer 91 knots 20 knots 112 knots 103 knots S L K aN a 600 650 700 750 800 850 Figure 5 8 Range Performance sheet 2 of 2 5 21 SECTION 5 PERFORMANCE 45 MINUTES RESERVE 49 GALONS USABLE FUEL ENDURANCE PROFILE This chart allows for the fuel used for engine start taxi takeoff and climb and the distance during a normal climb as shown in figure 5 6 2 Reserve fuel is based on 45 minutes at 4596 BHP and is 4 7 gallons 1 Recommended Lean Mixture for Cruise CESSNA 177B Conditions 2500 Pounds Standard Temperature Zero Wind NOTE BERR eee ECC eee 45 POWER Lux LT dh EE EEE EF HEF EF PT TT ET 00 1 1 111 101 11 1 LEE 65 POWER 75 POWER 12 000 10 000 8 000 6 000 4 000 2 000 S L ALTITUDE FEET ENDURANCE HOURS Figure 5 9 Endurance Profile Sheet 1 of 2 5 22 CESSNA 1778 SECTION 5 PERFORMANCE ENDURANCE PROFILE 45 MINUTES RESERVE 60 GALONS USABLE FUEL Conditions 2500 Pounds Recommended Lean Mixture for Cruise Standard Temperature Zero Wind NOTE 1 This chart allows for the fuel used for engine start
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21. MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of magneto problems Switching from BOTH to L or ignition switch position will identify which magneto is malfunctioning Select different power settings and enrichen the mixture to determine if continued operation on BOTH magnetos is practicable If not switch to the good magneto and proceed to the nearest airport for repairs LOW OIL PRESSURE If low oil pressure is accompanied by normal oil temperature there is a possibility that the oil pressure gage or relief valve is malfunctioning or a leak has developed in the oil line from the engine to the oil pressure gage transducer on the firewall leak in this line is not necessarily cause for an immediate precautionary landing because an orifice in the line will prevent a sudden loss of oil from the engine sump Low electrical system voltage will also cause low oil pressure gage readings This can be verified by checking the condition of the 3 11 CESSNA 1778 SECTION 3 EMERGENCY PROCEDURES electrical system and the indications of the other gages in the engine instrument cluster As electrical system voltage to the instrument cluster drops all gage readings will drop proportionally In the event of a suspected mechanical or electrical malfunction land as soon as practical to properly identify and correct the problem If a total loss of oil pressure is accompanied by a rise in oil temperature there is goo
22. NOTE Additional details concerning cold weather starting and operation may be found under COLD WEATHER OPERATIONS paragraphs in this section TAXIING When taxiing it is important that speed and use of brakes be held to a minimum and that all control be utilized see Taxiing Diagram Figure 4 2 to maintain directional control and balance The carburetor heat control knob should be pushed full in during all ground operations unless absolutely necessary for smooth engine operation When the knob is pulled out to the heat position air entering the engine is not filtered 4 10 CESSNA 1778 USE UP AILERON ON LH WING AND NEUTRAL ELEVATOR SECTION 4 NORMAL PROCEDURES SE UP AILERON N RH WING AND EUTRAL ELEVATOR USE DOWN AILERON ON LH WING AND DOWN ELEVATOR Suh SE DOWN AILERON N RH WING AND DOWN ELEVATOR CODE WIND DIRECTION b NOTE Strong quartering tail winds require caution Avoid sudden bursts of the throttle and sharp braking when the airplane is in this attitude Use the steerable nose wheel and rudder to maintain direction Figure 4 2 Taxiing Diagram Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips BEFORE TAKEOFF WARM UP Since the engine is closely cowled for efficient in flight engine cooling precautions should be taken to
23. 1 Vent windows CLOSED 2 Alternate Static Source Valve PULL ON 3 Airspeed Consult appropriate table in Section 5 LANDING WITH A FLAT MAIN TIRE 1 Wing Flaps AS DESIRED 0 to 10 below 115 KIAS 10 30 below 90 KIAS 2 Make normal approach 3 6 CESSNA 1778 SECTION 3 EMERGENCY PROCEDURES 3 Touchdown GOOD TIRE FIRST hold airplane off flat tire as long as possible with aileron control ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS OVER VOLTAGE LIGHT ILLUMINATES 1 Master Switch OFF both sides 2 Master Switch ON 3 Over Voltage Light OFF If over voltage light illuminates again 4 Flight TERMINATE as soon as practical AMMETER SHOWS DISCHARGE 5 Alternator OFF 6 Nonessential Electrical Equipment OFF 7 Flight TERMINATE as soon as practical AMPLIFIED PROCEDURES ENGINE FAILURES If an engine failure occurs during the takeoff run the most important thing to do is stop the airplane on the remaining runway Those extra items on the checklist will provide added safety during a failure of this type Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff In most cases the landing should be planned straight ahead with only small changes in direction to avoid obstructions Altitude and airspeed are seldom sufficient to execute a 180 gliding turn necessary to return to the runway The checklist
24. ET 1 3 Ae ELE ELT T4 ttt tT LLL LLL LLL 1 EE eet ae ES 4 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 LOADED AIRCRAFT MOMENT 1000 POUND INCHES Figure 6 7 Center of Gravity Moment Envelope CENTER OF GRAVITY pa HHE korma HEHE OT catecory tt ronm v mu EN p T ET 7111 EE dE 3 101 102 103 104 105 106 107 108 109 110 111 112 113 114 115 116 AIRCRAFT C G LOCATION INCHES OF DATUM STATION 0 0 Figure 6 8 Center of Gravity Limits 6 10 CESSNA 1778 SECTION 6 WEIGHT AND BALANCE EQUIPMENT LIST EQUIPMENT LIST The following equipment list is a comprehensive list of all Cessna equipment available for this airplane A separate equipment list of items installed in your specific airplane is provided in your aircraft file The following list and the specific list for your airplane have a similar order of listing This equipment list provides the following information An item number gives the identification number for the item Each number is prefixed with a letter which identifies the descriptive grouping example A Powerplant amp A
25. Electrical Equipment Autopilot OFF Mixture IDLE CUT OFF pull full out Ignition Switch OFF Master Switch OFF Control Lock INSTALL Fuel Selector RIGHT dx o TO AMPLIFIED PROCEDURES STARTING ENGINE Ordinarily the engine starts easily with one or two strokes of the primer in warm temperatures to six strokes in cold weather with the throttle open approximately Ve inch In extremely cold temperatures it may be necessary to continue priming while cranking No priming is required when the weather is warm Weak intermittent firing followed by puffs of black smoke from the exhaust stack indicates over priming or flooding Excess fuel can be cleared from the combustion chambers by the following procedure Set the mixture control full lean and the throttle full open then crank the engine through several revolutions with the starter Repeat the starting procedure without any additional priming If the engine is under primed most likely in cold weather with a cold engine it will not fire at all and additional priming will be necessary As soon as the cylinders begin to fire open the throttle slightly to keep it running 4 9 CESSNA 1778 SECTION 4 NORMAL PROCEDURES After starting if the oil pressure does not begin to show pressure within 30 seconds in the summertime and about twice that long in very cold weather stop the engine and investigate Lack of oil pressure can cause serious engine damage
26. Flaps Up 3 8 g 1 52g Flaps Down 3 5 0 The design load factors are 150 of the above and in all cases the structure meets or exceeds design loads UTILITY CATEGORY Flight Load Factors Gross Weight 2200 165 Flaps Up 440 1 70 Flaps Down 3 5 0 The design load factors are 150 of the above and in all cases the structure meets or exceeds design loads KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and or IFR operations FAR Part 91 establishes the minimum required instrumentation and equipment 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 2 5 CESSNA 1778 SECTION 2 LIMITATIONS FUEL LIMITATIONS 2 Standard Tanks 25 gallons each Total Fuel 50 US gallons Total Capacity each tank 25 gallons Usable Fuel all flight conditions 49 US Unusable Fuel 1 0 US gallons 2 Long Range Tanks 30 5 gallons each Fota Fuet 6 US gallons Usable Fuel all fight conditions 49 US JURusable Fuel 0 US gallons NOTE AIRCRAFT N110PF IS EQUIPPED WITH STANDARD TANKS NOTE
27. To ensure maximum fuel capacity when refueling place the fuel selector valve in either LEFT or RIGHT position to prevent cross feeding NOTE Take off and land with the fuel selector valve in the BOTH ON position Approved Fuel Grades and Colors 100 LL Grade Aviation Fuel Blue 100 Formerly 100 130 Grade Aviation Fuel Green 2 6 CESSNA 1778 SECTION 2 LIMITATIONS PLACARDS The following information is displayed in the form of composite or individual placards 1 In full view of the pilot The DAY NIGHT VFR IFR entry shown on the example below will vary as the airplane is equipped This airplane must be operated in compliance with the operating limitations as stated in the form of placards markings and manuals MAXIMUMS Normal Category Utility Category MANEUVERING SPEED IAS 102 knots 102 knots GROSS WEIGHT 2500 lbs 2200 165 FLIGHT LOAD FACTOR Flaps Up 3 8 1 52 4 4 1 78 Flaps Down 49 5 3 5 Normal Category No acrobatic maneuvers including spins approved Utility Category Baggage compartment and rear seat must not be occupied EXCEPT THOSE LISTED BELOW Maneuver Entry Speed Maneuver Rec m Entry Speed Chandelles 100 knots Spins S
28. X pe 1 4 4 Len Ze zu zulzzuguo z uee Rattle I Z oc d LO uie X Os D T X 5 zw e 2u n wv cuc eoo uo ICIATIS a zw cr 4 gt w we e s 5 i d a Q A O uw mm e gt 14 ES ta e i 72 2 ou 5 O m x z Q gt 9 PEO OLIN erg uo Mm mg eeu am Cu NE de ruri t t9 v97722222t9 9 A m m emen mem m 1551 BAR 19005545 04 0201 STALLATION COMPONENTS HAND 5995 EFT VHF MNI L INSTL IN WS L 0 NE M 3910151 4 AS H22 A SECONO UNIT R RT 308C IN 5145 160 CH TE 24902 2 j Zyje gt uas aur Wir mw 2 NAV COM INSTALLATION COMPONENTS ARE AS Set ous 6 15 6 WEIGHT AND BALANCE EQUIPMENT LIST CESSNA 177B WT Los mes REF DRAWING e un Q gt 3910150 6 SECOND UNIT W N R e ae o w ON OU NIN ORs 9 9 9 9 v 9 9 9 9 9 rur rf
29. as possible and remove it with a vacuum cleaner If your airplane is equipped with leather seating cleaning of the seats is accomplished using a soft cloth or sponge dipped in mild soap suds The soap suds used sparingly will remove traces of dirt and grease The soap should be removed with a clean damp cloth The plastic trim headliner instrument panel and control knobs need only be wiped off with a damp cloth Oil and grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard solvent Volatile solvents such as mentioned in paragraphs on care of the windshield must never be used since they soften and craze the plastic CESSNA 1778 SECTION 9 SUPPLEMENTS OPTIONAL SYSTEMS DESCRIPTIONS amp OPERATING PROCEDURES SECTION 9 SUPPLEMENTS OPTIONAL SYSTEMS DESCRIPTION amp OPERATING PROCEDURES TABLE OF CONTENTS Introduction 9 1 Supplements 9 2 Emergency Locater Transmitter ELT 9 4 Cessna 300 Type RT 328 T aad Cessna 300 Transponder Type RT 359A and Optional Cessna 300 Transponder Type RT 359A and Optional Cessna 400 Transponder Type RT 459A and Optional Cessna 400 Transponder Type RT 459A and Optional Cessna 400 Me ADIN nennen n nnnnn 9 4 55
30. functioning properly If no emergency tone is audible gain access to the ELT and place the function selector switch in the ON position PRIOR TO SIGHTING RESCUE AIRCRAFT Conserve airplane battery Do not activate radio transceiver AFTER SIGHTING RESCUE AIRCRAFT Place ELT function selector switch in the OFF position preventing radio interference Attempt contact with rescuer with the radio transceiver set to a frequency of 121 5 MHz no contact is established return the function selector switch to ON immediately FOLLOWIING RESCUE Place ELT function selector switch in the OFF position terminating emergency transmissions SECTION 4 NORMAL PROCEDURES As long as the function selector switch remains in the ARM position the ELT automatically activates following an impact of 5g or more over a short period of time Following a lighting strike or an exceptionally hard landing the ELT may activate although no emergency exists To check your ELT for inadvertent activation select 121 5 MHz on your radio transceiver and listen for an emergency tone transmission the ELT can be heard transmitting place the function selector in the OFF position and the tone should cease Immediately place the function selector switch in the ARM position to re set the ELT for normal operation SECTION 5 PERFORMANCE There is no change to the airplane performance data when this equipment is installed 9 3 CESSNA 1778 SECTION 9 SUPPLE
31. taxi takeoff and climb and the distance during a normal climb as shown in figure 5 6 2 Reserve fuel is based on 45 minutes at 4596 BHP and is 4 7 gallons NOTE AIRCRAFT N110PF IS EQUIPPED WITH STANDARD TANKS i 12 000 TER AE 8 000 EO ll ELE ALTITUDE tH FEET ECE CHEE Pe TEE FEH OCC HHHH H 4 000 EEEE CHATENET E EE 65 ze EB EE EE 4 5 6 7 9 ENDURANCE HOURS Figure 5 9 Endurance Profile Sheet2 of 2 5 23 CESSNA 1778 SECTION 5 PERFORMANCE LANDING DISTANCE SHORT FIELD Conditions Flaps 30 Power Off Maximum braking Paved Level Dry Runway Zero wind Notes 1 Short field technique as specified in Section 4 2 Decrease distances 1096 for each 9 knots of headwind For operation with tailwinds up to 10 knots increase distance 1096 for each 2 knots 3 For operation on a dry grass runway increase distances by 4096 of the ground roll figure SPEED 096 10 20 30 C 40 C ft Total Total Total Total Total Weight KIAS Ground to Ground to Ground to Ground to Ground to Ibs Roll Clear Roll Clear Roll Clear Roll Clear Roll Clear 50 50 50 50 50 OBS OBS OBS OBS OBS 2500 61 S L 570 1175 590 1205 610
32. 0 59 112 7 8 57 112 7 5 2200 22 72 123 9 6 69 123 9 2 67 123 8 6 21 68 120 8 9 65 119 8 6 63 119 8 3 20 63 115 8 4 61 115 8 1 59 115 7 8 19 59 111 7 8 57 110 7 6 55 109 7 3 2100 22 69 121 9 2 67 121 8 8 64 120 8 5 21 65 117 8 6 63 117 8 3 60 116 8 0 19 57 108 7 5 55 108 7 3 53 106 7 1 18 52 103 7 1 51 102 6 8 49 100 6 7 17 48 98 6 6 47 96 6 5 45 93 6 3 Figure 5 7 Cruise performance sheet 4 of 6 5 17 CESSNA 1778 Conditions 2500 pounds SECTION 5 PERFORMANCE CRUISE PERFORMANCE Pressure altitude 10 000 feet Recommended Lean Mixture Cowl Flaps Closed NOTE For best fuel economy at 75 power or less operate at the leanest mixture that results in smooth engine operation or at peak EGT if an EGT indicator is installed 20 BELOW STANDARD TEMP 20 ABOVE STANDARD TEMP STANDARD TEMP 13 276 KTAS KTAS KTAS 2700 20 5 77 130 10 4 75 130 10 0 72 130 9 6 20 75 128 10 0 72 180 9 6 70 128 9 3 19 70 124 9 3 68 123 8 9 65 123 8 6 18 65 119 8 6 63 118 8 3 61 118 8 0 2600 20 5 75 128 10 1 73 128 9 7 70 128 9 3 20 73 126 9 7 70 126 9 3 68 126 9 0 19 68 122 9 0 66 121 8 7 63 121 8 4 18 63 117 8 4 61 116 8 1 59 116 7 8 2500 20 5 74 127 9 8 71 127 9 4 68 126 9 1 20 71 125 9 5 69 124
33. 1235 630 1265 650 1295 1000 590 1205 610 1235 635 1270 655 1300 675 1330 2000 610 1235 635 1270 655 1300 680 1335 700 1370 3000 635 1270 660 1305 680 1340 705 11375 730 1410 4000 660 1310 685 1345 705 1375 730 1410 755 1450 5000 685 1345 710 1380 735 1420 760 1455 785 1490 6000 710 1380 735 1420 760 1455 790 1500 815 1535 7000 735 1420 765 1460 790 1500 820 1540 845 1580 8000 765 1465 795 1505 820 1545 850 1585 880 1630 Figure 5 10 Landing Distance 5 24 CESSNA 1778 SECTION 6 WEIGHT AND BALANCE EQUIPMENT LIST SECTION 6 WEIGHT AND BALANCE EQIPMENT LIST TABLE OF CONTENTS Introduction 6 1 Airplane weighing procedure 6 1 Weight and Balance 6 3 Baggage Cargo and Tie Down 6 4 Equipment List 6 10 INTRODUCTION This section describes the procedure for establishing the basic empty weight and moment of the airplane Sample forms are provided for reference Procedures for calculating the weight and moment for various operations are al
34. 3 4 Ditching 3 3 Fires 3 4 During Start on 3 4 Engine Fire in Flight 3 5 Electrical Fire in Flight 3 5 Cabin Fire 3 5 Wing Fire 3 5 3 6 Inadvertent Icing Encounter 3 6 Static Source Blockage Erroneous Instrument Reading Suspected 3 6 Landing with a Flat Main Tire 3 6 Electrical Power Supply System Malfunctions 3 7 Over Voltage Light 3 7 Ammeter Shows Discharge 3 7 AMPLIFIED PROCEDURES Engine Failures 3 7 Forced Landings 3 7 Fires 3 8 Emergency Operations in Clouds Vacuum System Failure
35. 3 8 Executing a 180 Turn in Clouds 3 8 Emergency Descent Through Clouds 3 9 3 1 CESSNA 1778 SECTION 3 EMERGENCY PROCEDURES Recovery From a Spiral Dive 3 9 Flight In Icing Conditions 3 10 Static Source 3 10 5 1 3 10 Rough Engine Operation Or Loss Of Power 3 11 Carburetor Icing 3 11 Spark Plug 3 11 Magneto Malfunction 3 11 Low Oil Pressure 3 11 Electrical Power Supply Malfunctions 3 12 Excessive Rate of Charge 3 12 Insufficient Rate of Charge 3 13 INTRODUCTION Section 3 provides checklist and amplified procedures for coping with emergencies that may occur Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgment when unexpected weather is encountered How
36. 522 Nautical Miles This indicates that the trip can be made without a fuel stop using approximately 65 power 5 3 CESSNA 1778 SECTION 5 PERFORMANCE The cruise performance chart for 6000 feet pressure altitude is entered using 20 C above standard temperature These values most nearly correspond to the planned altitude and expected temperature conditions The power setting chosen 15 2400 RPM and 21 inches of manifold pressure which results in the following Power 65 True Airspeed 120 knots Cruise fuel flow 8 6 GPH The power computer may be used to determine the power and fuel consumption more accurately during the flight FUEL REQUIRED The total fuel requirement for the flight may be estimated using the performance information The total fuel requirement for the flight may be estimated using the performance information in figures 5 6 and 5 7 For this sample problem figure 5 6 shows that a normal climb from 2000 feet to 6000 feet requires 1 6 gallons of fuel The corresponding distance during the climb is 12 nautical miles These values are for a standard temperature and are sufficiently accurate for most flight planning purposes However a further correction for the effect of temperature may be made as noted on the climb chart The approximate effect of a non standard temperature is to increase the time fuel and distance by 1096 for each 10 C above standard temperature due to the lower rate of climb In this case assuming a te
37. 79 KIAS at sea level to 70 KIAS at 10 000 feet If an obstacle dictates the use of a steep climb angle an obstacle clearance speed of 65 KIAS should be used with flaps up and full throttle at all altitudes CRUISE Normal cruising is performed between 55 and 7596 power The corresponding power settings and fuel consumption for various altitudes can be determined by using your Cessna Power Computer or the data in Section 5 NOTE Cruising should be done at 6596 to 7596 power until a total of 50 hours has accumulated or oil consumption has stabilized This is to 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 Table figure 4 3 illustrates the true airspeed and nautical miles per gallon during cruise for various altitudes and percent power CESSNA 1778 SECTION 4 NORMAL PROCEDURES This table should be used as a guide along with the available winds aloft information to determine the most favorable altitude and power setting for a given trip The selection of cruise altitude on the basis of the most favorable wind conditions and the use of low power settings are significant factors shat should be considered on every trip to reduce fuel consumption 75 POWER 65 POWER 55 POWER ALTITUDE KTAS NMPG KTAS NMPG KTAS NMPG Sea Level 120 11 9 112 13 0 103 14 1 5
38. 8 10 12 14 16 18 20 GROUND DISTANCE NAUTICAL MILES Figure 3 1 Maximum Glide FIRES Although engine fires are extremely rare in flight the steps of the appropriate checklist should be followed if one is encountered After completion of this procedure execute a forced landing Do not attempt to restart the engine The initial indication of an electrical fire is usually the odor of burning insulation The checklist for this problem should result in the elimination of the fire EMERGENCY OPERATION IN CLOUDS Vacuum System Failure In the event of a vacuum system failure during flight in marginal weather the directional indicator and attitude indicator will be disabled and the pilot will have to rely on the turn coordinator or the turn and bank indicator if he inadvertently flies into clouds The following instructions assume that only the electrically powered turn coordinator or the turn and bank indicator is operative and that the pilot is not completely proficient in instrument flying EXECUTING A 180 TURN IN COUDS Upon inadvertently entering the clouds an immediate plan should be made to turn back as follows 3 8 CESSNA 1778 SECTION 3 EMERGENCY PROCEDURES 1 Note the time of the minute hand and observe the position of the sweep second hand on the clock 2 When the sweep second hand indicates the nearest half minute initiate a standard rate left turn holding the turn coordinator symbolic airplane wing opposite the lo
39. 9 1 66 124 8 7 19 66 120 8 8 64 120 8 4 62 119 8 2 18 62 115 8 1 59 115 7 9 57 114 7 6 2400 20 5 72 125 9 5 69 125 9 1 67 124 8 8 20 69 123 9 2 67 123 8 8 64 122 8 5 19 65 118 8 5 62 118 8 2 60 117 8 0 18 60 114 7 9 58 113 7 1 56 112 7 4 2300 20 5 70 123 9 2 67 123 8 8 65 122 8 5 20 67 121 8 9 65 121 8 6 63 120 8 3 19 63 116 8 3 60 116 8 0 58 115 7 1 18 58 112 7 1 56 111 7 5 54 109 1 2 2200 20 5 68 121 8 9 65 121 8 6 63 120 8 3 20 65 119 8 6 63 119 8 3 61 118 8 0 19 61 115 8 1 59 114 7 8 57 113 7 5 18 57 110 7 5 55 109 7 3 53 107 7 1 2100 20 5 65 119 8 6 63 118 8 3 60 118 8 0 20 63 116 8 3 61 116 8 0 58 115 1 1 19 59 112 7 8 56 111 7 5 55 110 7 3 18 54 107 7 3 52 106 7 0 51 104 6 8 17 50 101 6 8 48 99 6 6 47 97 6 5 16 46 94 6 4 44 91 6 2 43 88 6 1 Figure 5 7 Cruise performance sheet 5 of 6 5 18 CESSNA 1778 SECTION 5 PERFORMANCE CRUISE PERFORMANCE Pressure altitude 12 000 feet Conditions NOTE 2500 pounds 2 For best fuel economy at 75 power or less operate the Recommended Lean Mixture leanest mixture that results in smooth engine operation or Cowl Flaps Closed at peak EGT if an EGT indicator is installed 20 C BELOW STANDARD TEMP 20 C ABOVE STANDARD TEMP 7 C STANDARD TEMP 13 C 27 C RPM MP KTAS GPH KTAS GPH KTAS GPH BHP BHP BHP 2700 19 72 127 9 6 69 127 9 2 67 127 8 9 18 67 123 8 9 65 122 8 5 62 122 8 2 17 62 117 8
40. A winterization kit is available for the airplane It consists of two baffles for the cowling nose cap air intake openings insulation for the crankcase breather line and a placard to be installed on the instrument panel This equipment should be installed for operations in temperatures consistently below 7 C 20 F Once installed crankcase breather line insulation is approved for permanent installation regardless of temperature PROPELLER 7 14 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION The airplane has an all metal two bladed constant speed governor regulated propeller 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 the 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 the blades toward high pitch low RPM When oil pressure to the piston in the propeller hub is relieved centrifugal force assisted by an internal spring twists toward the low pitch high RPM A control knob on the lower center portion of the instrument panel is used to set the propeller and control engine RPM as desired for various flight conditions The knob is labeled PROP RPM PUSH INCREASE 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 is inc
41. CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION The manifold pressure gage is mounted to the left of the tachometer The gage is direct reading and indicates induction air manifold pressure in inches of mercury It has a normal operating range green arc of 15 to 24 inches of mercury A fuel pressure gage on the lower left side of the instrument panel indicates fuel pressure to the carburetor in pounds per square inch The gage is operated by fuel pressure from the output side of the engine driven and or electric auxiliary fuel pump Gave markings are in 1 psi increments with a red line at 2 psi and 8 psi A green arc extends from 2 psi to 8 psi is indicated the normal operating range An economy mixture EGT indicator is available for the airplane and is located on the extreme lower end of the instrument panel A thermocouple probe is the engine tailpipe measures exhaust gas temperature and transmits it to the indicator The indicator serves as a visual aid to the pilot in adjusting cruise mixture Exhaust gas temperature varies with fuel to air ratio power and RPM However the difference between peak EGT and the EGT at the cruise mixture setting is essentially constant and this provides a useful leaning aid The indicator is equipped with a manually positioned peak EGT reference pointer A carburetor air temperature gage may be installed on the left side of the instrument panel to help detect carburetor icing conditions The gage is
42. Flaps 30 61 KIAS Balked Landing Maximum Power Flaps 20 65 KIAS Maximum Recommended Turbulent Air Penetration Speed 2500 105 102 KIAS 2100 Lbs 93 KIAS 1700 Lbs 83 KIAS Maximum Demonstrated Crosswind Velocity Takeoff or Landing 16 Knots 4 3 CESSNA 1778 SECTION 4 NORMAL PROCEDURES Visually check airplane for general condition during walk around inspection In cold weather remove even small accumulations of frost ice or snow from wing tail and control surfaces Also make sure that control surfaces contain no internal accumulations of ice or debris If a night flight is planned check operation of all lights and make sure a flashlight is available Figure 4 1 Preflight Inspection CHECKLIST PRCEDURES PREFLIGHT INSPECTION gt CABIN 1 Control Wheel Lock REMOVE 2 Ignition Switch OFF 3 Master Switch ON 4 Fuel Quantity Indicators CHECK QUANTITY 5 Master Switch OFF 6 Fuel Selector Valve BOTH 7 Fuel Shutoff Valve Knob Safety wired ON 8 Baggage Door CHECK for security lock with key if child s seat is to be occupied 2 E
43. Maximum 76 inches Minimum 75 inches Propeller Blade Angle at 30 inch station Low 12 1 High 26 0 Propeller Operating Limits Avoid continuous operations between 1700 and 1900 RPM with less than 10 inches manifold pressure POWER PLANT INDICATOR MARKINGS Power plant instrument markings and their color code significance are shown in SECTION 2 LIMITATIONS figure 2 3 INSTRUMENT RED LINE GREEN ARC YELLOW ARC RED LINE MINIMUM LIMIT NORMAL CAUTION MAXIMUM LIMIT OPERATING RANGE Tachometer 2100 2500 1700 1900 2700 RPM SL to 8 000 Ft RPM inner arc RPM 8 000 Ft and 2100 2700 above RPM outer arc Manifold 15 24inHg Pressure Oil Temperature 100 125 F 245 Cylinder Head 200 500 F 500 Fuel Pressure 2 psi 2 8psi 8 psi Oil Pressure 25 psi 60 90psi 100 psi Carburetor Air 150 5 we Temperature WEIGHT LIMITS Figure 2 3 Power Plant Instrument Markings NORMAL CATEGORY Maximum Takeoff Weight Maximum Landing Weight 2500 Ibs 2500 Ibs Weight in Baggage Compartment Normal Category Baggage passenger on auxiliary seat or cargo area 2 and hatshelf Station 142 to 185 120 lbs 2 3 CESSNA 1778 SECTION 2 LIMITATIONS NOTE The maximum combined weight capacity for cargo area 2 and the hatshelf is 120 pounds The maximum weight capa
44. 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 no apply where they would conflict with Air Traffic Control clearances or instructions or where in the pilot s judgment an altitude of les than 2000 feet is necessary for him to adequately exercise his duty to see and avoid other aircraft 4 20 CESSNA 1778 SECTION 5 PERFORMANCE SECTION 5 PEHFORMANCE TABLE OF CONTENTS Introduction 5 1 Use of Performance Charts 5 2 Sample Problem 5 2 Takeoff 5 2 5 3 Fuel Required 5 4 Landing 5 5 Figure 5 1 Airspeed Calibration 5 6 Figure 5 2 Temperature Conversion Chart 5 7 Figure 5 3 Stall SpeedS 5 8 Figure 5 4 Takeoff distance 2500 Lbs 5 9 Takeoff distance 2300 a
45. avoid overheating during prolonged engine operation on the ground Also long periods of idling at low RPM may cause fouled spark plugs If the engine accelerates smoothly the airplane is ready for takeoff 4 11 CESSNA 1778 SECTION 4 NORMAL PROCEDURES MAGNETO CHECK The magneto check should be made at 1800 RPM as follows Move the ignition switch first to the R position and note RPM Next move switch back to BOTH to clear the other set of plugs Then move switch to 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 A smooth drop off past normal is usually a sign of a too lean or too rich mixture If there is a doubt concerning operation of the ignition system RPM checks at a leaner mixture or at higher engine speeds will usually confirm whether 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 for suspicion that the magneto timing is set in advance of the setting specified ALTERNATOR CHECK Prior to flights where verification of proper alternator and voltage regulator 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 if so equipped or by operation the wing flaps during the engine runup 1800 RP
46. by hand treat it as if the ignition switch is turned on A loose or broken ground wire on either magneto could case the engine to fire In extremely cold 30 C and lower weather the use of an external pre heater and an external power source are recommended whenever possible to obtain starting and to reduce wear and abuse to the engine an electrical system Pre heat will thaw the oil trapped in the oil cooler which will probably be congealed prior to starting in extremely cold temperatures When using an external power source the position of the master switch is important Refer to Section 7 paragraph Ground Service Plug Receptacle for operating details Cold weather starting procedures are as follows With Preheat 1 With ignition switch turned off and throttle closed prime the engine four to eight strokes as the propeller is being turned over by hand NOTE Use heavy strokes of the primer for best atomization of fuel After priming push primer all the way in and turn to the locked position to avoid the possibility of the engine drawing fuel through the primer CESSNA 1778 SECTION 4 NORMAL PROCEDURES Mixture FULL RICH Propeller HIGH RPM Propeller area CLEAR Master Switch ON Throttle OPEN INCH Ignition Switch START release to BOTH when the engine starts Cil pressure CHECK ors coo Without Preheat 1 Prime the engine six to ten stokes while the propeller is being t
47. can result in approximately 10 percent greater range than shown in this handbook accompanied by approximately 4 knots decrease in speed When leaning the mixture under some conditions engine roughness may occur before peak EGT is reached In this case use the EGT corresponding to the onset of roughness as the reference point instead of peak EGT STALLS The stall characteristics are conventional and aural warning is provided by a stall warning horn which sounds between 5 and 19 knots above the stall in all configurations SPINS Intentional spins are approved in the airplane see Section 2 Spins with the rear seats occupied and or baggage loadings are not approved Before attempting to perform spins several items should be carefully considered to assure a safe flight No spins should be attempted without first having received dual instruction both in spin entries and spin recoveries from a qualified instructor who is familiar with the spin characteristics of the Cessna 177B The cabin should be clean and loose equipment including the microphone should be stowed For a solo flight in which spins will be conducted the copilot s seat belt and shoulder harness and rear seat belts should be secured CESSNA 1778 SECTION 4 NORMAL PROCEDURES The seat belts and shoulder harnesses should be adjusted to provide proper restraint during all anticipated flight conditions However care should be taken to ensure that the pilot can easily reac
48. for each 2 knots 4 Where distance value has been deleted climb performance after takeoff is less than 150 fpm at takeoff speed 5 For operation on a dry grass runway increase distances by 1596 of the ground roll figure Takeoff ase ale 0 10 20 30 40 Weight ft Total Total Total Total Total Ibs Lift At Ground to Ground to Ground to Ground to Ground to Roll Clear Roll Clear Roll Clear Roll Clear Roll Clear off 50 50 50 50 50 50 OBS OBS OBS OBS OBS 2500 52 57 S L 675 1270 725 1355 775 1445 830 1545 890 1650 1000 735 1385 790 1480 850 1585 910 1695 970 1810 2000 805 1520 865 1625 930 1740 995 1865 1065 1995 3000 880 1670 950 1790 1015 1920 1090 2055 1170 2205 4000 965 1840 1040 1975 1115 2125 1200 2280 1285 2455 5000 1065 2035 1145 2195 1230 2360 1320 2545 1415 2745 6000 1170 2270 1260 2450 1355 2645 1455 2860 1560 3100 7000 1290 2540 1390 2750 1495 2985 1605 3240 m 8000 1425 2685 1535 3120 1655 3400 Figure 5 4 Take off Distance Sheet 1 of 2 5 0 CESSNA 1778 SECTION 5 PERFORMANCE TAKEOFF DISTANCE 2300 and 2100 LBS SHORT FIELD REFER TO SHEET 1 FOR APPROPRIATE CONDITIONS AND NOTES
49. in figure 5 6 2 Reserve fuel is based on 45 minutes at 4596 BHP and is 4 7 gallons 12 000 0 knots 10 000 8 000 6 000 4 000 2 000 91 knots I 420 knots 112 knots 103 knots S L A 450 500 550 600 650 700 Figure 5 8 Range Performance sheet 1 of 2 5 20 CESSNA 1778 SECTION 5 PERFORMANCE RANGE PROFILE 43ND TES RESERVE 60 GALONS USABLE FUEL Conditions 2500 Pounds Recommended Lean Mixture for Cruise Standard Temperature Zero Wind NOTE 1 This chart allows for the fuel used for engine start taxi takeoff and climb and the distance during a normal climb as shown in figure 5 6 2 Reserve fuel is based on 45 minutes at 45 BHP and is 4 7 gallons NOTE AIRCRAFT N110PF IS EQUIPPED WITH STANDARD TANKS 12 000 110 knots 93 knots 122 knots 10 000 H es 128 knots 119 knots 93 knots 108 knots 8 000 HERRA 6 000 H 124 knots 116 knots 106 knots gt 92
50. marked in 5 increments from 30 C to 30 and has a yellow arc between 15 C and 5 C which indicates the temperature range most conducive to icing in the carburetor A placard on the lower half of the gage face reads KEEP NEEDLE OUT OF YELLOW ARC DURING POSSIBLE CARBUETOR ICING CONDITIONS NEW ENGINE BREAK IN AND OPERATION The engine underwent a run in at the factory and is ready for the full range of use It is however suggested that cruising be accomplished at 65 to 7596 power until a total of 50 hours has accumulated or oil consumption has stabilized This will ensure proper seating of the rings The airplane is delivered from the factory with corrosion preventive oil in the engine If during the first 25 hours oil must be added use only aviation grade straight mineral oil conforming to Specification No MIL L 6082 ENGINE OIL SYSTEM Oil for engine lubrication and propeller governor operation is supplied from a sump on the bottom of the engine The capacity of the engine sump is eight quarts one additional quart is contained in the engine oil filter Oil is drawn from the sump through an oil suction strainer into the engine driven oil pump From the pump oil is routed to a bypass valve If the oil is cold the bypass valve allows the oil to go directly from the pump to the oil filter If the oil is hot the bypass valve routes the oil out of the accessory housing and into a flexible hose leading to the oil cooler on the lower
51. panel with the right side of the panel containing the wing flap switch and indicator map compartment and space for additional instruments and avionics equipment A switch and control panel at the lower edge of the instrument panel contains most of the switches controls and circuit breakers necessary to operate the airplane The left side of the panel contains the primer master switch auxiliary fuel pump switch ignition switch panel light intensity controls and electrical switches for installed equipment The center area contains the stabilator trim control wheel carburetor heat control knob throttle propeller control and mixture control The right side of the panel contains the defroster control knob cabin air heat control knob and circuit breakers A pedestal extending from the edge of the switch and control panel to the floorboard contains the rudder trim control wheel an ashtray a cigar lighter the cowl flap control lever and the microphone bracket A fuel shutoff valve is positioned at the upper left corner of the pedestal and a parking brake handle is mounted under the switch and control panel in front of the pilot For details concerning the instruments switches circuit breakers and controls on this panel refer in this section to the description of the systems to which these items are related GROUND CONTROL Effective ground control while taxiing is accomplished through nose wheel steering by using the rudder pedal
52. system voltage deteriorates all of the readings in the engine instrument cluster will drop proportionally complete electrical system failure will cause all readings including oil pressure to drop to zero 3 13 CESSNA 1778 SECTION 4 NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Introduction 4 3 Speeds for Normal Operation 4 3 CHECKLIST PROCEDURES Preflight Inspection 4 4 Cabin 4 4 Empennage 4 4 Right Wing Trailing Edge 4 5 Right Wing 4 5 4 5 Left Wing 4 5 Left Wing Leading Edge 4 6 Left Wing Trailing Edge 4 6 Before Starting Engine 4 6 Starting Engine 4 6 Before Takeoff 4 6 Ta
53. the engine accelerates smoothly and the oil pressure remains normal and steady the airplane is ready for takeoff CESSNA 1778 SECTION 4 NORMAL PROCEDURES FLIGHT OPERATIONS Takeoff is made normally with the carburetor heat off Avoid excessive leaning in cruise Carburetor heat may be used to overcome any engine roughness due to uneven mixture distribution or ice When operating in temperatures below 18 C avoid using partial carburetor heat Partial heat may increase the carburetor air temperature to the 0 to 21 C range where icing is critical under certain atmospheric conditions HOT WEATHER The general warm temperature starting information in this section is appropriated Avoid prolonged engine operation on the ground NOISE ABATEMENT Increased emphasis on improving the quality of our environmental requires renewed effort on the part of all pilots to minimize the effect of airplane noise on the public We as pilots can demonstrate our concern for environmental improvement buy application of the following suggested procedures and thereby tend to build public support 1 Pilots operating airplanes under VFR over outdoor assemblies of persons recreational and park areas and other noise sensitive areas should make every effort to fly not less than 2000 feet above the surface weather permitting even though flight at a lower level may be consistent with the provisions of government regulations 2 During departure from or
54. the hole in the right side of the shaft collar on the instrument panel and insert the rod into the aligned holes Proper installation of the lock will place the red flag over the ignition switch In areas where gusty winds occur a control surface 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 ENGINE The airplane is powered by a horizontally opposed four cylinder overhead valve air cooled carbureted engine with a wet sump oil system The engine is a Lycoming Model O 360 A1F6D and is rated at 10 horsepower at 2700 RPM Major accessories mounted on the engine include a direct drive starter and belt driven alternator on the front of the engine and dual magnetos and engine driven fuel pump a full flow oil filter a propeller governor and a vacuum pump on the rear of the engine ENGINE CONTROLS Engine manifold pressure is controlled by a throttle located on the lower center portion of the instrument panel The throttle operates in a conventional manner in the full 7 10 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION forward position the throttle is open and in the full aft position it is closed A friction lock which is a round knurled disk is located at the base of the throttle and is operated by rotating the lock clockwise to increase friction or counterclockwise to decrease it The mixture control mounte
55. the instrument panel to the desired flap deflection position The switch lever is moved up or down in a slotted panel that provides mechanical stops at the 10 and 20 positions For flap settings greater that 10 move the switch lever to the right to clear the stop and position it as desired A scale and pointer on the left side of the switch lever indicates flap travel in degrees The wing flap system circuit breaker is protected by a 15 amp circuit breaker labeled FLAP on the right side of the instrument panel LANDING GEAR SYSTEM The landing gear is of the tricycle type with a steerable nose wheel two main wheels and wheel fairings Shock absorption is provided by the tubular spring steel main landing gear struts and the air oil nose gear shock strut Each main gear wheel is equipped with a hydraulically actuated disc type brake on the inboard side of each wheel and an aerodynamic fairing over each brake 7 6 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION BAGGAGE COMPARTMENT The baggage compartment consists of the area from the back of the rear passenger seats to the aft cabin bulkhead Mounted to the aft cabin bulkhead and extending aft of it is a hatshelf Access to the baggage compartment and the hatshelf is gained through a lockable baggage door on the left side of the airplane or from within the airplane cabin A baggage net with six tie down straps is provided for securing baggage and is attached by tying the straps t
56. voltage sensor automatically removes alternator field current and shuts down the alternator The red warning light will then turn on indicating to the pilot that the alternator is not operating and the battery is supplying all electrical power The over voltage sensor may be reset by turning the master switch off and back on again If the warning light does not illuminate normal alternator charging has resumed however if the light does illuminate again a malfunction has occurred and the flight should be terminated as soon as possible The warning light may be tested by momentarily turning off the ALT portion of the master switch and leaving the BAT portion turned on CIRCUIT BREAKERS AND FUSES Most of the electrical circuits in the airplane are protected by push to reset circuit breakers mounted on the right side of the instrument panel Exception to this are the battery contactor closing external power circuit clock and flight hour recorder circuits which have fuses mounted near the battery The cigar lighter also has a manually reset type circuit breaker mounted on the back of the lighter socket GROUND SERVICE PLUG RECEPTACLE A ground service plug receptacle may be installed to permit the use of an external power source for cold weather starting and during lengthy maintenance work on the airplane electrical system with the exception of electronic equipment the receptacle is located under a cover plane on the cowling of the left
57. 0 Degrees Celcius Figure 5 2 Temperature Conversion Chart 5 7 CESSNA 1778 SECTION 5 PERFORMANCE STALL SPEEDS Conditions Power Off Notes 1 Maximum altitude loss during a stall recovery may be as much at 180 feet 2 KIAS values are approximate MOST REARWARD CENTER OF GRAVITY Weight FLAP ANGLE OF BANK Ibs DEFLECTION 0 30 45 60 KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS 2500 UP 52 55 56 59 62 65 74 78 30 45 50 48 54 54 59 64 71 45 40 46 43 49 48 55 57 65 MOST FORWARD CENTER OF Weight FLAP ANGLE OF BANK 105 DEFLECTION 0 30 45 60 KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS 2500 UP 54 57 58 61 64 68 76 81 30 47 52 51 56 56 62 66 74 45 45 50 48 54 54 59 64 71 Figure 5 3 Stall Speeds 5 8 CESSNA 1778 SECTION 5 PERFORMANCE TAKEOFF DISTANCE MAXIMUM WEIGHT 2500 LBS SHORT FIELD Conditions Flaps 15 2700 RPM and full throttle prior to brake release Cowl Flaps Open Paved Level Dry Runway Zero wind Notes 1 Short field technique as specified in Section 4 2 Prior to takeoff from fields above 3 000 feet elevation the mixture should be leaned to give maximum power in a full throttle static runup 3 Decrease distances 1096 for each 9 knots of headwind For operation with tailwinds up to 10 knots increase distance 1096
58. 000 ft 125 12 4 117 13 6 106 14 5 10 000 ft 130 12 9 121 14 1 109 14 9 Standard Conditions Zero Wind Figure 4 3 Cruise Performance Table The tachometer is marked with a green arc from 2100 to 2700 RPM with a step at 2500 RPM The use of 2500 RPM will allow 75 power at altitudes up to 8000 feet on a standard day For hot day or high altitude conditions the cruise RPM may be increased to 2700 RPM Cruise at 2700 RPM permits the use of 75 power at altitudes up to 10 000 feet on a standard day However for reduce noise levels it is desirable to select the lowest RPM in the green arc range for a given power that will provide smooth engine operation The cowl flaps should be opened if necessary to maintain the cylinder head temperature at approximately three fourths of the normal operating range green arc Cruise performance data in this handbook and on the power computer is based on a recommended lean mixture setting which should be established as follows 1 Lean the mixture until the engine becomes rough 2 Enrich the mixture to obtain smooth engine operation then further enrich the mixture an equal amount For best fuel economy at 75 power or less the engine may be operated at the leanest mixture that results in smooth engine operation This can result in approximately 10 percent greater range than shown in this handbook accompanied by approximately 4 knots decrease in speed Any change in altitude power or carburetor heat wil
59. 2 60 117 7 9 58 115 7 7 16 57 112 7 6 55 110 7 3 53 108 7 1 2600 19 70 126 9 3 68 125 8 9 65 125 8 6 18 65 121 8 6 63 120 8 3 61 119 8 0 17 60 115 8 0 58 114 7 1 56 113 7 4 16 55 109 7 4 53 108 7 1 51 106 6 9 2500 19 68 124 9 1 66 123 8 7 64 123 8 4 18 64 119 8 4 61 118 8 1 59 117 7 8 17 59 114 7 8 57 112 7 5 55 111 7 3 16 54 108 T2 52 106 7 0 50 104 6 8 2400 19 67 122 8 8 64 121 8 5 62 121 8 2 18 62 117 8 2 60 116 7 9 58 115 7 6 17 57 112 7 6 55 110 7 3 53 109 7 1 16 53 106 7 1 51 104 6 8 49 102 6 7 2300 19 65 120 8 5 62 119 8 2 60 108 7 9 18 60 115 7 9 58 114 7 1 56 113 7 4 17 56 110 7 4 53 108 7 2 52 106 7 0 16 51 103 6 9 49 101 6 7 47 98 6 5 2200 19 63 18 8 3 61 118 8 0 59 116 7 8 18 59 113 7 8 56 112 7 5 54 111 7 3 17 54 108 7 2 52 106 7 0 50 104 6 8 16 50 101 6 7 48 99 6 6 46 95 6 4 2100 19 61 116 8 0 58 115 77 56 113 7 5 18 56 111 7 5 54 109 7 2 52 107 7 0 17 52 105 7 0 50 103 6 8 48 100 6 6 16 48 98 6 6 46 95 6 4 44 91 6 2 Figure 5 7 Cruise performance sheet 6 of 6 5 19 CESSNA 1778 SECTION 5 PERFORMANCE RANGE PROFILE 45 MINUTES RESERVE 49 GALONS USABLE FUEL Conditions 2500 Pounds Recommended Lean Mixture for Cruise Standard Temperature Zero Wind NOTE 1 This chart allows for the fuel used for engine start taxi takeoff and climb and the distance during a normal climb as shown
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61. 3 6 9 18 51 100 6 8 49 99 6 7 47 97 6 5 17 46 94 6 5 45 92 6 3 43 90 6 2 Figure 5 7 Cruise performance sheet 3 of 6 5 16 CESSNA 1778 SECTION 5 PERFORMANCE CRUISE PERFORMANCE Pressure altitude 8000 feet Conditions NOTE 2500 pounds For best fuel economy at 75 power or less operate at the Hecommended Lean Mixture leanest mixture that results in smooth engine operation or Cowl Flaps Closed at peak EGT if an EGT indicator is installed 20 BELOW STANDARD TEMP 20 ABOVE STANDARD TEMP 7 C STANDARD TEMP 13 C 27 C RPM MP KTAS KTAS GPH KTAS GPH BHP BHP BHP 2700 21 75 128 10 0 72 128 9 6 20 73 124 9 7 70 124 9 3 68 124 9 0 19 68 120 9 0 66 120 8 7 63 119 8 4 18 63 115 8 3 61 115 8 0 59 114 7 8 2600 22 78 130 10 4 130 10 0 21 76 126 10 2 73 127 9 7 70 127 9 4 20 71 122 9 4 68 122 9 0 66 122 8 7 19 66 118 8 7 64 118 8 4 62 117 8 1 2500 22 79 128 10 6 76 129 10 1 73 129 9 8 21 74 125 9 9 71 125 9 5 69 125 9 1 20 69 121 9 2 67 121 8 8 64 120 8 5 19 64 117 8 5 62 116 8 2 60 116 7 9 2400 22 77 127 10 3 74 127 9 9 71 127 9 5 21 72 123 9 6 69 123 9 2 67 123 8 9 20 67 119 8 9 65 119 8 6 63 119 8 3 19 63 115 8 3 61 114 8 0 58 114 7 1 2300 22 74 125 9 9 72 125 9 5 69 125 9 2 21 70 121 9 3 67 121 8 9 65 121 8 6 20 65 117 8 6 63 117 8 3 61 117 8 0 19 61 113 8
62. 5 Ground Control 7 5 Wing Flap System 7 6 Landing Gear System 7 6 Baggage Compartment 7 7 Seats 7 7 Seat Belts and Shoulder Harnesses 7 8 Seat BeltS 7 8 Shoulder Harnesses 7 8 Integrated Seat Belt Shoulder Harnesses with Inertial Reels 7 9 Entrance Doors and Cabin Windows 7 9 Control Locks 7 10 Engine 7 10 Engine Controls 7 10 Engine Instruments 7 11 New Engine Break in and Operation 7 12 Engine Oil System 7 12 Engine Starter System 7 13 Air Induction System 7 13 Exhaust System
63. 6 3 43 89 6 2 42 86 6 0 Figure 5 7 Cruise performance sheet 2 of 6 5 15 CESSNA 1778 SECTION 5 PERFORMANCE CRUISE PERFORMANCE Pressure altitude 6000 feet Conditions NOTE 2500 pounds For best fuel economy at 7596 power or less operate at the Recommended Lean Mixture leanest mixture that results in smooth engine operation or Cowl Flaps Closed at peak EGT if an EGT indicator is installed 20 BELOW STANDARD TEMP 20 ABOVE STANDARD TEMP 7 C STANDARD TEMP 13 C 27 C RPM MP KTAS GPH KTAS GPH KTAS GPH BHP BHP BHP 2500 23 78 128 10 5 75 129 10 1 22 76 125 10 3 74 125 9 8 71 1258 9 5 21 72 121 9 5 69 121 9 2 67 121 8 8 20 67 117 8 9 65 117 8 5 63 117 8 3 2400 23 76 127 10 2 74 127 9 8 22 75 123 10 0 72 124 9 6 69 124 9 2 21 70 120 9 3 67 120 8 9 65 120 8 6 20 65 116 8 6 63 116 8 3 61 115 8 1 2300 23 77 125 10 3 74 125 9 9 71 125 9 5 22 72 122 9 6 70 122 9 2 67 122 8 9 21 68 118 9 0 65 118 8 6 63 118 8 4 20 64 114 8 4 61 114 8 1 59 113 7 8 2200 23 74 123 9 9 71 123 9 5 69 123 9 1 22 70 120 9 3 67 120 8 9 65 119 8 6 2l 66 116 8 7 63 116 8 3 61 115 8 1 20 61 112 8 1 59 111 7 8 34 111 7 6 2100 23 71 121 9 4 68 121 9 1 66 121 8 7 22 67 117 8 8 65 117 8 5 62 117 8 2 21 63 113 8 3 61 113 8 0 59 113 7 8 20 59 109 7 8 57 109 7 5 55 108 7 3 19 55 105 7 3 53 104 7 1 51 10
64. 85 4 11 5 4000 7 76 635 6 1 5 7 5000 5 75 585 7 1 9 10 6000 3 74 535 9 2 3 12 7000 1 73 485 11 2 8 15 8000 1 72 430 13 3 3 18 9000 3 71 380 16 3 8 22 10 000 5 70 330 19 45 26 11 000 7 69 280 22 5 2 30 12 000 9 68 230 16 6 0 36 Figure 5 6 Time Fuel and Distance to Climb Sheet 1 of 2 5 12 CESSNA 1778 SECTION 5 PERFORMANCE TIME FUEL AND DISTANCE TO CLIMB NORMAL RATE OF CLIMB 80 KIAS Conditions Flaps Up 2500 RPM 24 Hg Full Throttle Cowl Flaps Open Standard Temperature NOTE 1 Add 1 4 gallons of fuel for engine start taxi and takeoff allowance 2 Mixture leaned above 3000 feet for maximum power 3 Increase time fuel and distance by 1096 for each 10 C above standard temperature 4 Distances shown are based on zero wind WEIGHT PRESS TEMP RATE OF FROM SEA LEVEL LBS ALT FT CLIMB TIME MIN FUEL DISTANCE FPM USED NM GALLONS 2500 S L 15 510 0 0 0 1000 13 510 2 4 3 2000 11 510 4 8 5 3000 9 510 6 1 2 8 4000 7 510 8 1 6 11 5000 5 510 10 2 0 14 6000 3 485 12 2 4 17 7000 1 430 14 2 8 20 8000 1 375 17 3 3 24 9000 3 320 20 3 8 29 10 000 5 265 13 44 34 11 000 7 210 27 5 2 41 12 000 9 155 33 6 2 50 Figure 5 6 Time Fuel and Distance to Climb Sheet 2 of 2 5 13 CESSNA 1778 SECTION 5 PERFORMANCE CRUISE PERFORMANCE Pressure altitude 2000 feet Conditions NOTE 2500 pound
65. 980 1860 1050 1995 1125 2140 8000 935 1790 1005 1925 1080 2070 1155 2225 1240 2390 Figure 5 4 Take off Distance Sheet 2 of 2 5 10 CESSNA 1778 Conditions Flaps Up 2700 RPM Full Throttle Cowl Flaps Open NOTE RATE OF CLIMB MAXIMUM Mixture leaned above 3000 feet for maximum power SECTION 5 PERFORMANCE WEIGHT PRESS CLIMB RATE OF CLIMB FPM LBS ALT FT SPEED 20 C 0 C 20 C 40 C KIAS 2500 S L 79 970 895 820 745 2000 77 850 780 705 635 4000 76 730 660 590 525 6000 74 610 545 480 410 8000 72 495 430 365 300 10000 70 375 315 255 12000 68 260 200 140 Figure 5 5 Rate of Climb 5 11 CESSNA 1778 SECTION 5 PERFORMANCE TIME FUEL AND DISTANCE TO CLIMB MAXIMUM RATE OF CLIMB Conditions Flaps Up 2700 RPM Full Throttle Cowl Flaps Open Standard Temperature NOTE 1 Add 1 4 gallons of fuel for engine start taxi and takeoff allowance 2 Mixture leaned above 3000 feet for maximum power 3 Increase time fuel and distance by 10 for each 10 above standard temperature 4 Distances shown are based on zero wind WEIGHT PRESS TEMP CLIMB RATE OF FROM SEA LEVEL LBS ALT FT eC SPEED CLIMB TIME MIN FUEL DISTANCE KIAS FPM USED NM GALLONS 2500 S L 15 79 840 0 0 0 1000 13 78 790 1 0 3 2 2000 11 77 740 3 70 7 3 3000 9 77 6
66. Controls and Trim Systems The empennage tail assembly consists of a conventional vertical stabilizer and rudder and a stabilator The vertical stabilizer and rudder are of conventional construction consisting of formed sheet metal forward and aft spars and formed sheet metal ribs covered with aluminum skin The tip of the rudder is designed with a leading edge overhang which contains a balance weight The stabilator is a combination of the horizontal stabilizer and elevator and incorporates a 40 span anti servo trim tab The stabilator is constructed of a torque transmitting primary spar and aft spar formed sheet metal ribs and aluminum skin The stabilator contains a beam mounted balance weight attached to the center of the primary spar and extending into the fuselage tailcone The leading edge contains four inverted slots formed of sheet metal and positioned to place two on each side of the fuselage FLIGHT CONTROLS The airplane s flight control system consists of conventional aileron and rudder control surfaces and a stabilator combined horizontal stabilizer and elevator see figure 7 1 The control surfaces are manually operated through mechanical linkage using a control wheel for the aileron and stabilator and rudder brake pedals for the rudder 7 3 CESSNA 1778 234580783 cue SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION m m 13 l4 15 18 17 38 19 20 22 92 232 4 25
67. ERFORMANCE CRUISE PERFORMANCE Pressure altitude 4000 feet Conditions NOTE 2500 pounds For best fuel economy at 7596 power or less operate at the Recommended Lean Mixture leanest mixture that results in smooth engine operation or Cowl Flaps Closed at peak EGT if an EGT indicator is installed 20 BELOW STANDARD TEMP 20 ABOVE STANDARD TEMP 7 C STANDARD TEMP 13 C 27 C RPM MP KTAS GPH KTAS GPH KTAS GPH BHP BHP BHP 2500 23 76 125 10 2 73 125 9 8 22 74 121 9 9 72 121 9 5 69 122 9 2 21 70 118 9 2 67 118 8 9 65 118 8 6 20 65 114 8 6 63 114 8 3 61 113 8 0 2400 24 79 127 10 6 76 127 10 2 23 77 123 10 3 74 123 9 9 72 124 9 6 22 72 120 9 7 70 120 9 3 68 120 8 9 21 68 116 9 0 66 116 8 7 63 116 8 4 2300 24 76 125 10 2 74 125 9 8 23 75 121 10 0 42 122 9 6 70 122 9 2 22 70 118 9 3 68 118 9 0 66 118 8 7 21 66 115 8 7 64 114 8 4 62 114 8 1 2200 24 76 122 10 2 73 123 9 8 71 123 9 4 23 72 119 9 6 69 120 9 2 67 120 8 9 22 68 116 9 0 65 116 8 6 63 116 8 3 21 64 112 8 4 61 112 8 1 59 112 7 8 2100 24 73 120 9 7 70 121 9 3 68 121 9 0 23 69 117 9 1 67 117 8 8 64 117 8 5 22 65 114 8 6 63 113 8 3 61 113 8 0 21 61 110 8 0 59 110 7 8 57 109 7 5 20 57 106 7 5 55 105 7 3 53 104 7 1 19 53 101 7 1 51 101 6 9 49 99 6 7 18 49 96 6 7 47 95 6 5 45 93 6 4 17 45 91
68. Follow Up System to notify you when he receives information that applies to your Cessna In addition if you wish you may choose to receive similar notification in eh form of Service Letters directly from the Cessna Customer Services Department A subscription form is supplied in your Customer Care Program book for your use should you choose to request this service Your Cessna Dealer will be glad to supply you with details concerning these follow up programs and stands ready through his Service Department to supply you with fast efficient low cost service PUBLICATIONS Various publications and flight operation aids are furnished in the airplane when delivered from the factory These items are listed below gt CUSTOMER CARE PROGRAM BOOK gt PILOT S OPERATING HANDBOOK SUPPLEMENTS FOR YOUR AIRPLANE AVIOINICS AND AUTOPILOT PILOT S CHECKLISTS POWER COMPUTER SALES AND SERVICE DEALER DIRECTORY The following additional publications plus many other supplies that are applicable to your airplane are available from your Cessna Dealer 8 2 CESSNA 1778 SECTION 8 HANDLING SERVICE AND MAINTENANCE SERVICE MANUALS AND PARTS CATALOGS FOR YOUR O AIRPLANE o ENGINE AND ACCESSORIES O AVIONICS AND AUTOPILOT Your Cessna Dealer has a Customer Care Supplies Catalog covering all available items many of which he keeps on hand He will be happy place an order for any item which is not in stock AIRPLANE FILE T
69. G ENGINE A 1 Mixture RICH 2 Propeller HIGH RPM 3 Carburetor Heat COLD 4 Master Switch ON 5 Prime AS REQUIRED I to 6 strokes if engine is warm 6 Throttle OPEN 7 INCH 7 Propeller Area CLEAR 8 Ignition Switch START release when engine starts 9 Oil Pressure CHECK BEFORE TAKEOFF Parking Break SET 2 Cabin Doors CLOSED AND LOCKED Flight Controls FREE AND CORRECT Flight Instruments CHECK Fuel Shutoff Valve CHECK ON Fuel Selector Valve BOTH ON Mixture RICH below 3000 feet Auxiliary Fuel Pump CHECK then OFF OO 4 6 CESSNA 1778 SECTION 4 NORMAL PROCEDURES NOTE In flight gravity feed will normally supply satisfactory fuel flow if the engine driven pump should fail However if a fuel pump failure causes the fuel pressure to drop below 2 PSI use the auxiliary fuel pump to assure proper engine operation 9 Stabilator and Rudder Trim TAKEOFF 10 Throttle 1800 RPM a Magnetos Check RPM drop should not exceed 150 RPM on either magneto or 50 RPM differential between the magnetos b Propeller CYCLE from high to low RPM return to high RPM full in Carburetor Heat CHECK for RPM drop d Engine Instruments and Ammeter CHECK e Suction Gage CHECK 11 Radios SET 12 Flashing Beacon Navigation Lights and or Strobe Lights ON as required 13 Throttle Friction Loc
70. Hg 2 Mixture RICH or lean for smooth operation 3 Carburetor Heat AS REQUIRED to prevent carburetor icing 4 Cowl Flaps CLOSED BEFORE LANDING Seats Belts Shoulder Harnesses SECURE Fuel Selector BOTH ON Mixture RICH Carburetor Heat ON apply full heat before closing throttle Propeller HIGH RPM full in Qr deo Te LANDING NORMAL LANDING 1 Airspeed 70 80 KIAS flaps UP 2 Wing Flaps AS DESIRED 0 10 below 115 KIAS 10 30 below 90 KIAS Airspeed 60 70 KIAS flaps DOWN Stabilator and Ruder Trim ADJUST Touchdown MAIN WHEELS FIRST Landing Roll LOWER NOSE WHEEL GENTLY Braking MINIMUM REQUIRED XUL eo SHORT FIELD LANDING 1 Airspeed 70 80 KIAS flaps UP 2 Wing Flaps 30 below 90 KIAS 3 Airspeed Maintain at 61 KIAS 4 8 CESSNA 1778 SECTION 4 NORMAL PROCEDURES Stabilator and Ruder Trim ADJUST Power REDUCE TO IDLE as obstacle is cleared Touchdown MAIN WHEELS FIRST Braking APPLY HEAVILY Wing Flaps RETRACT for maximum braking effectiveness BALKED LANDING 1 Power FULL THROTTLE AND 2700 RPM Carburetor Heat COLD Wing Flaps RETRACT to 20 Airspeed 65 KIAS Wing Flaps RETRACT slowly Cowl Flaps OPEN coo AFTER LANDING 1 Wing Flaps RETRACT 2 Carburetor Heat COLD 3 Cowl Flaps OPEN SECURING AIRPLANE 1 Parking Brake SET Radios
71. Hot Weather Operation 4 20 Noise Abatement 4 20 4 2 CESSNA 1778 SECTION 4 NORMAL PROCEDURES INTRODUCTION Section 4 provides checklist and amplified procedures for the conduct of normal operations Normal procedures associated with Optional Systems can be found in Section 9 SPEEDS FOR NORMAL OPERATION Unless otherwise noted he following speeds are based on a maximum weight of 2500 pounds and may be used for any lesser weight However to achieve the performance specified in Section 5 for takeoff distances the speed appropriate to the particular weight must be used Takeoff Normal climbout 65 75 KIAS Short Field Takeoff Flaps 15 speed at 50 feet 57 KIAS Enroute Climb Flaps Up 75 85 KIAS Best Rate of Climb Sea Level 79 KIAS Best Rate of Climb 10 000 feet 70 KIAS Best Angle of Climb Sea Level 65 KIAS Best Angle of Climb 10 000 feet 65 KIAS Landing Approach Normal Approach Flaps Up 70 80 KIAS Normal Approach Flaps 30 60 70 KIAS Short Field Approach
72. LE CUT OFF OV dx Fuel Shut off Valve OFF pull sharply to break safety wire Ignition Switch OFF Wing Flaps AS REQUIRED Master Switch OFF ENGINE FAILURE DURING FLIGHT Airspeed 75 KIAS 2 Carburetor Heat ON o oo 7 Fuel Selector BOTH Fuel Shutoff Valve ON Mixture RICH Auxiliary Fuel Pump ON for 3 5 seconds with throttle open 12 inch then OFF Ignition Switch BOTH or START if propeller has stopped FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1 Airspeed 75 KIAS flaps UP 65 KIAS flaps DOWN 2 Mixture IDLE CUT OFF Fuel Shut off Valve OFF pull sharply to break safety wire Ignition Switch OFF Wing Flaps AS REQUIRED 30 recommended Master Switch OFF Doors UNLATCH PRIOR TO TOUCHDOWN Touchdown SLIGHTLY TAIL LOW Brakes APPLY HEAVILY M o 5 3 3 CESSNA 1778 SECTION 3 EMERGENCY PROCEDURES PRECAUTIONARY LANDING WITH ENGINE POWER 1 Airspeed 65 KIAS 2 Wing Flaps 15 Selected Field FLY OVER noting terrain and obstructions then retract flaps upon reaching s safe altitude and airspeed Radio and Electrical Switches OFF Wing Flaps 30 on final approach Airspeed 65 KIAS Master Switch OFF Doors UNLATCH PRIOR TO TOUCHDOWN Touchdown SLIGHTLY TAIL LOW 10 Ignition Switch OFF 11 Brakes APPLY HEAVILY eo
73. LIST DESCRIPTION Lad OO NOn Ow m m vm d mme m 15721003514 G x Ne VER FIRST UNIT PANEL INSTL ESLOPE 36 40 CHANNEL VER Y 91 16 4 4 AVIONICS UTOPILOTS G He OND No aa Re 2 a 0 90 MOAI OD TOW c x1 14009 00 00 Gh nhe ed fe dmn OND C un em vy On fp m dt hu o ree 9o o9 9 9 9 9 9 9 o9 9 P o9 P o 9 9 a DUES PARAM ODA Dent I ny 0 08 O RL 14 L LY 0 1 dam WOZO gt SPLIT BUS BAR CABIN 596504 0201 Quo Wie LW X Orem m ZU Le Zo 6 14 SECTION 6 WEIGHT AND BALANCE EQUIPMENT LIST EQUIPMENT LIST DESCRIPTION _ aromwme wriss ns CESSNA 177B Cornu DC wur O Cuomo 259 9 v 9 9 AC umm 4 0 c0wuwananeneoqadgu e Wen WOOD HOO COM CO OOO oor oor rod 4 F Li OF MOOMOL og eme ee eee ewe sestal 9 4 ON Cio N N Y
74. M The ammeter will remain within a needle width of its initial position if the alternator and voltage regulator are operating properly TAKEOFF POWER CHECK It is important to check full throttle engine operation early in the takeoff run Any sign of rough engine operation or sluggish engine acceleration is good cause for discontinuing the takeoff Smooth and uniform throttle application should be used to ensure best engine acceleration and to give long engine life This technique is important under hot weather conditions which may cause a rich mixture that could hinder engine response if the throttle is applied too rapidly Full throttle runups over loose gravel are especially harmful to propeller tips When takeoffs must be made over a gravel surface it is very important that the throttle be advanced slowly The allows the airplane to start rolling before high RPM is developed and the gravel will be blow back of the propeller rather than pulled into it When unavoidable small dents appear in the propeller blades they should be corrected immediately as described in Section 8 under Propeller Care Prior to takeoff from fields above 3 000 feet elevation the mixture should be leaned to give maximum power CESSNA 1778 SECTION 4 NORMAL PROCEDURES After full throttle is applied adjust the throttle friction lock clockwise to prevent the throttle from creeping back from a maximum power position Similar friction lock adjustment should be m
75. MENTS OPTIONAL SYSTEMS DESCRIPTIONS amp OPERATING PROCEDURES SUPPLEMENT The following equipment is not installed CESSNA 300 NAV COM COM VOR No LOC Type RT 308C CESSNA 300 COM 720 Channel Type RT 328T CESSNA 300 ADF Type R 546E CESSNA 300 TRANSPONDER Type RT 359A AND OPTIONAL ENCODING ALTIMETER TYPE EA 401A CESSNA 300 TRANSPONDER Type RT 359A AND OPTIONAL ENCODING ALTIMETER BLIND CESSNA 400 TRANSPONDER Type RT 459A AND OPTIONAL ENCODING ALTIMETER TYPE 401 CESSNA 400 TRANSPONDER Type RT 459A AND OPTIONAL ENCODING ALTIMETER BLIND CESSNA 400 MARKER BEACON Type R 402A CESSNA 400 GLIDESLOPE Type R 443B DME Type 190 HF TRANSCEIVER TYPE PT10 A SSB HF TRANSCEIVER TYPE ASB 125 CESSNA NAVOMATIC 200A AUTOPILOT TYPE AF 295B CESSNA NAVOMATIC 300A AUTOPILOT TYPE AF 395A 9 4
76. MPENAGE 1 Rudder Gust Lock REMOVE 2 Tail Tie Down DISCONNECT 4 4 CESSNA 1778 SECTION 4 NORMAL PROCEDURES 3 Control Surfaces CHECK for freedom of movement and security 3 RIGHT WING Trailing Edge 1 Aileron CHECK for freedom of movement and security 2 Fuel Tank Vent Opening at wing tip trailing edge CHECK for stoppage uon WING 1 Wing Tie Down DISCONNECT 2 Main Wheel Tire CHECK for proper inflation 3 Before first flight and after each refueling use sampler cup and drain small quantity of fuel from fuel tank sump quick drain valve to check for water sediment and proper fuel grade 4 Fuel Quantity CHECK VISUALLY for desired level 5 Fuel Filler Cap SECURE 5 wose 1 Static Source Openings Both sides of fuselage CHECK for stoppage 2 Engine Oil Level CHECK do not operate with less than 6 quarts Fill to eight quarts for extended flights 3 Before first flight and after each refueling use sampler cup and drain small quantity of fuel from fuel tank sump quick drain valve to check for water sediment Check strainer drain closed If water is observed the fuel system may contain additional water and further draining of the system at the strainer fuel tank sumps fuel selector valve drain plug fuel vent line drain plugs and fuel reservoir quick drain valve will be necessary 4 Propeller and Spinner CHECK for nicks security and oil leaks 5 Carburetor Air Filter ins
77. NOTS Flaps Down Power Off 46 KNOTS MAXIMUM WEIGHT 2500 Pounds STANDARD EMPTY WEIGHT Cardinal _ 1533 Pounds Cardinal Il _ 1560 Pounds MAXIMUM USEFUL LOAD Cardinal 967 Pounds Cardinal 11 940 Pounds BAGGAGE ALLOWANCE 120 Pounds WING LOADING Pounds S F 14 4 POWER LOADING Pounds HP 13 9 FUEL CAPACITY Total Standard Tanks 50 Gallons Long Range Tanks 61 Gallons OIL CAPACITY __ 9 Qts ENGINE 180 BHP at 2700 RPM PROPELLER Constant Speed Diameter NOTE AIRCRAFT N110PF IS EQUIPPED WITH STANDARD TANKS CESSNA 1778 INTRODUCTION CONGRATULATIONS Welcome to the ranks of Cessna Owners Your Cessna has been designed and constructed to give you the most in performance economy and comfort It is our desire that you will find flying it either for business or pleasure a pleasant and profitable experience This Pilot s Operating Handbook has been prepared as a guide to help you get the most ple
78. ON 2 LIMITATIONS SECTION 2 LIMITATIONS TABLE OF CONTENTS Introduction 2 1 Airspeed Limitations 2 2 Airspeed Indicator Markings 2 2 Power Plant Limitations 2 2 Power Plant Instrument Markings 2 3 Weight Limits Normal Category 2 3 Utility Category 2 4 Center of Gravity Limits Normal Category 2 4 Utility Category 2 4 Maneuver Limits Normal Category 2 4 Utility Category 2 4 Flight Load Factor Limits Normal Category 2 5 Utility Category 2 5 Kinds of Operation Limits 2 5 Fuel Limitations 2 6 1 2 7 INTRODUCTION Section 2 i
79. Pilot s Operating Handbook Cardinal 1977 Cessna 177B Serial No 17702629 Registration No N110PF THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED TO BE FURNISHED TO THE PILOT BY FAR PART 23 CESSNA AIRCRAFT COMPANY WICHITA KANSAS USA CESSNA 1778 INTRODUCTION PERFORMANCE SPECIFICATIONS SPEED Maximum at Sea Level 139 KNOTS Cruise 75 Power at 10 000 Ft 130 KNOTS Cruise Recommended Lean Mixture with fuel allowance Engine start taxi takeoff climb and 4596 Reserve at 4596 75 Power at 10 000 Ft Range 535 NM 49 Gallons Usable Fuel Time 4 2 Hours 60 Gallons Usable Fuel Time 5 3 Hours Maximum Range at 10 000 Ft Range 615 NM 49 Gallons Usable Fuel Time 6 1 Hours 60 Gallons Usable Fuel Time 7 7 Hours RATE OF CLIMB AT SEA LEVEL 840 FPM SERVICE CEILING 14 600 FT TAKEOFF PERFORMANCE Ground Roll 750 FT Total Distance Over a 50 Ft Obstacle 1400 FT LANDING PERFORMANCE Ground Roll 600 FT Total Distance Over a 50 Ft Obstacle 1220 Ft STALL SPEED CAS Flaps Up Power Off 55 K
80. The engine may be cleaned with Stoddard solvent or equivalent then dried thoroughly CAUTION Particular care should be given to electrical equipment before cleaning Cleaning fluids should not be allowed to enter magnetos starter alternator and the like Protect these components before saturating the engine with solvents All other openings should also be covered before cleaning the engine assembly Caustic cleaning solutions should be used cautiously and should always be properly neutralized after their use CESSNA 1778 SECTION 8 HANDLING SERVICE AND MAINTENANCE INTERIOR CARE To remove dust and loose dire from the upholstery and carpet clean the interior regularly with a vacuum cleaner Blot up any spilled liquid promptly with cleansing tissues or rags Don t pat the spot press the blotting material firmly and fold it for several 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 used sparingly Before using any solvent read the instruction on the container and test it on an obscure place on the fabric to be cleaned 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 type detergent used according to the manufacturer s instructions To minimize wetting the fabric keep the foam as dry
81. a pressure measured in the engine s induction system and is expressed in inches of mercury Hg AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demonstrated Crosswind Velocity Usable Fuel Demonstrated Crosswind Velocity is the velocity of the crosswind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests The value shown is not considered to be limiting Usable Fuel is the fuel available for flight planning 1 6 CESSNA 1778 Unusable Fuel GPH NMPG G SECTION 1 GENERAL Unusable Fuel is the quantity of fuel that can not be safely used in flight Gallons per Hour is the amount of fuel in gallons consumed per hour Nautical Miles per Gallon is the distance in nautical miles which can be expected per gallon of fuel consumed at a specific power setting and or flight configuration G is acceleration due to gravity WEIGHT AND BALANCE TERMINOLOGY Reference Datum Station Arm Moment Center of Gravity C G C G Arm C G Limits Standard Empty Weight Basic Empty Weight Reference Datum is an imaginary plane from which all horizontal distances are measured for balance purposes Station is a location along the airplane fuselage given in terms of the distance from the reference datum Arm is the horizontal distance from the reference datum to the center of gravity C G of an item Moment is the p
82. ade as required in other flight conditions to maintain a fixed throttle setting WING FLAP SETTINGS Takeoffs are accomplished with the wing flaps set in the 0 to 15 position The preferred flap setting for normal takeoff is 10 This flap setting in comparison to flaps up produces a shorter ground run easier lift off shorter total distance over the obstacle and increased visibility over the nose in the initial climb out For minimum takeoff distance a 15 flap setting should be used This setting gives approximately 1596 shorter ground run and total distance as compared to the 10 flap setting Flap settings of greater than 15 are not approved for takeoff CROSSWIND TAKEOFF Takeoffs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length to minimize the drift angle immediately after takeoff The airplane is accelerated to a speed slightly higher than normal then pulled off abruptly to prevent possible settling back to the runway while drifting When clear of the ground make a coordinated turn into the wind to correct for drift ENROUTE CLIMB Normal climbs are performed at 75 to 85 KIAS with flaps up and reduced power down to 24 inches of manifold pressure and 2500 RPM for increased passenger comfort due to lower noise level The mixture should be full rich below 3000 feet and may be leaned above 3000 feet for smoother engine operation The best rate of climb speeds range from
83. airspeed on the ring opposite the calibrated airspeed RATE OF CLIMB INDICATOR The rate of climb indicator depicts airplane rate of climb or descent in feet per minute The pointer is actuated by atmospheric pressure changes resulting from changes of altitude as supplied by static sources ALTIMETER Airplane altitude is depicted by a barometric type altimeter A knob near the lower left portion of the indicator provides adjustment of the instrument s barometric scale to the current altimeter setting VACUUM SYSTEM AND INSTRUMENTS An engine driven vacuum system see figure 7 9 is available and provides the suction necessary to operate the attitude indicator and directional indicator The system consists of a vacuum pump mounted on the engine a vacuum relief valve and vacuum system air filter on the aft side of the firewall below the instrument pane and the instruments including a suction gage on the left side of the instrument panel ATTITUDE INDICATOR An attitude indicator is available and gives a visual indication of flight attitude Bank attitude is presented by a pointer at the opt of the indicator relative to the bank scale which has index marks at 10 20 30 60 and 90 either side of center mark Pitch and roll attitudes are presented by a miniature airplane in relation to the horizon bar A knob at the bottom of the instrument is provided for in flight adjustment of the miniature airplane to the horizon bar for a more a
84. allel to the airplane center line from center of nose wheel axle left side to a plumb bob dropped from the line between the main wheel centers Repeat on right side and average measurements Using weights from 3 and measurements form 4 the airplane weight and C G can be determined Basic Empty Weight can be determined by completing Figure 6 1 6 2 CESSNA 1778 SECTION 6 WEIGHT AND BALANCE EQUIPMENT LIST Datum Sta 0 0 Firewall Front Face Lower Portion Level on Leveling Screws Left Side of Tailcone SCALE POSITION SCALE READING TARE SYMBOL NET WEIGHT LEFT WHEEL L RIGHT WHEEL R NOSE WHEEL N SUM OF NET WEIGHTS AS WEIGHED Ixi IN W x ARM 54 X IN ITEM Weight Ibs X C G Arm in Moment 1000 Ibs in Airplane weight from item 6 Add oil 9 gts t 7 5 Ibs gal 17 0 45 765 Add Unusable Fuel 1 gal 6 lbs gal 6 0 100 0 600 Equipment changes Basic Empty Weight Figure 6 1 Sample Airplane Weighing 6 3 CESSNA 1778 SECTION 6 WEIGHT AND BALANCE EQUIPMENT LIST Airplane Model SERIAL NUMBER PAGE NUMBER Date Item Nr Description RUNNING BASIC of Article or ADDED REMOVED EMPTY WEIGHT Modification IN OUT WT LB AR MOMENT WT ARM MOMEN WT MOMENT M 1000 LB IN T LB 1000 IN 1000
85. alve in either LEFT or RIGHT position to prevent cross feeding OIL Oil Grade Specification MIL L 6082 Aviation Grade Straight Mineral Oil Use to replenish supply during first 25 hours and at the first 25 hour oil change Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized NOTE The airplane was delivered from the factory with a corrosion preventive aircraft engine oil This oil should be drained after the first 25 hours of operation MIL L 22851 Ashless Dispersant Oil This oil must be used after first 50 hours or oil consumption has stabilized Recommended Viscosity for Temperature Range MIL L 6082 Aviation Grade Straight Mineral Oil SAE 50 above 16 C 60 F SAE 40 between 1 30 F 32 C 90 F SAE 30 between 18 C 0 F and 21 70 F SAE 20 below 12 C 10 F MIL L 22851 Ashless Dispersant Oil SAE 40 or SAE 50 above 16 C 60 F SAE 40 between 1 30 F and 32 C 90 F SAE 30 between 18 C 0 F and 21 70 F SAE 30 below 12 C 10 F Oil Capacity Sump 8 quarts Total 9 quarts MAXIMUM CERTIFICATED WEIGHTS Takeoff Normal Category 2500 pounds Utility Category 2200 pounds Landing Normal Category 2500 pounds Utility Category 2200 pounds Weight in baggage compartment Normal Category Baggage passenger on auxiliary seat or cargo area 2 and hatshelf Station 142 to 185 120 pounds NOTE The maximum combined weight for carg
86. ard 2nd row seating seating seat removed Pilot or passenger center of gravity on adjustable seats positioned for average occupant Numbers in parentheses indicate forward and aft limits of occupant center of gravity range Arm measured to the center of the area shown NOTE The aft baggage wall approximately station 175 can be used as a convenient interior reference point for determining the location of baggage area fuselage stations Figure 6 3 Loading Arrangements CESSNA 1778 SECTION 6 WEIGHT AND BALANCE EQUIPMENT LIST CABIN HEIGHT MEASUREMENTS wu REAR WALL OF CABIN HATSHELF FIREWALL eu 684 525 122 3 WIDTH WIDTH HEIGHT HEIGHT HEIGHT WIDTH TOP BOTTOM FRONT CENTER REAR CABIN DOOR 23 47 V 23 43 38 LWR WINDOW LINE BAGGAGE DOOR 17 17 V8 20 20 CABIN FLOOR CABIN WIDTH MEASUREMENTS gt REAR DOORPOST BULKHEAD FACE OF INSTRUMENT TIE DOWN RINGS 4 25 CABIN STATIONS 54 60 70 80 90 100 110 120 130 140 150 160 170 180 188 C G ARMS 122 3 Figure 6 4 Internal Cabin Dimensions 6 7 CESSNA 1778 WEIGHT AND BALANCE EQUIPMENT LIST SECTION 6 SAMPLE AIRPLANE YOUR AIRPLANE Weight Moment Weight Moment SAMPLE LOADING PROBLEM Ibs in Ibs in Ibs 1000 Ibs 1000 Basic empty weight shown is for aircraft N110PF as calculat
87. asure and utility from your airplane It contains information about your Cessna s equipment operating procedures and performance and suggestions for its servicing and care We urge you to read it from cover to cover and to refer to it frequently Our interest in your flying pleasure has not ceased with your purchase of a Cessna Worldwide the Cessna Dealer Organization backed by the Cessna Customer Services Department stands ready to serve your The following services are offered by most Cessna Dealers THE CESSNA WARRANTY which provides coverage for parts and labor is available at Cessna Dealers worldwide Specific benefits and provisions of warranty plus other important benefits for you are contained in your Customer Care Program book supplied with your airplane Warranty service is available to you at authorized Cessna Dealers throughout the world upon presentation of your Customer Care Card which establishes your eligibility under the warranty FACTORY TRAINED PERSONNEL to provide you with courteous expert service FACTORY APPROVED SERVICE EQUIPMENT to provide you efficient accurate workmanship gt A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING CESSNA AIRPLANES since Cessna Dealers have all of the Service Manuals and Parts Catalogs kept current by Service Letters and Service News Letters published by Cessna Aircraft Company We urge all C
88. ate Electronic components in the electrical system could be adversely affected by higher than normal voltage if a faulty voltage regulator setting is causing the overcharging To preclude these possibilities over voltage sensor will automatically shut down the alternator and the over voltage warning light will illuminate if the charge voltage reaches approximately 16 volts Assuming that the malfunction was only momentary an attempt should be made to reactivate the alternator system To do this turn both sides of the master switch off and on again If the problem no longer exists normal alternator charging will resume and the warning light will go off If the light illuminates again a malfunction is confirmed In this even the flight should be terminated and or the current drain on the battery minimized because the battery can supply the electrical system for only a limited period of time If the emergency occurs at night power must be conserved for the later operation of the wing flaps and possible use of the landing lights during landing 3 12 CESSNA 1778 SECTION 3 EMERGENCY PROCEDURES INSUFFICIENT RATE OF CHARGE If the ammeter indicates a continuous discharge rate in flight the alternator is not supplying power to the system and should be shut down since the alternator field circuit may be placing an unnecessary load on the system All nonessential equipment should be turned off and the flight terminated as soon as practical As
89. ccessories under which it is listed Suffix letters identify the equipment as a required item a standard item or an optional item Suffix letters are as follows R required items of equipment for FAA certification S standard equipment items O optional equipment items replacing required or standard items A optional equipment items which are in addition to required or standard items A reference column provides the drawing number for the item NOTE If additional equipment is to be installed it must be done in accordance with the reference drawing accessory kit instructions or a separate FAA approval Columns showing weight in pounds and arm in inches provide the weight and center of gravity location for the equipment NOTE Unless otherwise indicated true values not net change values for the weight and arm are shown Positive arms are distances aft of the airplane datum negative arms are distances forward of the datum NOTE Asterisks after the weight and arm indicate complete assembly installation Some major components of the assembly are listed on the lines immediately following The summation of these major components does not necessarily equal the complete assembly installation 6 11 SECTION 6 WEIGHT AND BALANCE EQUIPMENT LIST CESSNA 177B WSOP uS IOS 1 e e ee ONG EMTS TOA Viet OU 123 5 3 0 0 3 3
90. ccurate flight attitude indication DIRECTIONAL INDICATOR A directional indicator is available and displays airplane heading on a compass card in relation to a fixed simulated airplane image and index The directional indicator will precess slightly over a period of time Therefore the compass card should be set in accordance with the magnetic compass just prior to takeoff and occasionally re adjusted on extended flights A knob on the lower left edge of the instrument is used to adjust the compass card to correct for any precession SUCTION GAGE A suction gage is located at the upper left edge of the instrument panel when the airplane is equipped with a vacuum system Suction available for operation of the attitude indicator and directional indicator is shown by this gage which is calibrated in 7 25 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION inches of mercury The desired suction range is 4 6 to 5 4 inches of mercury A suction reading below this range may indicate a system malfunction or improper adjustment and in this case the indicators should no be considered reliable STALL WARNING SYSTEM The airplane is equipped with a pneumatic type stall warning system consisting of an inlet in the leading edge of the left wing and air operated horn near the upper left corner of the windshield and associated plumbing As the airplane approaches a stall the low pressure on the upper surface of the wings moves forward around
91. city for the hatshelf is 25 Ibs UTILITY CATEGORY Maximum Takeoff Weight 2200 lbs Maximum Landing Weight 2200 lbs Weight in Baggage Compartment in the utility category the baggage compartment and rear seat must not be occupied CENTER OF GRAVITY LIMITS NORMAL CATEGORY Center of Gravity Range gt Forward 101 0 inches aft of datum at 2000 Ibs or less to 102 2 inches aft of datum at 225 Ibs to 105 7 inches aft of datum at 2500 pounds with straight ling variation between points gt Aft 114 5 inches aft of datum at all weights gt Reference Datum 54 0 inches forward of front face of lower portion of firewall UTILITY CATEGORY Center of Gravity Range gt Forward 101 0 inches aft of datum at 2000 Ibs or less with straight line variation to 102 0 inches aft of datum at 2200 Ibs Aft 109 inches aft of datum at all weights Reference Datum 54 0 inches forward of front face of lower portion of firewall MANEUVER LIMITS This airplane is certificated in both the normal and utility 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 turns in which the angle be bank is not more than 60 Aerobatic maneuvers including spins are not approved UTILITY CATEGORY This airplane is not designed for purely aerobatic flight However in the acquisition of various certificat
92. computed from actual flight tests with the airplane and engine in good condition and using average piloting skills 5 1 CESSNA 1778 SECTION 5 PERFORMANCE It should be noted that the performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel based on 45 power Fuel flow data for cruise is based on the recommended lean mixture setting Some indeterminate variables such as mixture leaning technique fuel metering characteristics engine and propeller condition and air turbulence may account for variations of 1096 or more in range and endurance Therefore it is important to utilize all available information to estimate the fuel required for the particular flight USE OF PERFORMANCE CHARTS Performance data is presented in tabular or graphical form to illustrate the effect of different variables Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular figure with reasonable accuracy SAMPLE PROBLEM The following sample flight problem utilized information from the various charts to determine the predicted performance data for a typical flight The following information is known AIRPLANE CONFIGURATION Takeoff weight 2450 Pounds Usable fuel 49 Gallons TAKEOFF CONDITIONS Field pressure altitude 1500 Feet Tempe
93. ction and either a Progressive Care Operation No 1 or the first 100 hour inspection within the first 6 months of ownership at not charge to you If you take delivery from your Dealer the initial inspection will have been performed before delivery of the airplane to you If you 8 4 CESSNA 1778 SECTION 8 HANDLING SERVICE AND MAINTENANCE pick up your airplane at the factory plan to take it to your Dealer reasonably soon after you take deliver so the initial inspection may be performed allowing the Dealer to make any minor adjustments which may be necessary You will also want to return to your Dealer either at 50 hours or 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 important inspections will be performed for you by any Cessna Dealer in most cases you will prefer to have the Dealer from whom you purchased the airplane accomplish this work PILOT CONDUCTED PREVENTIVE MANITENANCE A certified pilot who owns or operates an airplane no 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 the specific maintenance operation which are allowed NOTE Pilots operating airplanes of other than U S registry should refer to the regulations of the country of certification for information on preventive maintenance that may be performed by pi
94. d above the right corner of the control pedestal is a red knob with raised points around the circumference and is equipped with a lock button in the end of the knot The rich position is full forward and full aft is the idle cut off position For small adjustments the control may b moved forward by rotating the knob clockwise and aft by rotating the knob counter clockwise 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 the control as desired ENGINE INSTRUMENTS Engine operation is monitored by the following instruments oil pressure gage oil temperature gage cylinder head temperature gage tachometer manifold pressure gage and fuel pressure gage An economy mixture EGT indicator and carburetor air temperature gage are also available The oil pressure gage located below and to the left of the pilot s control wheel shaft is operated electrically and by oil pressure A direct pressure oil line from the engine delivers oil at engine operating pressure to a transducer The transducer then transmits the oil pressure electronically to the gage Gage markings indicate that the minimum idling pressure is 25 psi red line the normal operating range is 60 to 90 psi green arc and maximum pressure is 100 psi red line Oil temperature is indicated by a gage located below and to the right of the pilot s control wheel shaft The gage is operated by an e
95. d by grasping the sides of the link and pulling against the belt Insert and lock the belt link into the buckle Tighten the belt to a snug fit Seat belts for the rear seats and the child s seat are sued in the same manner as the belts for the front seats To release the seat belts grasp the top of the buckle opposite the link and pull upward SHOULDER HARNESSES Each front seat shoulder harness is attached to a rear doorpost above the window line and is stowed behind a stowage sheath above the cabin door To stow the harness fold it and place it behind the sheath When rear seat shoulder harnesses furnished they are attached adjacent to the lower corners of the rear window Each rear seat harness is stowed behind a stowage sheath above an aft side window No harness is available for the child s seat 7 8 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION To use a front or rear seat shoulder harness fasten and adjust the seat belt first Lengthen the harness as required by pulling on the connecting link on the end of the harness and the narrow release strap Snap the connecting link firmly onto the retaining stud on the seat belt link half Then adjust to length A properly adjusted harness will permit the occupant to lean forward enough to sit completely erect but prevent excessive forward movement and contact with objects during sudden deceleration Also the pilot will want the freedom to reach all controls easily Removing
96. d during refueling operations Fuel quantity is measured by two float type fuel quantity transmitters one in each thank and indicated by two electrically operated fuel quantity indicators on the lower left portion of the instrument panel An empty tank is indicated by a red line and the letter E When an indicator shows an empty tank approximately 0 5 gallons remains as unusable fuel The indicators cannot be relied upon for accurate readings during skids slips or unusual attitudes If both indicator pointers should rapidly move to a zero reading check the cylinder head temperature gage oil temperature gage or oil pressure gage for readings If these gages are not indicating an electrical malfunction has occurred NOTE Take off with the fuel selector valve handle in the BOTH ON position to prevent inadvertent takeoff on an empty tank However during long range flight with the selector in the BOTH ON position unequal fuel flow from each tank may occur if the wings are not maintained exactly level Resulting wing heaviness can be alleviated gradually by turning the selector valve handle to the fuel in the heavy wing The recommended cruise fuel management procedure is to use the left and right tank alternately 7 16 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION FILLER CAPS HE SELECTOR LEFT FUEL TANK VENT RT VENT PUEL RESERVOIR FUEL comic SHUTOFF VALVE
97. d reason to suspect an engine failure is imminent Reduce engine power immediately and select a suitable forced landing field Use only the minimum power to reach the desired touchdown spot ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and over voltage warning light however the cause of these malfunctions is usually difficult 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 damaged or improperly adjusted voltage regulator can also cause malfunctions Problems of this nature constitute an electrical emergency and should be dealt with immediately Electrical power malfunctions usually fall into two categories excessive rate of charge and insufficient rate of charge The following paragraphs describe the recommended remedy for each situation EXCESSIVE RATE OF CHARGE After engine starting 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 a flight However after thirty minutes of cruising flight the ammeter should be indicating less than two needle widths of charging current If the charging rate were to remain above this value on a long flight the battery would overheat and evaporate the electrolyte at an excessive r
98. down attachments bolt to standard attach points in the cabin floor The six attach points are located as follows two are located inboard and approximately 17 inches aft of the rear door posts at station 140 two are located at the forward edge of the baggage door at station 155 and two are located just forward of the aft baggage wall at station 173 the maximum allowable cabin floor loading is 200 pounds per square foot however when items with small or sharp support areas are carried the installation of 74 inch plywood floor is recommend to protect the aircraft structure The maximum rated load weight capacity for each of the six latch plate tie downs is 140 pounds and is 100 pounds for the two seat rail tie downs Rope straps or cable used for tie downs should be rated at a minimum of ten times the load capacity of the tie down fittings used Weight and balance calculation for cargo in the area of the second row seat CARGO 1 and the baggage area CARGO2 can be figured on the Loading Graph using the lines labeled 2 Row Passengers or Cargo 1 and or baggage Passenger on Auxiliary Seat or Cargo 2 and Hatshelf respectively If the position of cargo loads is different from that shown on the Loading Arrangements diagram the moment must be determined by multiplying the weight by the actual c g arm 6 5 CESSNA 1778 SECTION 6 WEIGHT AND BALANCE EQUIPMENT LIST LOADING ARRANGEMENTS station 134 165 175 185 optional stand
99. e is equipped with a manual primer The primer is actually a small pump which draws fuel from the fuel strainer with the plunger is pulled out and injects it into the cylinder intake ports with the plunger is pushed back in The plunger knob on the instrument panel is equipped with a lock and after being pushed full in must be rotated either left or right until the know cannot be pulled out COOLING SYSTEM Ram air for engine cooling enters through two intake openings in the cowling nose cap The cooling air is directed around the cylinders and other areas of the engine by baffling and is then exhausted through cowl flaps on the lower aft edge of the cowling The cowl flaps are mechanically operated from the cabin by means of a cowl flap lever on the right side of the control pedestal The pedestal is labeled OPEN COWL FLAPS CLOSED During takeoff and high power operation the cowl flap lever should be placed in the OPEN position for maximum cooling This is accomplished by moving the lever to the right to clear a locking hole then moving the lever to the OPEN position Anytime the4 lever is repositioned it must first be moved to the right While in cruise flight cowl flaps should be adjusted to keep the cylinder head temperature at approximately three fourths of the normal operating range green arc During extended let downs it may be necessary to completely close the cowl flaps by pushing the cowl flap lever down to the CLOSED position
100. eat belt buckle Adjust belt tension across the lap by pulling upward on the shoulder harness Removal is accomplished by releasing the seat belt buckle which will allow the inertia reel to pull the harness inboard of the seat ENTRANCE DOORS AND CABIN WINDOWS Entry to and exit from the airplane is accomplished through either of two entry doors one on each side of the cabin at the front seat position refer to section 6 for cabin and cabin door dimensions The doors incorporate a recessed exterior door handle a conventional interior door handle a key operated door lock left door only a door stop mechanism and a ventilation window To open the doors from outside the airplane utilize the recessed door handle near the aft edge of each door depress the forward end of the handle to rotate it out of its recess and then pull outboard To close or open the doors from inside the airplane use the conventional door handle and arm rest The inside door handle is a three 7 9 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION position handle having a placard at its base with the positions OPEN CLOSE and LOCK shown on it The handle is spring loaded to the CLOSE up position When the door has been pulled shut and latched lock it by rotating the door handle forward to the LOCK position Both cabin doors should be locked prior to flight and should not be opened intentionally during flight NOTE Accidental opening of a cabin door
101. ed a transmitter audio switching system is provided see figure 7 10 The operation of this switching system is described in the following paragraphs TRANSMITTER SELECTOR SWITCH A rotary type transmitter selector switch labeled XMTER SEL is provided to connect the microphone to the transmitter the pilot desires to use To select a transmitter rotate the switch to the number corresponding to that transmitter The numbers 1 2 and 3 above the switch correspond to the top second and third transceivers in the avionics stack 7 27 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION An audio amplifier is required for speaker operation and is automatically selected along with the transmitter by the transmitter selector switch As an example if the number 1 transmitter selector is selected the audio amplifier in the associated NAV COM receiver is also selected and functions as the amplifier for ALL speaker audio In the event the audio amplifier in use fails as evidenced by loss of all speaker audio select another transmitter This should re establish speaker audio Headset audio is not affected by audio amplifier operation AUTOMATIC AUDIO SELECTOR SWITCH A toggle switch labeled AUTO can be used to automatically match the appropriate NAV COM receiver audio to the transmitter being selected To utilize this automatic feature leave all NAV COM receiver switches in the OFF center position and place the AUTO selector sw
102. ed permissible with wing flaps in a prescribed extended position VNo Maximum Structural Cruising Speed is the speed that should 1 5 CESSNA 1778 Vs Vso Vx SECTION 1 GENERAL not be exceeded except in smooth air then only with caution Never Exceed Speed is the speed limit that may not be exceeded at any time Stalling Speed or the minimum steady flight speed at which the airplane is controllable Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration at the most forward center of gravity Best Angle of Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance Best Rate of Climb Speed is the speed which results in the greatest gain in a given time METEOROLOGICAL TERMINOLOGY OAT Standard Temperature Pressure Altitude Outside Air Temperature is the free air static temperature It is expressed in either Celsius formerly Centigrade or degrees Fahrenheit Standard Temperature is 15 at sea level pressure altitude and decreases by 2 for each 1 000 feet of altitude Pressure Altitude is the altitude read from an altimeter when the altimeter s barometric scale has been set to 29 92 inches of mercury 1013 mb ENGINE POWER TERMINOLOGY BHP RPM MP Brake Horsepower is the power developed by the engine Revolutions per minute is the engine speed Manifold Pressure is
103. ed Preventive Maintenance 8 5 Alterations or Repairs 8 5 Ground Handling 8 5 TOowing 8 5 Parking 8 5 Tie Down 8 6 JACKING 8 6 Leveling 8 6 Flyable Storage 8 7 Servicing 8 7 Engine Oil 8 8 Fuel 8 8 Landing Gear 8 9 Cleaning and Care 8 9 Windshield Windows 8 9 Painted Surfaces 8 10 Propeller Care 8 10 Engine 8 10 Interior
104. ed from factory 2 2 1 646 60 171 07 1646 6 171 07 1988 Fuel 60 Gal at 6 gal Standard Tanks 49 gallons Long Range tanks not installed Reduced Fuel 43 gallons 258 28 90 Pilot and Front Passenger station 90 to 340 31 62 97 Second Row Passengers 170 22 78 Cargo 1 Replacing Second Row Seat station 126 to 142 Baggage Passenger on Auxiliary Seat or Cargo 2 and Hatshelf station 142 to 185 85 4 13 83 120 165 maximum TOTAL WEIGHT AND MOMENT 2 500 00 268 20 FIGURE 6 5 6 8 CESSNA 1778 SECTION 6 WEIGHT AND BALANCE EQUIPMENT LIST 450 400 tt tf te EE ft tT tT te yy Tt Te eZ _ 0 TTA 12 2 LOADING GRAPH E H H HH HHH A HHV tow passere second row passenger pilot and front passenger or cargo 1 EEE ig 2 REL a 8 12 E EEE oer a
105. eed these speeds with To 10 Flaps 113 115 the given flap settings 10 to 30 Flaps 90 90 Maximum Window Open 104 105 Do not exceed this speed with Speed windows open Figure 2 1 Airspeed Limitations AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2 2 MARKING KIAS VALUE SIGNIFICANCE OR RANGE White Arc 45 90 Full Operating Range Lower limit is maximum weight Vso in landing configuration Upper limit is maximum speed permissible with flaps extended Green Arc 54 138 Normal Operating Range Lower limit is maximum weight Vs at most forward C G with flaps retracted Upper limit is maximum cruising speed Yellow Arc 138 167 Operations must be conducted with caution and only in smooth air Red Line 167 Maximum speed for all operations Figure 2 2 Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer Avco Lycoming Engine Serial Number O 360 A1F6D Engine Operating Limits for Takeoff and Continuous Operations Maximum Power 180 BHP Maximum Engine Speed 2700 RPM Maximum Cylinder Head Temperature 260 C 500 Maximum Oil Temperature 118 C 245 F 2 2 CESSNA 1778 Oil Pressure Minimum 25 psi Maximum 100 psi Fuel Pressure Minimum 2 psi Maximum 8 psi Propeller Manufacturer McCauley Accessory Division Propeller Model Number B2D34C21 1 82PCE 6 Propeller Diameter
106. el 7 4 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION TRIM SYSTEMS Manually operated rudder and stabilator trim is provided Rudder trimming is accomplished through a bungee connected to the rudder control system and a trim control wheel mounted on the control pedestal Rudder trimming is accomplished by rotating the horizontally mounted trim control wheel either left or right to the desired trim position Rotating the trim wheel to the right will trim nose right conversely rotating it to the left will trim nose left Stabilator trimming is accomplished through the stabilator trim tab by utilizing the vertically mounted trim control wheel Forward rotation of the trim wheel will trim nose down conversely aft rotation will trim nose up INSTRUMENT PANEL The instrument panel see Figure 7 2 is designed around the basic T configuration The gyros are located immediately in front of the pilot and arranged vertically 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 located around the basic T Engine and electrical instruments and fuel quantity indicators are arranged around the base of the control wheel shaft An alternate static source valve control knob and two additional instruments may be installed along the left edge of the instrument panel Avionics equipment is stacked approximately on the centerline of the
107. el pressure drops below 2 psi The engine driven fuel pump or electric pump it in use then delivers fuel to the carburetor 7 15 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION NOTE In the event that engine driven pump should fail during operations that require high power the electric fuel pump should be turned on From the carburetor mixed fuel and air flows to the cylinders through intake manifold tubes The manual primer draws its fuel from the fuel strainer and injects it into the cylinder ports The airplane may be serviced to a reduced capacity to permit heavier cabin loadings This is accomplished by utilizing a marker in the filler nick in either the standard or long range thanks The marker consists of a series of small holes at the bottom of the filler neck When both tanks are filled to this level the total usable fuel is 43 gallons with either the standard or long range tank installations Fuel system venting is essential to system operation Complete blockage of the venting system will result in decreasing fuel flow and eventual engine stoppage Venting is accomplished by vent lines one from each fuel tank which vent overboard at the wing tip opposite the tank The vent lines are interconnected providing back up ventilation for each tank through the opposite fuel tank vent line A connecting vent line from the right fuel tank vent line to the reservoir tank prevents the reservoir tank from becoming air locke
108. eral utility purposes The construction of the fuselage is a conventional formed sheet metal bulkhead and skin design referred to as semi monocoque Incorporated into the fuselage structure are a flat floorboard extending from the firewall to the back of the baggage compartment large cabin door openings and a baggage door opening Major items of structure include a forward carry through spar and a forged aluminum main carry through spar to which the wings are attached The lower aft portion of the fuselage center section contains the forgings and structure for the main landing gear A reinforced tail skid tie down ring is installed on the tailcone for the tailcone protection 7 2 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION The full cantilever modified laminar flow wings with integral fuel tanks are constructed of a forward spar main spar conventional formed sheet metal ribs and aluminum skin The integral fuel tanks are formed by the forward spar two sealing ribs and an aft fuel tank spar forward of the main spar The Frise type ailerons and single slot type flaps are of the conventional formed sheet metal ribs and smooth aluminum skin construction The ailerons are equipped with ground adjustable trim tabs on the inboard end of the trailing edge and balance weights in the leading edges A s N Aileron Control System jj Rudder and Rudder Trim Control System 7 A Stabilator Trim Control System Figure 7 1 Flight
109. es such as commercial pilot instrument pilot and flight instructor certain maneuvers are required by the FAA All of these maneuvers are permitted in this airplane when operated in the utility category In the utility category the baggage compartment and rear seat must not be occupied No aerobatic maneuvers are approved except those listed below 2 4 CESSNA 1778 SECTION 2 LIMITATIONS MANEUVER RECOMMENDED ENTRY SPEED Chandelles 100 knots Lazy Eights 100 knots Steep Turns 100 knots SpinS Slow Deceleration Stalls Slow Deceleration Abrupt use of controls is prohibited above 102 knots Aerobatics that may impose high loads should not be attempted The important thing to bear in mind in flight maneuvers is that airplane is clean in aerodynamic design and will build up speed quickly with the nose down Proper speed control is an essential requirement for execution of any maneuver and care should always be exercised to avoid excessive speed which in turn can impose excessive loads In the execution of all maneuvers avoid abrupt use of controls Intentional spins with flaps extended are prohibited FLIGHT LOAD FACTOR LIMITS NORMAL CATEGORY Flight Load Factors Gross Weight 2500 165
110. ese requirements and begin scheduling your airplane for service at the recommended intervals Cessna Progressive Care ensures that these requirements are accomplished at the required intervals to comply with the 100 hour or ANNUAL inspection as previously covered Depending on various flight operations your local Government Aviation Agency may require additional service inspections or tests For these regulatory requirements owners should check with local aviation officials where the airplane is being operated 8 7 CESSNA 1778 SECTION 8 HANDLING SERVICE AND MAINTENANCE For quick and ready reference quantities materials and specifications for frequently used service items are as follows ENGINE OIL GRADE AND VISCOSITY FOR TEMPERATURE RANGE The airplane was delivered from the factory with a corrosion preventive engine oil This oil should be drained after the first 25 hours of operation and the following oils used as specified for the average ambient air temperature in the operating area MIL L 6082 Aviation Grade Straight Mineral Oil Use to replenish supply during the first 25 hours and at the first 25 hour oil change Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized SAE 50 above 16 C 60 F SAE 40 between 1 C 30 F and 32 C 90 F SAE 30 between 18 C 0 F 21 C 70 F SAE 20 below 12 C 10 F MIL L 22851 Ashless Dispersant Oil This oil must be u
111. essna owners to use the Cessna Dealer Organization to the fullest A current Cessna Dealer Directory accompanies your new airplane The Directory is revised frequently and a current copy can be obtained from your Cessna Dealer Make your Directory one of your cross country planning aids a warm welcome awaits your at every Cessna Dealer CESSNA 1778 INTRODUCTION TABLE OF CONTENTS GENERAL SECTION 1 LIMITATIONS 2 EMERGENCY PROCEDURES 3 NORMAL PROCEDURES 4 PERFORMANCE 5 WEIGHT amp BALANCE EQUIPMENT LIST 6 AIRPLANE SYSTEMS DESCRIPTIONS 7 AIRPLANE HANDLING SERVICE amp MAINTENANCE 8 SUPLEMENTS Optional Systems Description amp Operating Procedures 9 ill CESSNA 1778 SECTION 1 SECTION 1 GENERAL TABLE OF CONTENTS Three View 1 2 Introduction 1 3 Descriptive Data Engine 1 3 Propeller 1 3
112. ever should an emergency arise the basic guidelines described in this section should be considered and applied as necessary to correct the problem Emergency procedures associated with the ELT and other optional systems can be found in Section 9 AIRSPEEDS FOR EMERGENCY OPERATION Engine failure after takeoff Wing Flaps Up 70 KIAS Wing Flaps Down 65 KIAS Maneuvering Speed 2500 Lbs 102 KIAS 2100 Lbs 93 KIAS 1700 Lbs 83 KIAS Maximum Glide 2500 Lbs 75 KIAS 2100 Lbs 70 KIAS 1700 Lbs 65 KIAS Precautionary landing with engine power 65 KIAS Landing without engine power Wing Flaps Up 75 KIAS Wing Flaps Down 65 KIAS 3 2 CESSNA 1778 SECTION 3 EMERGENCY PROCEDURES OPERATIONAL CHECKLISTS ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN 1 Throttle IDLE Brakes APPLY Wing Flaps RETRACT Mixture IDLE CUT OFF Ignition Switch OFF Master Switch OFF ee FAILURE IMMEDIATELY AFTER TAKEOFF Airspeed 70 KIAS 5 Mixture ID
113. flight ENGINE FIRE IN FLIGHT 1 Mixture IDLE CUT OFF Fuel shutoff Valve OFF pull sharply to break safety wire Master Switch OFF Cabin Heat and Air OFF except overhead vents Airspeed 105 KIAS if fire is not extinguished increase glide Forced Landing EXECUTE as described in Landing Without Engine Power DaRoN ELECTRICAL FIRE IN FLIGHT Master Switch OFF All Other Switches except ignition switch OFF Vents Cabin Air Heat CLOSED Fire Extinguisher ACTIVATE if available After discharging an extinguisher within closed cabin ventilate the cabin If fire appears out and electrical power is necessary for continuance of flight REON 5 Master Switch ON 6 Circuit Breakers CHECK for faulty circuit do not reset 7 Radio Electrical Switches ON one at a time with delay after each until short circuit is localized 8 Vents Cabin Air Heat OPEN when it is ascertained that fire is completely extinguished CABIN FIRE 1 Master Switch OFF 2 Vents Cabin Air Heat CLOSED to avoid drafts 3 Fire Extinguisher ACTIVATE if available WARNING After discharging an extinguisher within closed cabin ventilate the cabin 4 Land the airplane as soon as possible to inspect for damage WING FIRE 3 5 CESSNA 1778 SECTION 3 EMERGENCY PROCEDURES 1 Navigation Light Switch OFF 2 Pitot Heat Switch If installed OFF 3 Strobe Ligh
114. gs are suspected due to water or ice in the pressure lines going to the standard external static pressure source the alternate static source valve should be pulled on To avoid the possibility of large errors the vent windows should not be open when using the alternated static source The Airspeed Calibration chart Figure 5 1 reflects the errors under the most adverse condition vents and windows open and does not imply that the alternate static source should be used with that configuration Theses speeds will provide an adequate margin of safety with vents and windows closed Altimeter readings may vary as much as 100 feet using the alternate static source with vents and windows open SPINS Should an inadvertent spin occur the following procedures 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 WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL 5 HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS 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 CESSNA 1778 SECTION 3 EMERGENCY PROCEDURES NOTE If disorientation precludes a visual determination of the direction of rotation the symbolic airplane in the turn coordinator or the needle of the turn and bank i
115. gue wap mOOOOOn9m oor ere oe ete erm OO07000 DOr R TRANSMITTER LEIGH SHARC 7 ANADA lt 244 o dux AOIZ OJIOVJZO JIQ mga O je ONWOdr OMe OJI C Za0 nnoezuwt1u Us wo T 1 aq o OPATU oO PmNo aUa 4 SPECIAL OPTION PACKAGES J ITEMS rus us REF DRAWING EQUIPMENT LIST DESCRIPTION 2 XUL m Oir ef 5 avos Lou Oca t Us Mad 02 94 22 2 C aago wvi LQ ZAZU mmmmmiu MZ M zaw x 20 4 4444412 EEG revo APND Z DINI CHO em IIIJ mU OOUIIQUIIIIIOQvOTI a 6 16 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTIONS TABLE OF CONTENTS Introduction 7 2 Airframe 7 2 Flight Controls 7 3 Trim Systems 7 5 Instrument Panel 7
116. h the flight controls and produce maximum control travels It is recommended that where feasible entries be accomplished at high enough altitude that recoveries are completed 4000 feet or more above ground level At least 1000 feet of altitude loss should be allowed for a 1 turn spin and recovery while a 6 turn spin and recovery may require somewhat more than twice that amount For example the recommended entry altitude for a 6 turn spin would be 6000 feet above ground level In any case entries should be planned so that recoveries are completed well above the minimum 1500 feet above ground level required by FAR 91 71 Another reason for using high altitudes for practicing spins is that a greater field of view is provided which will assist in maintaining pilot orientation The normal entry is made from a power off stall As the stall is approached the stabilator control should be smoothly pulled to the full aft position Just prior to reaching the stall break rudder control in the desired direction of the spin rotation should be applied so that full rudder deflection is reached almost simultaneously with reaching full nose up stabilator A slightly greater rate of deceleration than for normal stall entries or the use of partial power at the entry will assure more consistent and positive entries to the spin Care should be taken to avoid using aileron control since its application can increase the rotation rate and cause erratic rotation Both
117. hands off of control wheel Monitor turn coordinator and make corrections by rudder alone Adjust rudder trim to relieve unbalanced rudder force if present Check trend of compass card movement and make cautious corrections with rudder to stop turn 9 Upon breaking out of clouds resume normal cruising flight Bop OY En RECOVERY FROM A SPIRAL DIVE If a spiral is encountered proceed as follows 1 Close the throttle 2 Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line 3 Cautiously apply stabilator back pressure to slowly reduce the indicated airspeed to 80 KIAS 4 Adjust the stabilator trim control to maintain an 80 KIAS glide 3 9 CESSNA 1778 SECTION 3 EMERGENCY PROCEDURES 5 Keep hands off of the control wheel using rudder control to hold a straight heading Use rudder trim to relieve unbalanced rudder force if present 6 Apply carburetor heat 7 Clear engine occasionally but avoid using enough power to disturb the trimmed glide 8 Upon breaking out of clouds resume normal cruising flight FLIGHT IN ICING CONDITIONS Flight into icing conditions is prohibited An inadvertent encounter with these conditions can best be handled using the checklist procedures The best procedure of course is to turn back or change altitude to escape the icing conditions STATIC SOURCE BLOCKED If erroneous instrument readin
118. he extended closed position And remove the drain hose IGNITION STARTER SYSTEM Engine ignition is provided by an engine driven dual magneto and two 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 with both magnetos due to the more complete burning of the fuel air mixture with dual ignition Ignition and starter operation is controlled by a rotary type switch located on the left switch and control panel The switch is labeled clockwise OFF R L BOTH and START The engine should be operated on both magnetos BOTH position except for magneto checks The R and L positions are for checking purposes and emergency use only When the switch is rotated to the spring loaded START position with the master switch in the ON position the starter contractor is energized and the starter will crank the engine When the switch is released it will automatically return to the BOTH position AIR INDUCTION SYSTEM The engine air induction system receives ram air through the left intake in the cowling nose cap Just inside the intake is an air filter which removes dust and other foreign matter from the induction air Airflow passing through the filter enters an airbox at the front of the engine After passing through the airbox induction air enters the inlet in the carburetor which is under the engine and i
119. he wheels In 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 he airplane securely proceed as follows 1 Set the parking brake and install the control wheel lock 2 Install a surface control lock over the fin and rudder 3 Tie sufficiently strong ropes or chains 700 pounds tensile strength to the wings and tail tie down fittings and secure each rope to a ramp tie down 4 Tie a rope no chains or cables to the nose gear strut and secure to a ramp tie down 5 Install a pitot tube cover JACKING When a requirement exists to jack the entire airplane off the ground or when wing jack points are used in the jacking operation refer to the Service Manual for specific procedures and equipment needed A jack pad assembly is available to facilitate jacking individual main gear Prior to the jacking operation the strut to fuselage fairing must be removed With this fairing removed the jack pad is then inserted on the tube in the area between the fuselage and the upper end of the tube faring and the gear jacked as required When using the individual main jack point 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 ma
120. here are miscellaneous data information and licenses that are part of the airplane file The following is a checklist for that file In addition a periodic check should be made of the latest Federal Regulations to ensure that all data requirements are met 1 To be displayed in the airplane at all times a Aircraft Airworthiness Certificate FAA Form 8100 2 b Aircraft Registration Certificate FAA Form 8050 3 c Aircraft Radio Station License if transmitter installed FCC Form 556 2 To be carried in the airplane at all times a Weight and Balance and associated papers latest copy of the Repair and Alteration Form FAA Form 337 if applicable b Equipment List 3 To be made available upon request a Airplane Log Book b Engine Log Book Most of the items listed are required by the United States Federal Regulations Since the regulations of other may require other documents and data owners of airplanes not registered 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 Operating Handbook Pilot s Checklists Power Computer Customer Care Program boo and Customer Care Card be carried in the airplane at all times AIRPLANE INSPECTION PERIODS FAA REQUIRED INSPECTIONS As required by Federal Aviation Regulations all civil aircraft of U S Registry must undergo a complete inspection annual each twelve calendar mont
121. hs In addition to the required ANNUAL inspection aircraft operated commercially for hire must have a complete inspection every 100 hours of operation The FAA may require other inspections by the issuance of airworthiness directives applicable to the airplane engine propeller and components It is the responsibility of 8 3 CESSNA 1778 SECTION 8 HANDLING SERVICE AND MAINTENANCE the owner operator to ensure compliance with all applicable airworthiness directives and when the inspections are repetitive to take appropriate steps to prevent inadvertent noncompliance In lieu of the 100 HOUR and ANNUAL inspection requirements an airplane may be inspected in accordance with a progressive inspection schedule which allows he work to be divided up into smaller operations that can be accomplished in shorter time periods The CESSNA PROGRESSIVE CARE PROGRAM has been developed to provide a modern progressive inspection schedule that satisfies the complete airplane inspection requirements of both the 100 HOURS and ANNUAL inspections applicable to Cessna airplanes The program assists the owner in his responsibility to comply with all FAA inspection requirements while ensuring timely replacement of life limited parts and adherence to factor recommended inspection intervals and maintenance procedures CESSNA PROGRESSIVE CARE The Cessna Progressive Care Program has been designed to help you realize maximum utilization or your airplane at minimu
122. ials will attack the plastic and may cause it to craze Follow by carefully washing with a mild detergent and plenty of water Rinse thoroughly then dry with a clean moist chamois Do not rub the plastic with dry cloth since this builds up an electrostatic charge which attracts dust Waxing with a good commercial was will finish the cleaning job A thin even coat of was polished out by hand with soft flannel cloths will fill in minor 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 surface 8 9 CESSNA 1778 SECTION 8 HANDLING SERVICE AND MAINTENANCE PAINTED SURFACES The painted exterior surfaces of your new Cessna have a durable long lasting finish and under normal conditions require no polishing or buffing Approximately 15 days are required for the paint to cure completely in most cases the curing period will have been completed prior to delivery of the airplane In the event that polishing or buffing is required within the curing period it is recommended that the work be done by someone experienced in handling uncured paint Any Cessna dealer can accomplish this work Generally the painted surfaces can be kept bright by washing with 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 sho
123. ide left nose cap opening CHECK for condition and cleanliness 6 Landing and Taxi Lights CHECK for condition and cleanliness 7 Nose Wheel Strut and Tire CHECK for proper inflation 8 Nose Tie Down DISCONNECT Overt WING Main Wheel Tire CHECK for proper inflation 2 Before first flight and after each refueling use sampler cup and drain small quantity of fuel from fuel tank sump quick drain valve to check for water sediment and proper fuel grade Fuel Quantity CHECK VISUALLY for desired level Fuel Filler Cap SECURE 4 5 CESSNA 1778 SECTION 4 NORMAL PROCEDURES ert WING LEADING EDGE 1 Stall Warning Opening CHECK for stoppage To check the system place a clean handkerchief over the vent opening and apply suction a sound from the waning horn will confirm system operation 2 Pitot Tube Cover REMOVE and check for stoppage 3 Wing Tie Down DISCONNECT 8 OF WING Trailing Edge 1 Fuel Tank Vent Opening at wing tip trailing edge CHECK for stoppage 2 Aileron CHECK for freedom of movement and security BEFORE STARTING ENGINE 1 Preflight Inspection COMPLETE 2 Seats Belts Shoulder Harnesses ADJUST and LOCK 3 Fuel Selector Valve BOTH ON 4 Fuel Shutoff Knob ON safety wire secure 5 Radios Autopilot Electrical Equipment OFF 6 Brakes TEST and SET 7 Cowl Flaps OPEN move lever out of locking hole to reposition 8 Circuit Breakers IN STARTIN
124. ight intensity with the PANEL LIGHTS rheostat control knob The instrument panel may be equipped with post lights which are mounted at the edge of each instrument or control and provide direct lighting The lights are operated by placing the PANEL LTS selector in the POST position and adjusting light intensity with PANEL LIGHTS rheostat control knob By placing the PANEL LTS selector switch in the BOTH position he post lights can be used in combination with the standard flood lighting The engine instrument cluster radio equipment and magnetic compass have integral lighting and operate independently of post or flood lighting The lighting intensity of instrument cluster and radio lighting is controlled by the ENG RADIO LIGHTS rheostat control knob Magnetic compass lighting intensity is controlled by the PANEL LIGHTS rheostat control knob A cabin dome light is located in the aft part of the overhead console and is operated by a switch adjacent to the light To turn the light on move the switch to the right The instrument panel control pedestal may be equipped with a courtesy light mounted at its base to illuminate the forward cabin floor area This light is controlled by the courtesy light switch on the left rear door post A control wheel map light is available and is mounted on the bottom of the pilot s control wheel The light illuminates the lower portion of the cabin just forward of the pilot and is helpful when checking maps and o
125. in flight due to improper closing does not constitute a need to land the airplane The best procedure is to set up the airplane in a trimmed condition at approximately 80 knots momentarily shove the door outward slightly and forcefully close and lock the door Exit from the airplane is accomplished by rotating the door handle full 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 cabin door and using the ignition key lock the door Both cabin doors are equipped with a crank operate ventilation window in the lower front corner of the fixed door window The crank located below each ventilation window opens the window when rotated forward and closes it when rotated aft placard listing restrictions and usage is located adjacent to the crank handle The windows should not be opened at airspeeds above 105 knots or when the alternated static source is in use All other cabin windows are of the fixed type and cannot be opened CONTROL LOCKS A control lock is provided to lock the ailerons and stabilator control surfaces in a neutral position and prevent damage to these systems by wind buffeting while the airplane is parked The lock consists of a shaped steel rod with a red metal flag attached to it The flag is labeled CONTROL LOCK REMOVE BEFORE STARTING ENGINE To install the control lock align the hole on the right side of the pilot s control wheel with
126. in wheels simultaneously using individual main gear jack pads NOTE Do not apply pressure on the outboard stabilator surfaces When pushing on the tailcone always apply pressure at a bulkhead to avoid buckling the skin To assist in raising and holding the nose wheel off the ground weight down the tail by placing sand bags or suitable weights on each side of the stabilator next to the fuselage ground anchors are available the tail should be securely tied down NOTE Ensure that the nose will be held off the ground under all conditions by means of suitable stands or supports under weight supporting bulkheads near the nose of the airplane LEVELING Longitudinal leveling of the airplane is accomplished by placing a level on leveling screws on the side of the tailcone Deflate the nose tire and or raise the nose strut to 8 6 CESSNA 1778 SECTION 8 HANDLING SERVICE AND MAINTENANCE properly center the bubble in the level A level placed across the front seat rails at corresponding points is used to level the airplane laterally FLYABLE STORAGE Airplanes placed in non operational storage for a maximum of 30 days or those which receive only intermittent operations use for the first 25 hours are considered in flyable storage status Every seventh day during these periods the propeller should be rotated by hand through five revolutions This action limbers the oil and prevents any accumulation of corrosion on engine cy
127. individually adjustable backs These levers are under the left and right corners of the seat bottom All seat back configurations are spring loaded to the vertical position To adjust either type of seat back lift the adjustment lever and reposition the back Headrests are available for any of the seat configurations To adjust the headrest apply enough pressure to it to raise or lower it to the desired level The headrest may be removed at any time by raising it until it disengages from the top of the seat back SEAT BELTS AND SHOULDER HARNESSES All seat positions are equipped with seat belts see Figure 7 4 The pilot s and front passengers seats are also equipped with separate shoulder harnesses separate shoulder harnesses are available for the remaining seat positions Integrated seat belt shoulder harnesses with inertial reels can be furnished for the pilots and front passenger s positions if desired SEAT BELTS The seat belts used with the pilot s and front passenger s seats and the child s seat if installed are attached to fittings on the floorboard The buckle half is inboard of each seat and the link half is outboard of each seat The belts for the rear seat are attached to the seat frame with the link halves on the left and right sides of the seat bottom and the buckles at the center of the seat bottom To use the seat belts for the front seats position the seat as desired and then lengthen the link half of the belt as neede
128. irspeed indicator and static pressure to the airspeed indicator rate of climb indicator and altimeter The system is composed of a pitot tube mounted on the lower surface of the left wing tow external static ports one on each side of the lower forward portion of the fuselage and the associated plumbing necessary to connect the instruments to the sources The airplane may also be equipped with a pitot heat system The system consists of a heating element in the pitot tube a rocker type switch labeled PITOT HEAT on the lower left side of the instrument panel a 10 amp circuit breaker on the lower right side of the instrument pane and associated wiring When the pitot heat switch is turn on the element is the pitot tube is heated electrically to maintain proper operation in possible icing conditions Pitot heat should be used only as required A static pressure alternate source valve is installed in the left side of the instrument panel for use when the external static source is malfunctioning This valve supplies static pressure from inside the rear fuselage instead of the external static ports An external condensate drain located in the alternate source line under the floorboard is provided for periodic draining of an moisture accumulation If erroneous instrument readings are suspected due to water or ice in the pressure lines going to the standard external static pressure source the alternate static source valve should be pulled on Press
129. it occupancy can cause differences in behavior particularly in extended spins These differences are normal and will result in variations in the spin characteristics and in recovery lengths for spins of more than 3 turns However the above recovery procedure should always be used and will result in the most expeditious recovery from any spin Intentional spins with flaps extended are prohibited since the high speeds which may occur during recovery are potentially damaging to the flap wing structure LANDING Normal landing approaches can be made with power on or power off and at any flap setting Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach speeds Slips are permitted with any flap setting Actual touchdown should be made with power off and on the main wheels first The nose wheel should be lowered smoothly to the runway as speed is diminished Full down stabilator control positioned full forward should not be used during the ground roll This reduces the weight on the main wheels which causes poor braking and increases the possibility of sliding the tires SHORT FIELD LANDING For a short field landing in smooth air conditions make an approach at the minimum recommended airspeed of 61 KIAS with full flaps using enough power to control the glide path Slightly higher approach speeds should be used under turbulent air conditions After all approach obstacles are cleared progre
130. itch in either the SPEAKER or PHONE position as desired Once the AUTO selector switch is positioned the pilot may select any transmitter and its associated NAV COM receiver audio simultaneously with the transmitter selector switch If automatic audio selection is not desired the AUTO selector switch should be placed in the OFF center position AUDIO SELECTOR SWITCHES The audio selector switches labeled NAV COM 1 2 and 3 and ADF 1 and 2 allow the pilot to initially pre tune all NAV COM and ADF receivers and then individually select and listen to any receiver or combination of receivers To listen to a specific receiver first check that the AUTO selector switch is in the OFF center position then place the audio selector switch corresponding to that receiver in either the SPEAKER up or PHONE down position To turn off the audio of the selected receiver place that switch in the OFF center position If desired the audio selector switches can be positioned to permit the pilot to listen to one receiver on a headset while the passengers listen to another receiver on the airplane speaker The ADF 1 and 2 switches may be used anytime ADF audio is desired If the pilot wants only ADF audio for station identification or other reasons the AUTO selector switch if in use and all other audio selector switches should be in the OFF position If simultaneous ADF and NAV COM audio is acceptable to the pilot no changes in the existing sw
131. itch positions is required Place the ADF 1 or 2 switch in either the SPEAKER or PHONE position and adjust radio volume as desired NOTE If the NAV COM audio selector switch corresponding to the selected transmitter is in the PHONE position with AUTO selector switch in the SPEAKER position all audio selector switches placed in the PHONE position will automatically be connected to the airplane speaker and any headsets in use MICROPHONE HEADSET The microphone headset combination consist of the microphone and headset combined in a single unit and microphone keying switch located on the left side of the pilot s 7 28 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION control wheel The microphone headset permits the pilot to conduct radio communications without interrupting other control operations to handle a hand held microphone Also passengers need not listen to all communications The microphone and headset jacks are located near the lower left corner of the instrument panel STATIC DISCHARGERS If frequent IFR flights are planned installation of wick type static dischargers is recommended to improve radio communications during flight through dust or various forms of precipitation rain snow or ice crystals Under these conditions the build up and discharge of static electricity from the trailing edges of the wigs rudder stabilator propeller tip and radio antennas can result in loss of usable radio signals on all co
132. k ADJUST TAKEOFF NORMAL TAKEOFF 1 Wing Flaps 0 10 10 preferred 2 Carburetor Heat OFF Power FULL THROTTLE AND 2700 RPM Stabilator Control LIFT NOSE WHEEL AT 50 KIAS Climb speed 65 75 KIAS Wing flaps RETRACT o0 RO SHORT FIELD TAKEOFF 1 Wing Flaps 15 2 Carburetor Heat OFF 3 Brakes APPLY 4 Power FULL THROTTLE AND 2700 RPM 5 Mixture FULL RICH lean for maximum power above 3000 feet 6 Brakes RELEASE 7 Stabilator Control LIFT NOSE WHEEL AT 50 KIAS 8 Climb speed 57 KIAS until obstacles are cleared 9 Wing flaps RETRACT slowly after obstacles are cleared ENROUTE CLIMB NORMAL CLIMB 1 Airspeed 75 85 KIAS 2 Power 24 inches Hg or FULL THROTTLE and 2500 2700 RPM 3 Mixture FULL RICH Mixture may be leaned above 3000 feet 4 7 CESSNA 1778 SECTION 4 NORMAL PROCEDURES 4 Cowl Flaps OPEN as required MAXIMUM PERFORMANCE CLIMB 1 Airspeed 79 KIAS at sea level to 70 KIAS at 10 000 feet 2 Power FULL THROTTLE and 2700 RPM 3 Mixture FULL RICH mixture may be leaned above 3000 feet 4 Cowl Flaps FULL OPEN CRUISE 1 Power 15 24 INCHES Hg 2100 2700 RPM no more than 75 power 2 Stabilator and Rudder Trim ADJUST 3 Mixture Lean 4 Cowl Flaps CLOSED DESCENT 1 Power AS DESIRED NOTE Avoid continuous operation between 1700 and 1900 RPM with less than 10 inches
133. keoff 4 7 Normal Takeoff 4 7 Short field Takeoff 4 7 Enroute Climb 4 7 Maximum Performance Climb 4 8 Cruise 4 8 Descent 4 8 Before Landing 4 8 Landing 4 8 Normal Landing 4 8 Short Field Landing 4 8 Balked Landing 4 9 After Landing 4 9 Securing Airplane 4 9 AMPLIFIED PROCEDURES Starting Engine 4 9 Taxiing 4 10 Before Takeoff 4 11 4 1 CESSNA 1778 SECTION 4 NORMAL PROCEDURES Warm Up
134. l require a change in the lean mixture setting and recheck of the EGT setting if installed Carburetor ice as evidenced by an unexplained drop in manifold pressure can be removed by application of full carburetor heat Upon regaining the original manifold pressure indication with heat off use the minimum amount of heat by trial and error to prevent ice from forming Since heated air causes a richer CESSNA 1778 SECTION 4 NORMAL PROCEDURES mixture readjust the mixture setting if carburetor heat is used continuously in cruising flight The use of carburetor heat is recommended during flight in very heavy rain to avoid the possibility of engine stoppage due to excessive water ingestion The mixture setting should be readjusted for smoothest operation MIXTURE DESCRIPTION EXHAUST GAS TEMPERATURE RECOMMENDED LEAN Pilots 50 rich of Peak EGT Operating Handbook and Power Computer BEST ECONOMY Peak EGT Figure 4 4 EGT Table LEANING WITH A CESSNA ECONOMY MIXTURE INDICATOR EGT Exhaust gas temperature EGT as shown on the optional Cessna Economy Mixture Indicator may be used as an aid for mixture leaning in cruising flight at 7596 power of less To adjust the mixture using this indicator lean to establish the peak EGT as a reference point and then enrichen the mixture by a desired increment based on figures in the table above As noted in this table operation at peak EGT provides the best fuel economy This
135. lectrical resistance type temperature sensor which receives power from the airplane electrical system Oil temperature limitations are the normal operating range green arc which is 38 C 100 F to 118 C 245 F and the maximum red line which is 118 C 245 F The cylinder head temperature gage is located directly to the left of the pilot s control wheel shaft An electrical resistance type temperature sensor which receives power from the airplane electrical system operates the gage Temperature limitations are ht normal operating range green arc which is 93 200 F to 260 C 500 F and the maximum red line is 260 C 500 F The engine driven mechanical tachometer is located near the lower center portion of the instrument panel The instrument is calibrated in increments of 100 RPM and indicates both engine and propeller speed An hour meter below the center of the tachometer dial records elapsed engine time n hours and tenths Instrument makings include normal operating range stepped green arc of 2100 to 2700 RPM with a step at the 2500 RPM indicator mark The normal operating range upper is 2500 RPM and increases to 2700 RPM at 8000 feet 2500 to 2700 RPM may be used at any altitude during hot day conditions Maximum red line at any altitude is 2700 RPM A yellow arc 1700 to 1900 RPM is provided to caution the pilot against engine operation at or below 10 inches Hg manifold pressure in the 1700 to 1900 RPM range 7 1
136. linder walls For maximum safety check that the ignition switch is OFF the throttle is closed the mixture control is in the idle cut off position and the airplane is secured before rotating the propeller by hand Do not stand within the arc of the propeller blades while turning the propeller After 30 days the airplane should be flow for 30 minutes or a ground runup should be make 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 accumulation of water in the fuel system and other air spaces in the engine Keep fuel tanks full to minimize condensation in the tanks Keep the battery fully charged to prevent the electrolyte from freezing in cold weather If the airplane is to be stored temporarily or indefinitely refer to the Service Manual for proper storage procedures SERVICING In addition to the PREFLIGHT INSPECTION covered in Section 4 COMPLETE servicing inspection and test requirements for your airplane are detailed in the Service manual The Service Manual outlines all items which require attention at 50 100 and 200 hour intervals plus those items which require servicing inspection and or testing at special intervals Since Cessna Dealers conduct all service inspection and test procedures in accordance with applicable Service Manuals it is recommended that you contact your Cessna Dealer concerning th
137. ll hatshelf For additional loading instructions see weight and balance data 7 Next to door ventilation window Do not open window above 105 knots or when using alternate static source 8 On wing flap indicator 0 to 10 Blue color code and 115 knot callout also mechanical detent at 10 10 20 30 Indices at these positions with white color code and 90 knot callout also mechanical detent at 20 9 On manifold gage With less than 10 manifold pressure avoid continuous operation between 1700 1900 RPM 10 On the instrument panel near the over voltage light HIGH VOLTAGE 2 8 CESSNA 1778 SECTION 3 EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Introduction 3 2 Airspeeds for Emergency Operation 3 2 OPERATIONAL CHECKLIST Engine Failure 3 3 Engine Failure During Takeoff Run 3 3 Engine Failure Immediately After Takeoff 3 3 Engine Failure During Flight 3 3 Forced Landings 3 3 Emergency Landing Without Engine Power 3 3 Precautionary Landing with Engine Power
138. lots A Service Manual should be obtained prior to performing any preventive maintenance to ensure that proper procedures are followed Your Cessna Dealer should be contacted for further 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 alteration on the airplane to ensure that airworthiness of the airplane is not violated Alterations or repairs to the airplane must be accomplished by licensed personnel GROUND HANDLING TOWING The airplane is most easily and safely maneuvered by hand with the tow bar attached to the nose wheel When towing with a vehicle do not exceed the nose gear turning angle of 45 either side of center or damage to the gear will result If 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 resulting contact with low hangar doors or structure A flat nose tire or deflated strut will also increase tail height PARKING When parking the airplane head into the wind and set the parking brakes Do not set the parking brakes during cold weather when accumulated moisture my freeze the brakes or when the brakes are overheated Close the cowl flaps install the control 8 5 CESSNA 1778 SECTION 8 HANDLING SERVICE AND MAINTENANCE wheel lock and chock t
139. low Deceleration Lazy Eights 100 knots Stalls except whip stalls Slow Deceleration Steep Turns 100 knots Altitude loss in stall recovery 180 feet Abrupt use of controls prohibited above 102 knots Spin Recovery opposite rudder forward stabilator neutralize controls Intentional spins with flaps extended are prohibited Flight into known icing is prohibited This airplane is certified for the following flight operations as of the date of original airworthiness certificate DAY NIGHT VFR IFR 2 7 CESSNA 1778 SECTION 2 LIMITATIONS 2 On control lock Control Lock remove before starting engine 3 On fuel shut off control at appropriate location Fuel shut off pull off 4 On fuel selector valve standard tanks Both 49 gal Left 24 5 gal Right 24 5 gal Both on for takeoff and landing 5 Aft of fuel tank standard tanks Service this airplane with 91 96 minimum or 100 130 grade aviation gasoline Total capacity 25 gal Capacity to line of holes inside filler neck 22 0 5 Aft of fueltank long range tanks Service this airplane with 91 96 minimum or 100 130 grade aviation gasoline_ Total capacity 30 gal Capacity to line of holes inside filler neck 22 0 6 In baggage compartment 120 pounds maximum baggage and or auxiliary seat passenger including 25 pounds maximum in baggage wa
140. lts in the following distance corrected for wind Ground roll 995 feet Decrease in ground roll 995 X 13 129 feet Corrected ground roll 866 feet Total distance to clear a 50 foot obstacle zero wind 1865 feet Decrease in total distance 1865 feet X 13 242 feet Corrected total distance to clear a 50 foot obstacle 1623 feet CRUISE The cruising altitude should be selected based on a consideration of trip length winds aloft and the airplane s performance A cruising altitude and the expected wind enroute have been given for this sample problem However the power setting selection for cruise must be determined based on several considerations These include the cruise performance characteristics presented in figure 5 7 the range profile chart presented in figure 5 8 and the endurance profile chart presented in figure 5 9 The relationship between power and range is illustrated by the range profile chart Considerable fuel savings and longer range result when lower power settings are used The range profile chart indicates that use of 65 power ant 5500 feet yields a predicted range of 571 nautical miles with no wind The endurance profile chart shows a corresponding 4 9 hours Using this information the estimated distance can be determined for the expected 10 knot headwind at 5500 feet as follows Range zero wind 571 Nautical Miles Decrease in range due to wind 4 9 hours X 10 knot headwind 49 Nautical Miles Corrected Range
141. m cost and downtime Under this program your airplane is inspected and maintained in four operations at 50 hour intervals during a 200 hour period The operations are recycled each 200 hours and ore recoded in a specially provided Aircraft Inspection Log as each operation is conducted The Cessna Aircraft Company recommends Progressive Care for aircraft that are being flown 200 hours or more per hear and the 100 hour inspection for all other airplanes The procedures for the Progressive Care Program and the 100 hour inspection have been carefully worked out by the factory and are followed by the Cessna Dealer Organization The complete familiarity of Cessna Dealers with Cessna equipment and factory approved procedures provides he highest level of service possible as lower cost to Cessna owners Regardless of the inspection method selected by the owner he should keep in mind that FAR Part 43 and FAR Part 91 establishes the requirement hat 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 CARE PROGRAM book supplied with your airplane You will want to thoroughly review your Customer Care Program book and keep it in your airplane at all times Coupons attached to the Program book entitle your to an initial inspe
142. mmunications and navigation radio equipment Usually the ADF is the first to be affected and VHF communication equipment is the last to be affected Installation of static dischargers reduces interference from the precipitation static but it is possible to encounter sever precipitation static conditions which might cause the loss of radio signals even with static discharger installed Whenever possible avoid known severe precipitation areas to prevent loss of dependable radio signals avoidance 15 impractical minimize airspeed and anticipate temporary loss of radio signals while in these areas 7 29 CESSNA 1778 SECTION 8 HANDLING SERVICE AND MAINTENANCE SECTION 8 HANDLING SERVICE AND MAINTENANCE TABLE OF CONTENTS Introduction 8 2 Identification Plate 8 2 Owner Follow Up System 8 2 Publications 8 2 Airplane File 8 3 Airplane Inspection Periods 8 3 FAA Required Inspections 8 3 Cessna Progressive Care 8 4 Cessna Customer Care Program 8 4 Pilot Conduct
143. mperature 16 above standard the correction would be 16 1090 X 1096 16 Increase With this factor included the fuel estimate would be calculated as follows Fuel to climb standard temperature 1 6 gallons Increase due to non standard temperature 1 6 X 16 0 3 gallons Corrected fuel to climb 1 9 gallons Using a similar procedure for the distance during climb results in 1 4 nautical miles The resultant cruise distance is Total distance 510 nautical miles Climb distance 14 nautical miles Cruise distance 496 nautical miles With an expected 10 knot headwind the ground speed for cruise is predicted to be 120 210 110 knots 5 4 CESSNA 1778 SECTION 5 PERFORMANCE Therefore the time required for the cruise portion of the trip is 496 nautical miles 110 knots 4 5 hours The fuel required for cruise is 4 5 hours X 8 6 gallons per hour 38 7 gallons The total estimated fuel required is as follows Engine start taxi and takeoff 1 4 gallons Climb 1 9 gallons Cruise 38 7 gallons Total fuel required 42 gallons The will leave a fuel reserve of 49 0 gallons 42 0 gallons 7 0 gallons Once the flight is underway ground speed check will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve LANDING A procedure similar to takeoff should be used for estimating the landing distance at the destination airport Figu
144. ncludes 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 this section have been approved by the Federal Aviation Administration When applicable limitations associated with optional systems or equipment are included in Section 9 NOTE The airspeeds listed in the Airspeed Limitations chart figure 2 1 and the Airspeed Indicator Markings Chart Figure 2 2 are based Airspeed Calibration data shown in Section 5 with the normal static source If the alternate static source is being used ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5 Your Cessna is certificated under FAA Type Certificate No AT3CE as Cessna Model No 177B 2 1 CESSNA 1778 SECTION 2 LIMITATIONS AIRSPEED LIMITATIONS Airspeed limitations and their operational significance are shown in figure 2 1 SPEED KCAS KIAS REMARKS Vne Never Exceed Speed 161 167 Do not exceed this speed in any operation Vno Maximum Structural 134 138 Do not exceed this sped except Cruising Speed in smooth air and then only with caution VA Maneuvering Speed 2500 pounds 101 102 Do not make full or abrupt 2100 pounds 93 93 control movements above this 1700 pounds 84 83 speed Maximum Extended Speed Do not exc
145. nd 2100 Lbs 5 10 Figure 5 5 Rate of Climb Maximum 5 11 Figure 5 6 Time Fuel and Distance to Climb Maximum Climb 5 12 Time Fuel and Distance to Climb Normal Rate of Climb 5 13 Figure 5 7 Cruise Performance 2 000 Feet 5 14 Cruise Performance 4 000 Feet 5 15 Cruise Performance 6 000 Feet 5 16 Cruise Performance 8 000 Feet 5 17 Cruise Performance 10 000 Feet 5 18 Cruise Performance 12 000 Feet 5 19 Figure 5 8 Range Profile 49 Gallons Fuel 5 20 RangeProfile 60 Gallons_Fuel 5 21 Figure 5 9 Endurance Profile 49 Gallons 5 22 Endurance Protle 60 Gallens 5 23 Figure 5 10 Landing Distance 5 24 NOTE AIRCRAFT N110PF IS EQUIPPED WITH STANDARD TANKS INTRODUCTION Performance data charts on the following pages are presented so that you may know what to expect from the airplane under various conditions and also to facilitate the planning of flights in detail and with reasonable accuracy The data in the charts has been
146. ndicator may be referred to for this information For additional information on spins and spin recovery see the discussion under SPINS in Normal Procedures Section 4 ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING An unexplained drop in manifold pressure and eventual engine roughness may result from the formation of carburetor ice To clear the ice apply full throttle and pull the carburetor heat knot full out until the engine runs smoothly then remove carburetor head and readjust the throttle If conditions require the continued use of carburetor heat in cruise flight use the minimum amount of heat necessary to prevent ice from forming and lean the mixture for smoothest engine operation SPARK PLUG FOULING A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits This may 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 most likely cause lean the mixture to the recommended lean setting for cruising flight If the problem dos not clear up in several minutes determine if a richer mixture setting will produce smoother operation If not proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme roughness dictates the use of single ignition position
147. ns based on the actual weight and c g arm fuselage station of the being loaded must be made if the position of the load is different from that shown on the Loading Graph A reduced fuel weight may be measured for use with heavy cabin loadings by filling both tanks to the 22 gallon marker of 43 gallons 258 pounds usable Both tanks may be filled for maximum range provided maximum takeoff weight is not exceeded 6 4 CESSNA 1778 SECTION 6 WEIGHT AND BALANCE EQUIPMENT LIST Total the weights and moments 1000 and plot these values on the Center of Gravity Moment Envelope to determine whether the point falls within the envelope and if the loading is acceptable BAGGAGE AND CARGO TIE DOWN A nylon baggage net is provided to secure baggage in the area aft of the rear seat and on the hat shelf Four eyebolts serve as attaching points for the net Two eyebolts for the forward tie down straps are located on the cabin floor near each sidewall forward of the baggage door and two eyebolts are located below the side windows near the aft baggage wall A cargo tie down kit consisting of eight tie down attachments is available if one desires to remove the rear seat and auxiliary seat if installed and utilize the rear cabin area to haul cargo Two tie down block attachments clamp to the aft end of the two outboard front seat rails and are locked in place by a bolt which must be tightened to a minimum of fifty inch pounds Six latch plates tie
148. o area 2 and the hatshelf is 120 pounds The maximum weight capacity for the hatshelf is 25 pounds 1 4 CESSNA 1778 SECTION 1 GENERAL Weight in baggage compartment Utility Category In this category the baggage compartment and rear seat must not be occupied STANDARD AIRPLANE WEIGHTS Standard Empty Weight Cardinal 1533 lbs Cardinal II 1560 lbs Maximum Useful Load Normal Category Utility Category Cardinal 967 Ibs 667 Ibs Cardinal 11 940 Ibs 640 Ibs CABIN AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6 BAGGAGE SPACE AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and entry door openings are illustrated in Section 6 SPECIFIC LOADINGS Wing Loading 14 4 Ibs sq ft Power Loading 13 9 lbs hp SYMBOLS ABBREVIATIONS AND TEMINOLOGY GENERAL AIRSPEED TEMINOLOGY AND SYMBOLS KCAS Knots Calibrated Airspeed is the indicated airspeed corrected for position and instrument error and expressed in knots Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level KIAS Knots Indicated Airspeed is the speed show on the airspeed indicator and expressed in knots KTAS Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude Maneuvering Speed is the maximum speed at which you many use abrupt control travel Maximum Extension Speed is the highest spe
149. o the tie down rights provided in the airplane A cargo tie down kit may also be installed For further information on baggage and cargo tie down refer to Section 6 When loading the airplane children should not be placed or permitted in the baggage compartment unless a child s seat is installed and any material that might be hazardous to the airplane or occupants should not be place anywhere in the airplane For baggage area and door dimensions refer to Section 6 SEATS The seating arrangement consists of two separate adjustable seats for the pilot and front passenger and a solid or split backed fixed seat in the rear A child s seat may also be installed aft of the rear seats The pilot s and front passenger s seats available in two different designs four way and six way adjustable NARROW RELEASE STRAP pull up when lengthening harness FREE END OF HARNESS pull down to tighten SHOULDER HARNES CONNECTING LINK snap on to retaining stud on seat belt link to attach harness SEAT BELT BUCKLE HA PILOT S SEAT SHOWN SEAT BELT SHOULDER HARNESS not adjustable WITH INERTIAL REEL P C Et SEAT BELT SHOULDER HARNESS Al ADJUSTABLE LINK tS X wie position link just below shoulder oe M all level pull link and harness down AS Sie ae RETAINING STUD FREE END OF SEAT BELT ward to connect to seat belt buckie lt lt a pull t
150. o tighten SEAT BELT BUCKLE non adjustable Figure 7 4 Seat belts and shoulder harness Four way may be moved forward and aft and the seat back angle changed To position the seat lift the lever under the left corner of the seat slide into position release the lever and check that the seat is locked in place The seat back is spring loaded to the vertical position To adjust its position rotate the knob on the right rear side of the seat and reposition the back The seat backs will also fold full forward The six way seats may be moved forward or aft adjusted for height and the seat back angle is infinitely adjustable Position the seat by lifting the tubular handle under the center of the seat bottom and slide the seat into position then release the lever and check that the seat is locked in place Raise or lower either seat by rotating a crank 7 7 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION under the left corner of the seat Seat back angle is adjustable by rotating a crank under the right corner of either seat The seat bottom angle will change as the seat back angle changes providing proper support The seat backs will also fold full forward The rear passenger s seats consist of a fixed one piece seat bottom with either one piece or individually adjustable seat backs The one piece back is adjusted by a lever under the center of the seat bottom between the passengers Two adjustment levers are provided for the
151. procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown After an engine failure in flight the best glide speed as shown in figure 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 If time permits an engine restart should be attempted as shown in the checklist If the engine cannot be restarted a force landing without power must be completed FORCED LANDINGS If all attempts to restart the engine fail and a forced landing is imminent select a suitable field and prepare for the landing as discussed in the checklist for engine off emergency landings 3 7 CESSNA 1778 SECTION 3 EMERGENCY PROCEDURES Before attempting an off airport landing with engine power available one should drag the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions proceeding as discussed under the Precautionary Landing With Engine Power checklist Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants face at touchdown Transmit Mayday message on 121 5 MHz giving location and intentions 12 000 PROPELLER WINDMILLING HEIGHT 10 000 FLAPS UP ZERO WIND ABOVE 8 000 6 000 e TERRAIN BEST GLIDE SPEED 4 000 3 WEIGHT LBS KIAS 2 000 0 2 4 6
152. rature 28 C 16 C above Standard Wind component along runway 12 Knot Headwind Field Length 3500 Feet CRUISE CONDITIONS Total Distance 510 Nautical Miles Pressure altitude 5500 Feet Temperature 20 C 16 C above Standard Expected Wind Enroute 10 Knot Headwind LANDING CONDITIONS Field pressure altitude 2200 Feet Temperature 25 C Field Length 3000 Feet TAKEOFF The takeoff chart figure 5 4 should be consulted keeping in mind that the distances shown are based on the short field technique Conservative distances can be established by reading the chart at the next higher value of weight altitude and temperature For example in this particular sample problem the takeoff distance information presented for a weight of 2500 pound pressure altitude of 2000 feet and a temperature of 30 C should be used and results in the following 5 2 CESSNA 1778 SECTION 5 PERFORMANCE Ground Roll 955 Feet Total to clear a 50 foot obstacle 1865 Feet These distances are well within the available takeoff field length However a correction for the effect of wind may be made based on Note 3 of the takeoff chart The correction for 12 knot headwind is 12 knots divided 9 knots X 1096 1396 Decrease This resu
153. ratures of 21 to 54 C 470 to 13096 continuous transmission for 115 hours can be expected a temperature of 40 C 40 F will shorten the duration to 70 hours The ELT is readily identified as a bright orange unit mounted behind the baggage compartment wall in the tailcone To gain access to the unit remove the baggage compartment wall The ELT is operated by a control panel at the forward facing end of the unit see figure 1 SECTION 2 LIMITATIONS There is no change to the airplane limitations when this equipment is installed 1 COVER Remove for access to battery 2 FUNCTION SELECTOR SWITCH 3 position toggle switch 1 ON activates transmitter instantly Used TP for test purposes and if g switch in inoperative OFF Deactivates transmitter Used during shipping storage following rescue ARM activates transmitter only when 0 switch receives 5g or more impact 3 ANTENNA RECEPTACLE Connection to antenna mounted on top of tailcone Figure 1 ELT Control Panel 9 2 CESSNA 1778 SECTION 9 SUPPLEMENTS OPTIONAL SYSTEMS DESCRIPTIONS amp OPERATING PROCEDURES SECTION 3 EMERGENCY PROCEDURES Immediately after a forced landing where emergency assistance is required the ELT should be utilized as follows 1 ENSURE ELT ACTIVATION Turn a radio transceiver ON and select 121 5 MHz If the ELT can be heard transmitting it was activated by the g switch and is
154. re 5 10 presents landing distance information for the short field technique The distances corresponding to 2000 feet pressure altitude and a temperature of 30 are as follows Ground roll 680 feet Total distance to clear a 50 foot obstacle 1335 feet A correction for the effect of wind may be made based on Note 2 of the landing chart using the same procedure as outlined for takeoff 5 5 CESSNA 1778 SECTION 5 PERFORMANCE AIRSPEED CALIBRATION HEATED PITOT NORMAL STATIC SOURCE FLAPS UP KIAS 40 50 60 70 80 90 100 110 120 130 140 150 160 170 KCAS 44 53 63 72 81 90 99 109 118 127 136 145 154 163 FLAPS 15 KIAS 40 50 60 70 80 90 46 54_ 63 72 81 90 FLAPS 30 KIAS 40 50 60 70 80 90 46 55 63 72 81 90 ALTERNATE STATIC SOURCE VENTS AND WINDOWS OPEN FLAPS UP KIAS 40 50 60 70 80 90 100 110 120 130 140 150 160 170 KCAS 45 55 65 74 84 94 104 114 124 134 143 153 163 172 FLAPS 15 KIAS 40 50 60 70 80 90 KCAS 46 56 66 76 86 96 FLAPS 30 KIAS 40 50 60 70 80 90 KCAS 47 57 66 76 85 94 Figure 5 1 Airspeed Calibration 5 6 CESSNA 1778 SECTION 5 PERFORMANCE TEMPERATURE CONVERSION CHART ELE MEUS 100 80 60 40 20 Degrees Farenheit 20 40 40 20 0 20 40 6
155. reases thereby decreasing RPM The propeller control knob is equipped with a vernier feature which allows slow or fine 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 and reposition the control as desired FUEL SYSTEM NOTE AIRCRAFT N110PF IS EQUIPPED WITH STANDARD TANKS The airplane may be equipped with either a standard fuel system or a long range system see Figure 7 6 both systems consist of two vented integral fuel tanks one in each wing a three position fuel selector valve fuel reservoir tank fuel shutoff valve fuel strainer manual primer auxiliary fuel pump engine driven fuel pump and carburetor Refer to figure 7 5 for fuel quantity for both systems FUEL QUANTITY DATA U S GALLONS TANKS TOTAL USABLE TOTAL UNUSABLE TOTAL FUEL FUEL ALL FLIGHT FUEL VOLUME CONDITIONS STANDARD 49 1 50 25 Gal Each LONG RANGE 60 1i 61 430 Ga Each Figure 7 5 Fuel Quantity Data Fuel flows by gravity from the two integral wing tanks to the three position selector valve labeled BOTH ON LEFT and RIGHT From the selector valve fuel flows to a reservoir tank and a shutoff valve With the shutoff valve knob pushed full in fuel will then flow through the strainer to an engine driven or an electric fuel pump which parallels the engine driven pump and is used in the event the fu
156. right side of the firewall Pressure oil from the cooler returns to the accessory housing where it enters 7 12 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION the oil filter The filtered oil then enters a pressure relief valve which regulates engine oil pressure by allowing excessive oil to return to the pump while the balance of the pressure oil is circulated to various engine parts for lubrication Residual oil is returned to the sump by gravity flow Also engine oil is routed to the propeller governor to provide control pressures to the propeller An oil filler cap oil dipstick is located at the rear of the engine on the right side The filler cap dipstick is accessible through an access door in the engine cowling The engine should not be operated on less than six quarts of oil To minimize loss of oil through the breather fill to seven quarts for normal flights of less than three hours For extended flight fill to eight quarts dipstick indication only For engine oil grade and specifications refer to Section 8 of this handbook An oil quick drain valve is available to replace the drain plug in the oil sump drain port and provides quicker cleaner draining of the engine oil To drain the oil with this valve installed slip a hose over the end of the valve and push upward on the end of valve until is snaps into the open position Spring clips will hold the valve open After draining use a suitable tool to snap the valve into t
157. roduct of the weight of an item multiplied by its arm Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reducing the number of digits Center of Gravity is the point at which an airplane or equipment would balance if suspended Its distance from the reference datum is found dividing the total moment by the total weight of the airplane Center of Gravity Arm is the arm obtained by adding the airplane s individual moments and dividing the sum by the total weight Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight Standard Empty Weight is the weight of a standard airplane including unusable fuel full operating fluids and full engine oil Basic Empty Weight is the standard empty weight plus the weight of optional equipment 1 7 CESSNA 1778 SECTION 1 Useful Load Useful Load is the difference between takeoff weight and the basic empty weight Gross Gross Loaded Weight is the maximum weight approved for Loaded the start of the takeoff run Weight Maximum Maximum Landing Weight is the maximum weight approved Landing for the landing touchdown Weight Tare Tare is the weight of chocks blocks stands etc used in weighing an airplane and is included in the scale readings Tare is deducted from the scale reading to obtain the actual net airplane weight 1 8 CESSNA 1778 SECTI
158. s For best fuel economy at 7596 power or less operate at the Hecommended Lean Mixture leanest mixture that results in smooth engine operation or Cowl Flaps Closed at peak EGT if an EGT indicator is installed 20 BELOW 20 ABOVE STANDARD TEMP STANDARD TEMP STANDARD TEMP 13 C 45 27 C RPM MP KTAS GPH KTAS GPH KTAS GPH BHP BHP BHP 2500 24 78 124 10 5 76 125 10 1 23 77 120 10 3 74 121 9 9 71 122 9 5 22 72 117 9 6 70 118 9 2 67 118 8 9 2l 68 114 8 9 65 114 8 6 63 114 8 3 2400 24 76 123 10 3 74 124 9 9 23 75 119 10 0 72 120 9 6 70 120 9 3 22 70 116 9 4 68 117 9 0 66 117 8 7 21 66 113 8 7 64 113 8 4 62 113 8 1 2300 24 77 121 10 3 74 121 9 9 72 122 9 5 23 73 118 9 7 70 118 9 3 68 118 9 0 22 68 115 9 0 66 115 8 7 64 115 8 4 21 64 111 8 4 62 111 8 2 60 111 7 9 2200 24 74 119 9 9 71 119 9 5 69 120 9 2 23 70 116 9 3 67 116 8 9 65 116 8 6 22 66 113 8 7 63 113 8 4 61 112 8 1 2l 61 109 8 1 59 109 7 9 57 108 7 6 2100 24 71 117 9 4 68 117 9 0 66 117 8 7 23 67 114 8 8 65 114 8 5 62 113 8 2 22 63 110 8 3 61 110 8 0 59 110 7 8 21 59 106 7 8 57 106 7 5 55 106 7 3 20 55 102 7 3 53 102 7 1 51 101 6 9 19 51 98 6 9 49 97 6 7 47 96 6 6 18 47 93 6 5 45 92 6 3 44 90 6 2 Figure 5 7 Cruise performance sheet 1 of 6 5 14 CESSNA 1778 SECTION 5 P
159. s left rudder to steer left and right rudder pedal to steer right When a rudder pedal is depressed a spring loaded steering bungee which is connected to the nose gear and to the rudder bars will turn the nose wheel through an arc of approximately 9 each side of center By applying either left or right brake the degree of turn may be increased up to 45 each side of center 7 5 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION Moving the airplane by hand is most easily accomplished by attaching a tow bar to the nose gear strut If a tow bar is not available or pushing is required us the main landing gear struts as push points Do not use the vertical or horizontal surfaces to move the airplane If the airplane is to be towed by vehicle never turn the nose wheel more than 45 either side of center or structural damage to the nose gear could result The minimum turning radius of the airplane using differential braking and nose wheel steering during taxi is approximately 25 feet 5 inches To obtain a minimum radius turn during ground handling the airplane may be rotated around either main gear by pressing down at a tailcone bulk head just forward of the stabilator to raise the nose wheel off of the ground Wing Flap System 415 Figure 7 3 Wing System WING FLAP SYSTEM The wing flaps are of the large span single slot type see figure 7 3 and are extended or retracted by positioning the wing flap switch lever on
160. s then ducted to the engine cylinders through intake manifold tubes In the event carburetor ice is encountered or the intake filter becomes blocked alternate heated air can be obtained from a shroud around an exhaust riser through a duct to a valve in the airbox operated by the carburetor heat control on the instrument panel Heated air from the muffler shroud is obtained from an 7 13 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION unfiltered outside source Use of full carburetor het at full throttle will result in a power loss of approximately 13 EXHAUST SYSTEM Exhaust gas from each cylinder passes through riser assemblies to a muffler and tailpipe the muffler is constructed with a shroud around the outside which forms a heating chamber for cabin heater air CARBURETOR AND PRIMING SYSTEM The engine is equipped with an up draft float type fixed jet carburetor mounted on the bottom of the engine The carburetor is equipped with an enclosed accelerator pump simplified fuel passages to prevent vapor locking an idle cut off mechanism and a manual mixture control Fuel is delivered to the carburetor by gravity flow from the fuel system In the carburetor fuel is atomized proportionally mixed with intake air and delivered to the cylinders through intake manifold tubes The proportion of atomized fuel to air is controlled within limits by the mixture control on the instrument panel For easy starting in cold weather the engin
161. sed after the first 50 hours or oil consumption has stabilized SAE 40 or SAE 50 above 16 C 60 F SAE 40 between 1 C 30 F and 32 C 90 F SAE 30 between 18 C 0 F and 21 C 70 F SAE 30 below 12 C 10 F CAPACITY OF ENGINE SUMP 8 Quarts Do not operate on less than 6 quarts To minimize lass of oil through the breather fill to 7 quarts for normal flights of less than 3 hours For extended flight fill to 8 quarts These quantities refer to oil dipstick readings During oil and oil filter changes one additional quart is required when the filter element is changed OIL AND OIL FILTER CHANGE After the first 25 hours of operation drain engine oil sump and oil cooler clean the oil suction strainer and change the filter element Refill sump with straight mineral oil and use until a total of 50 hours has accumulated or oil consumption has stabilized then change to dispersant oil Drain the engine oil sump and oil cooler clean the oil suction strainer and change the filter element each 50 hours thereafter The oil change interval may be extended to 100 hour intervals provided the oil filter element is changed at 50 hours intervals Change engine oil at least every six months even Though less than the recommended hours have accumulated Reduce intervals for prolonged operation in dusty areas cold climates or when short flights and long idle periods result in sludging conditions FUEL APPROVED FUEL GRADES AND COLORS
162. should be fuelled after each flight to prevent condensation BRAKE SYSTEM The airplane has a single disc hydraulically actuated brake on each main landing gear wheel Each brake is connected by a hydraulic line to a master cylinder attached to each of the pilot s rudder pedals The brakes are operated by applying pressure to the top of either the left pilots or right copilots set of rudder pedals which are interconnected When the airplane is parked both main wheel brakes may be set by utilizing the parking brake which is operated by a handle under the left side of the instrument panel For maximum brake life keep the brake systems properly maintained and minimize bake usage during taxi operations and landings Some of the symptoms of impending brake failure are gradual decrease in braking action after brake application noisy or dragging brakes soft of spongy pedals and excessive travel and weak braking action If any of these symptoms appear the brake system is in need of immediate attention lf during taxi or landing roll braking action decreases let up on the pedals and hen re apply the brakes with heavy pressure If the brakes become spongy or pedal travel increases pumping the pedals should build braking pressure If one brake becomes weak or fails use the other brake sparingly while using opposite rudder as required to offset the good brake ELECTRICAL SYSTEM Electrical energy see figure 7 7 is supplied by a 14 vol
163. side of the fuselage NOTE Electrical power for the airplane electrical circuits is provided through a split bus bar having all electronic circuits on one side of the bus and other electrical circuits on the other side of the bus When an external power source is connected a contactor automatically opens the circuit to the electronic portion of the split bus bar as a protection against damage to the transistors in the electronic equipment by transient voltages from the power source Therefore the external power source can not be used as a source of power when checking electronic components Just before connecting an external power source generator type or battery cart the master switch should be turned on 7 20 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION The ground service plug receptacle circuit incorporates a polarity reversal protection Power from the external power source will flow only if the ground service plug is correctly connected to the airplane If the plug is accidentally connected backwards no power will flow to the electrical system thereby preventing any damage to electrical equipment The battery and external power circuits have been designed to completely eliminate the need to jumper across the battery contactor to close it for charging a completely dead battery A special fused circuit in the external power system supplies the needed jumper across the contacts so that with a dead ba
164. so provided comprehensive list of all Cessna equipment for this airplane is included at the back of this section It should be noted that specific information regarding the weight arm moment and installed equipment list for this airplane can only be found in the appropriate weight and balance records carried in the airplane 6 1 CESSNA 1778 SECTION 6 WEIGHT AND BALANCE EQUIPMENT LIST AIRPLANE WEIGHING PROCEDURES 1 Preparation a Inflate tires to recommended operating pressures b Remove the fuel tank sump quick drain fittings fuel selector valve drain plug and fuel reservoir quick drain fitting to drain all fuel c Remove oil sump drain plug to drain all oil d Move sliding seats to the most forward position e Raise flaps to the fully retracted position f Place all control surfaces in neutral position Leveling a Place scales under each wheel minimum scale capacity 500 pounds nose 1 000 pounds each main b Deflate the nose tire and or lower or raise the nose strut to properly center the bubble in the level see figure 6 1 Weighing a With the airplane level and the brakes released record the weight shown on each scale Deduct the tare if any from each reading Measuring a Obtain measurement A by measuring horizontally along the airplane center line from a line stretched between the main wheel centers to a plumb bob dropped from the firewall b Obtain measurement B by measuring horizontally and par
165. ssively reduce power and maintain the approach speed by lowering the nose of the airplane Touchdown should be made with power off and on the main wheels first Immediately after touchdown lower the nose wheel and apply heavy braking as required For maximum brake effectiveness retract the flaps hold the control wheel full back and apply maximum brake pressure without sliding the tires CESSNA 1778 SECTION 4 NORMAL PROCEDURES CROSSWIND LANDING When landing in a 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 touchdown hold a straight course with the steerable nose wheel and occasionally braking if necessary BALKED LANDING In balked landing go around climb apply full throttle smoothly remove carburetor heat and reduce wing flaps promptly to 20 Upon reaching 65 KIAS flaps should be slowly retracted to the full up position If obstacles are immediately ahead during the go around the wing flaps should be left at 20 until the obstacles are cleared and at field elevations above 3000 feet the mixture should be leaned for maximum power COLD WEATHER OPERATION STARTNG Prior to starting on a cold morning it is advisable to pull the propeller through several times by hand to break loose or limber the oil thus conserving battery energy NOTE When pulling the propeller through
166. stabilator and rudder controls should be held full with the spin until the spin recovery is initiated inadvertent relaxation of either of these controls could result in the development of a nose down spiral For the purpose of training in spins and spin recoveries a 1 to 2 turn spin is adequate and should be used Up to 2 turns the spin will progress to a fairly rapid rate of rotation and a steep attitude Application of recover controls will produce prompt recoveries of from 14 to 12 of a turn Regardless of how many turns the spin is held or how it is entered the following recovery technique should be used 1 VERIFY THAT THROTLE IS IN IDLE POSITION AND AILERONS ARE NEUTRAL 2 APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF ROTATION 3 JUST AFTER THE RUDDER REACHES THE STOP MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL 4 HOLD THESE CONTROL INPUTS UNTIL ROTAION STOPS Premature relaxation of the control inputs may extend the recovery CESSNA 1778 SECTION 4 NORMAL PROCEDURES 5 AS ROTATION STOPS NEUTRALIZE RUDDER AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE NOTE If disorientation precludes a visual determination of the direction of rotation the symbolic airplane in the turn coordinator or the needle of the turn and bank indicator may be referred to for this information Variations in the basic airplane rigging or in weight and balance due to installed equipment or cockp
167. t direct current system powered by an engine driven 60 amp alternator The 12 volt 33 amp hour battery is located aft of the rear cabin wall Power is supplied to all electrical circuits through a split bus bar one side containing electronic system circuits and he other side having general electric system circuits Both sides of the bus are on at all times except when either an external power source is connected or the starter switch is turned on then a power contactor is automatically activated to open the circuit to the electronic bus Isolating the electronic circuits in this manner prevents harmful transient voltages from damaging the transistors in the electronic equipment MASTER SWITCH The master switch is a split rocker type switch labeled MASTER and is ON in the up position and OFF in the down position The right half of the switch labeled BAT controls all electrical power to the airplane The left half labeled ALT controls the alternator 7 18 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION 4 See S nu gt WI Ur apr 7 2 CM CETT adip Daten 238 JIERS MOSES GP n REA OF ma mi mW E TORT ene TATT UM CO x
168. t Switch if installed OFF NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin and land as soon as possible ICING INADVERTANT ICING ENCOUNTER 1 Turn pitot heat switch ON if installed 2 Turn back or change altitude to obtain an outside air temperature that is less conducive to icing 3 Pull cabin heat and defroster controls full out to obtain maximum windshield defroster effectiveness 4 Increase engine speed to minimize ice build up on propeller blades 5 Watch for signs of carburetor air filter ice and apply carburetor heat as required Unexplained loss of manifold pressure could be caused by carburetor ice or air intake filter ice Lean the mixture if carburetor heat is used continuously 6 Plan a landing at the nearest airport With an extremely rapid ice build up select a suitable off airport site 7 With an ice accumulation of 4 inch or more on the wing leading edges be prepared for significantly higher stall speed 8 Leave wing flaps retracted With a sever ice build up on the stabilator the change in wing wake airflow direction caused by wing flap extension could result in a loss of stabilator effectiveness 9 Perform a landing approach using a forward slip if necessary for improved visibility 10 Approach at 75 85 KIAS depending upon the amount of ice accumulation 11 Perform a landing in a level attitude STATIC SOURCE BLOCKAGE Erroneous Instrument Reading Suspected
169. th electroluminescent lighting is controlled by two rheostats and control knobs labeled PANEL LIGHTS and ENG RADIO LIGHTS on the left switch and control panel If electroluminescent lighting is installed the rheostat and control knob labeled PANEL LIGHTS is replaced with dual rheostats and two concentric control knobs The concentric control knobs remain labeled PANEL LIGHTS If post lighting is installed the overhead console will contain a slide type switch on the left side of the console The switch is labeled PANEL LTS and its positions are labeled FLOOD BOTH and POST The POST and FLOOD positions will select post or flood lighting respectively and the BOTH position will select a combination of post and flood lighting 7 21 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION Switches and controls on the lower part of the instrument panel may be lighted by electroluminescent panels which do not require light bulbs for illumination To utilize this lighting turn on the NAV light switch and adjust light intensity with the small inner control knob labeled PANEL LIGHTS Electroluminescent lighting is not affected by the selection of post or flood lighting Instrument and control panel flood lighting consists of four red flood lights on the underside of the ant glare shield and a single red flood light in the forward part of the overhead console To use flood lighting place the PANEL LTS selector switch in the FLOOD position and adjust l
170. the leading edge of the wings This low pressure creates a differential pressure in the stall warning system which draws air through the warning horn resulting in an audible warning at 5 to 10 knots above stall in all flight conditions The stall warning system should be checked during the preflight inspection by placing a clean handkerchief over the vent opening and applying a suction sound from the warning horn will confirm that the system is operative 7 26 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION AVIIONICS SUPPORT EQUIPMENT The airplane may at the owner s discretion be equipped with various types of avionics support equipment such as an audio control panel microphone headsets and static dischargers The following paragraphs discuss these items ifaetrated te namber 1 trawsarfter ie selected the AUTO selector mdtch in the SPEAKER pooHion amd the NAWCOR 2 1 qud ADF T end 2 sefector arp in tin YF tie set sekona the pifet on the 1 wad beer the sambor 1 NAWCOM reciever throngs the wines aperker SPEAKER MAY ICOM ADF APTE 1 5 SELECTOR SWITCH AUTOMATIC AUDIO AUNO SELECTOR SWITGCH TYPICAL Figure 7 10 Audio Control Panel AUDIO CONTROL PANEL Operation of radio equipment is covered in Section 9 of this handbook When one or more radios are install
171. the shoulder harness is accomplished by pulling upward on the narrow release strap and removing the harness connecting link from the stud on the seat belt link In an emergency the shoulder harness may be removed by releasing the seat belt first and allowing the harness still attached to the link half of the seat to drop to the side of the seat INTEGRATED SEAT BELT SHOULDER HARNESSES WITH INERTIA REELS Integrated seat belt shoulder harnesses with inertial reels are available for the pilot and front seat passenger See Figure 7 4 The seat belt shoulder harnesses extend from inertia reels located in the cabin ceiling to attach point s inboard of the two front seats A separate seat belt half and buckle is located outboard of the seats Inertia reels allow complete freedom of body movement However in the event of a sudden deceleration they will lock automatically to protect the occupants NOTE The inertial reels are located for maximum shoulder harness comfort and safe retention of the seat occupants This location requires that the shoulder harnesses cross near the top so that the right hand inertia reel serves the pilot and the left hand reel serves the front passenger When fastening the harness check to ensure the proper harness is being used To use the seat belt shoulder harness position the adjustable metal link on the harness at about shoulder level pull the link and harness downward and insert the link in the s
172. ther flight data during night operations To operate the light first turn on the NAV light switch then adjust the map light s intensity with the knurled disk type rheostat control located at the bottom of the control wheel The most probable cause of a light failure is a burned out bulb however in the event any of the lighting systems fail to illuminate when turned on check the appropriate circuit breaker If the circuit breaker has opened whit button popped out and there is no obvious indication of a short circuit smoke or odor turn off the light switch of the affected lights reset the breaker and turn the switch on again If the breaker opens again do not reset it 7 22 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION CABIN HEATING VENTILATING AND DEFROSTING SYSTEM The temperature and volume of airflow into the cabin can be regulated to an degree desired by adjustment of a single push pull control knob labeled CABIN AIR HEAT see figure 7 8 When the knob is positioned full in no air flows into the cabin As the knob is pulled out to approximately one inch of travel as noted by a notch on the control shaft a flow of un heated fresh air will enter the cabin Further actuation of the control know past the notch toward the full out position blends in heated air in increasing amounts pM PPT LEP EF uum lt VERY Ate fone
173. ttery and an external power source applied turning on the master switch will close the battery contactor LIGHTING SYSTEMS EXTERION LIGHTING Conventional navigation lights are located on the wing tips and top of the rudder Landing and taxi lights are installed in the nose cap and a flashing beacon is mounted on top of the vertical fin Additional lighting is available and includes a strobe light on each wing tip and two courtesy lights one under each wing just outboard of the cabin door The courtesy lights are operated by a switch located on the left rear door post All exterior lights except the courtesy lights are controlled by rocker type switches on the left switch and control panel The switches are ON in the up position and OFF in the down position The flashing beacon should not be used when flying through clouds or overcast the flashing light reflected from water droplets or particles in the atmosphere particularly at night can produce vertigo and loss of orientation The two high intensity strobe lights will enhance anti collision protection However the lights should be turned off when taxiing in the vicinity of other aircraft or during night flight through clouds fog or haze INTERIOR LIGHTS Instrument and control panel lighting is provided by flood and integral lighting with post and electroluminescent lighting also available All light intensity is rheostat controlled The light intensity in airplanes not equipped wi
174. udes the material required to be furnished to the pilot by FAR Part 23 It also contains supplemental data supplied by Cessna Aircraft Company Section 1 provides basic data and information of general interest and also contains definitions or explanations of symbols abbreviations and terminology commonly used DESCRIPTIVE DATA ENGINE Number of Engines 1 Engine Manufacturer Avco Lycoming Engine Model Number O 360 AAF6D Engine Type Normally aspirated direct drive air cooled horizontally opposed carburetor equipped four cylinder engine with 361 cu In displacement Horsepower Rating and Engine Speed 180 rated BHP at 2700 RPM PROPELLER Propeller Manufacturer McCauley Accessory Division Propeller Model Number B2D34C211 82PCA 6 Number of blades 2 Propeller Diameter Maximum 76 Minimum 75 Propeller Type Constant speed and hydraulically actuated with a low pitch setting of 12 1 and a high pitch setting of 26 0 30 inch station FUEL Approved Fuel Grades and Colors 100 LL Grade Aviation Fuel Blue 100 Formerly 100 130 Grade Aviation Fuel Green Fuel Capacity Standard Tanks Total Capacity 50 gallons Total Capacity each tank 25 gallons Total Usable 49 gallons Long range tanks Total Capacity each tank 30 5 gallons NOTE AIRCRAFT N1 10PF IS EQUIPPED WITH STANDARD TANKS 1 3 CESSNA 1778 SECTION 1 GENERAL NOTE To ensure maximum fuel capacity when refueling place the fuel selector v
175. uld never be used Remove stubborn oil grease with a cloth moistened with Stoddard solvent Waxing is unnecessary to keep the painted surfaces bright However if desired the airplane may be waxed with a good automotive wax A heavier coating on the leading edges of the wings and tail and on the engine nose cap and propeller spinner will help reduce the abrasion encountered in these areas When the airplane is parked outside in cold climates and it is necessary to remove ice before flight care should be taken to protect the painted surfaces during ice removal with chemical liquids A 50 50 solution of isopropyl alcohol and water will satisfactorily remove ice accumulations without damaging the paint A solution with more than 5096 alcohol is harmful and should be avoided While applying the de icing solution keep it away from the windshield and cabin windows since the alcohol will attack the plastic and may cause it to craze PROPELLER CARE Preflight inspection of propeller blades for nicks and wiping them occasionally with an oily cloth to clean off grass and bug stains will assure long trouble free service 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 my result in cracks Never use an alkaline cleaner on the blades remove grease and dirt with carbon tetrachloride or Stoddard solvent ENGINE CARE
176. ures within the rear fuselage will vary with open cabin ventilators and vent windows Refer to Section 5 for the effect of varying cabin pressures on airspeed and altimeter readings AIRSPEED INDICATOR The airspeed indicator is calibrated in knots and miles per hour Limitations and range markings include the white arc 47 to 90 knots green arc 57 to 138 knots yellow arc 138 to 167 knots and a red line 167 knots If a true airspeed indicator is installed it is equipped with a rotatable ring which works in conjunction with the airspeed indicator dial in a manner similar to the operation of a flight computer To operate the indicator first rotate the ring until pressure altitude is aligned with outside temperature in degrees Fahrenheit Pressure altitude should not 7 24 CESSNA 1778 SECTION 7 AIRPLANE AND SYSTEMS DESCRIPTION be confused with indicated altitude To obtain pressure altitude momentarily set the barometric scale on the altimeter to 29 92 and read pressure altitude on the altimeter Be sure to return the altimeter barometric scale to the original barometric setting after the pressure altitude has been obtained Having se the ring to correct for altitude and temperature then read the airspeed shown on the rotatable ring by the indicator pointer For best accuracy this indication should be corrected to calibrated airspeed by referring t the Airspeed Calibration chart in Section 5 Knowing the calibrated airspeed read true
177. urned by hand with the throttle closed Leave the primer charged and ready for a stroke Mixture FULL RICH Propeller HIGH RPM Propeller area CLEAR Master Switch ON Ignition Switch START Pump throttle rapidly to full open twice Return to 1 2 inch open position Release ignition switch to BOTH when engine starts Continue to prime the engine until it is running smoothly or alternately pump the throttle rapidly over the first 14 of total travel 10 01 pressure CHECK 11 Pull carburetor heat knob full on after the engine has started Leave on until the engine is running smoothly 12 Primer LOCKED 69 I If the engine does not start during the first few attempts or if the engine firing diminishes in strength it is probable that the plugs have frosted over Preheat must be used before another start is attempted CAUTION Pumping the throttle may cause raw fuel to accumulate in the air intake air duct creating a fire hazard in the event of a backfire If this occurs maintain a cranking action to suck the flames into the engine An outside attendant with a fire extinguisher is advised for cold starts without preheat During cold weather operation no indication will be apparent on the oil temperature gage prior to takeoff if outside air temperatures are very cold After a suitable warm up period 2 to 5 minutes at 1000 RPM accelerated the engine smoothly to higher RPM If
178. wer left index mark for 60 seconds Then roll back to level flight by leveling the miniature airplane 3 Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading 4 f necessary adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately 5 Maintain altitude and airspeed by cautious application of stabilator control Avoid over controlling by keeping the hands off the control wheel as much as possible and steering only with rudder EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 180 turn a descent through a cloud deck to VFR conditions may be appropriate If possible obtain a radio clearance for an emergency descent through clouds To guard against a spiral dive choose an easterly or westerly heading to minimize compass card swings due to changing bank angles n addition keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator Occasionally check the compass heading and make minor corrections to hold an approximate course Before descending into the clouds set up a stabilized let down condition as follows Apply full rich mixture Apply full carburetor heat Reduce power to set up a 500 to 800 ft min rate of descent Adjust the stabilator and rudder trim control wheels for a stabilized descent at 80 KIAS Keep
179. wwudge SOO 24 2 3 kre w 4 tro bue DVZ IOEUutux Tu Oe zaz E 20 PC D m x ax nN e X V c SR a Maz HAL woo agad 6 12 6 WEIGHT AND BALANCE EQUIPMENT LIST CESSNA 177B LAE LUE m 4 DOE meu des nuo Soe 9 o a D Quac e t MMWR OO A MOM Cnr er ANGO DAMD a E X wuooome o o ou wit P 4279009280058 9 9 5 9 eee m m 4 eoceocooOOoO0000 ANAS REF DRAWING WT LBS INS 1701031 1 5 S 2 m 38 e wo m n us a mix lt ane N woe gt a gt e amp 245X ade 5 cet 8 Sfi 0 4400 z 5 Tao 22256 8 5 3385 J Jw e 2I ale t gt ww 9 6 2 amp oo eo 4 Qwowovm xr zu 5 gt 5 T gt uua x eo le Swe 5 x zi mt gt esi eror oc es 2 te wo amp CUu 2 y 5 amp Het epoca dum a n H DEC ICE utu j

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