Cada. MORE PEOPLE BUY AND FLY CESSNA AIRPLANES THAN ANY OTHER MAKE WORLD'S LARGEST PRO- DUCER OF GENERAL AVIATION AIRCRAFT SINCE 1956 PICHUP waAGon TRUGH We es a OW NER’S MANUALPERFORMANCE WITH NO DISPERSAL EQUIPMENT INSTALLED AGpickup, AGrickup ASwegon AGtruck ENGINE AND PROPELLER 230 HP Engine 230 HP Engine 300 HP Engine 300 HP Engine CONFIGURATIONS Fixed Pitch Constont Speed Constant Speod Constant Speed Propeller Propeller Propaller Propeller GROSS WEIGHT 13300 tbs 13300 is 3300 the 200 res SPEED, BEST POWER MOCTURE: ‘Toh Speed at Sea Level... s 5. 119 mphat 138 mph at 151 migh at 15L mph at ated 2000 rpm rated power max. eont. power mx, cont, power cruise Speed. 0% power 75% power 18% poser TSR ower at 5000 1 at 6300 f at 6900 18 at 6500 1 16 imp 128 mph 341 mph HL mph RANGE, NORMAL LEAN 20CTURE: Crise ee eee eee TOR power 1% poser 18% paver 75% power 36.5 Gallons, No Ressrve at 5000 1 at 6300 at 6800 ft al 6500 ft 325 mi 28 mt $0 mt 2.8 hee 2.6 ha 2.3 hee 4 pa 128 raph 140 mph crusse woes és a8 mt 475 a ‘4 Gallons, Wo Rewerve 3.4 hee S.4 ure x 140 soph tio mp RATE OF CLIMBATSBALEVEL .... 0pm 755 tam 840 fom 340 fm SERVICE CEILING... Pel waco 13,100 tt 18,700 fe 15, 700 8 TAKE-OFF: Ground Ruy mest sus tt sett sot ‘Total Distance Over 80-Foot Olstacie, 1868 ft 1320 te oon 70th LANDING: Ground Roll... se 4208 saan 08 42041 ‘Total Dislauce Over Si-odt Obstacle, aes tt i265 1 ‘26s te 1205 10 STALL SPEED: Flaps Up, Power Of 2... 6s. SL mph St mpa 6 mph 61 mph Flaps Dowa, Power Oft © 1 | St aaph 87 pa 31 ph ST mph SS This manual covers operation of the AGpickup which is certified as Model 188B, and the AGwagon and AGtruck which are certified as Model Al88B under FAA Type Certificate No. A9CE. D961-13 — CES 100 — 7/80(Rosen de Ad FE IVIL => po 28 PERFORMANCE LIQUID DISPERSAL SYSTEM : WITH GATE BOX AND ENGINE-DRIVEN HYDRAULIC PUMP INSTALLED AGpickup AGwogon ENGINE AND PROPELLER 230 HP Enginw 300 HP Engine CONFIGURATION Constant Speed 1 Speed Constant Speed cross werner se 2ot0 is sto ms $508 SRE ac nine: oh Geetnaena aap phat tat mont 221 mphat aera, a ‘Cruise Speed. . ee ‘78% power 13% power ‘15% power Nek pase neaee bina nee nes ANGE, NORMAL LEAN aeTURE: ‘Cruise ee _ 15% power 18% power 15% power SE cain, wo ese eae igre Wars are aoe ; em Bo : iif Hiss : Grebe eee cece ae sma WSs to Read ee mn. ies, ies BATE oF cline Ar sta LeveL. stip am ee Band: Sanmd™ et moc: EMR mare mee Faron Sorina. eae tion sane SeaTac Sersieat Oca, HR Bite ah re . ‘Flaps Up, Power Off . . GL mph 61 mph ‘él mph RET Ps oa Smt aanSPECIFICATIONS AGpickup AGpickve AGwason AGtruck ENGINE AND PROPELLER 230 HP Engine 230 HP Engine 300 HP Engine 300 HP Engine Consiont Speed Constont Speed Constant Speed Propeller Propellee Propeller CONFIGURATIONS. GROss WEIGHT: Normal Category — os « ee 9800365 8300 Ibs 3300 Ibs 2800 1bs ‘MAXIMUM GROSS WEIGiC Restricted Category... s+. = $800 Tbs 380 Ibs 4900 ibe 4000 tha EMPTY WEIGHT (Apprexiinai ‘With No Dispersal Equipment installed 1615 lbs 1835 Ibs 1010 tbs 250 tbs Liquid Dispersal System With Gate Box ‘and Engine-Driven Hydraulic Pump. = 1985 ths 2040 tos 2160 Ibs WING LOADING (Pounds/S1 Foot): ‘3200 Ibs Grose Weight... - 16.3 16.3 16.3 16.1 POWER LOADING (Pounds/HP): ‘2200 Ibs Grose Weight =... 4S 14.3 ae 1.0 FUEL CAPACITY (Total); ‘Fuselage Tank System. = 2 3 al. a7 al. ST gal. ‘ing Tank System oS - 36 gal. seal. QM. CAPACITY (Fetal) 20S nats wes wats Ras PROPELLER (Diameter) |! 50 Inches: 36 inches 82 inches 82 Inches 2ebladed 2ewladed 2bladed 2ebiaded EKGMIE: Continental Carbuzoter Type Engine. O-470-R 0-410-8 | ‘200 rated BHP at 2600 REx ENGINE: Continental Fuel injeciten Engine » a 10-820-D 10-820-D ‘200 rated BHD at 2850 RPM (S-Minute Take-Off Rating) 285 rated BILP at 2700 RPM (Maximum Continuous Rating) HOPPER CAPACITY... +++ > 200 gah, 200 ga. 200 gal. 250 gal. arent Aett Beart at deuttINTRODUCTION ..... The Cessna AGpickup, AGwagon, and AGtruck are designed specifi- cally as safe, efficient, easy-to-fly aerial application airplanes. Their flying characteristics have been carefully developed so that they can be maneuvered near the ground for long periods with maximum safety and minimum effort. In addition, their rugged structure and equipment are simple and easy to maintain, further enhancing their reliability and effi- ciency. In line with this philosophy, it is important that the pilot obtaina thorough knowlédge of the airplane and its equipment, as weil as an under- standing of operational techniques. Toward this end the Owner's Manual emphasizes the basic design principles of various systems, while mini- mizing operational information that is conventional and well known to agricultural pilots. Many of the systems are optional, while others are ineluded as standard equipment in some models. The AGpickup is offered with a siandard 230 HP engine and standard fixed-pitch propeller or optional constant- speed propeller; the AGwagon and AGtruck are equipped with a 300 HP engine and associated constant- speed propeller, For convenience throughout the manual, these configu- rations will be referred to as (230 HP Engine, FPP), (280 HP Engine, CSP), and (300 HP Engine). Recognizing that a great variety of dispersal equipment will be in~ stalled (and possibly modified) according to the operator's desires, most of the performance data in Section VI has been presented for a "clean" airplane without dispersal equipment installed. This data is provided for each engine and propeller option, Additional data is included to show dif- ferential factors which must be considered for some typical dispersal equipment installations, Since these differential factors will vary with different types of equipment installations, each operator should use the data as a guide and make allowances according to the type of equipment installed on his airplane.RINCIPAL MENSIONS (AGwagon . Shown) * 7'-BY" MAX Maximum height with flashing bea- on and cable deflector instalied. 44 Length with fixed pitch propeller (ao spinner) 1s 25°39" ‘#3 Wing span with extended conical camber wing tips. sobivk Track with oversized tires ig TUL 4/2" nL 8TABLE OF CONTENTS Page = SECTION | - OPERATING CHECK LIST ________ Mw SECTION II - DESCRIPTION AND OPERATING DETAILS ...__________ 24 SECTION Ill - EMERGENCY PROCEDURES _...- 3-1 SECTION IV - OPERATING LIMITATIONS -..___._ 4. SECTION V - CARE OF THE AIRPLANE...-_-_-- 5-1 OWNER FOLLOW-UP SYSTEM iiiREVISED FUEL QUANTITY DATA ! PICKUP 1973 AIRCRAFT {SERIAL 18801347 AND ON) : AG WAG ON 1974 AIRCRAFT {ALL SERIALS} TRU ck 1975 AIRCRAFT (ALL SERIALS) Due to changes in fuel tank manufacturing technique, wing tank fuel systems in the above noted airplanes have heen found to contain less than the capacity published in the Owner's Manuals. (Airplanes having fuselage tank fuel systems are not affected by this change.) Data in these manuals indicates a total_usable capacity of 54 gallons in the wing tanks; a usoble capacity per tank is not referenced since single-tank operation is not selectable, - ‘Ali fuel capacity references in Owner's Manuals for these airplanes should be marked to reflect the capacities in the chart below. TOTAL BOTH TANKS USABLE BOTH TANKS TOTAL USABLE PER TANK | PER TANK CAPACITY Not {WING TANK SYSTEM) lectable When figuring weight and balance data, consideration should be given to the reduction in weight and change in mament/1000 which results from a reduced fuel capacity. For quick re-computation af cruise performance data, use the information in the Cruise Performance charts provided in the Owner's Manuals by multiplying the ENDR. HOURS and RANGE MILES of wing tank system figures by 0.98; this will provide conservative endurance and range based on the reduced fuel capacity. Pages in the Owner's Manuals which are affected by the change in fuel capacity are listed in the chart below. MANUAL PAGES AFFECTED : 1973 i | owner's | Inside 214] 49 | 410] 411] 58 maNUAL | Sover is7t Inside | Pert. Iasi owner's | T°) wih | spec. | 213 | 49 | aio | 411] 64 | cher MANUAL Disp. Sys} 1975 ‘ae | Pat \ owner's |!) win | spec. | 213 | 49 | 41a | ati | 64 | fice MANUAL over Disp. Sys] over REFERENCE SERVICE LETTER SE 75 -7Section I oO OPERATING CHECK LIST Section I lists, in Pilot's Check List form, the steps necessary to operate the airplane. For a more comprehensive description of opera- ting details and the airplane's equipment, systems, and controls, refer to Section If, All airspeeds given in Sections I, I, UI, and IV are indi- cated airspeeds unless otherwise noted. BEFORE ENTERING THE AIRPLANE. (1) Make an exterior inspection in accordance with figure 1-1. 1-1Os c. 1-2-- EXTERIOR INSPECTION NOTE Visually check inspection plates, removable panels, hopper door, and hopper filler cap for security, and general condi- tion of aireraft and agricultural equipment during walk- around inspection, In cold weather, remove even small ac- cumulations 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 night flight is planned, check operation of all lights and make sure a flashlight is available. Release control lock (if installed). Check magneto switches turned off, Turn on master switch and check fuel quantity indicator(s); then turn off master switch. Check fuel shutoff vaive knob "ON" (full in). Cheek all items in cockpit secured, and control cables clear of obstructions. Visually check fuel quantity; then check fuel filler cap secure (fuselage fuel tank system only). Figure2 Paes » » a Inspect flight instrument static source opening on tailcone for stoppage (both sides). Remove rudder gust lock, if installed, Disconnect tail tie-down, Check tail wheel tire for proper inflation. Check control surfaces for freedom of movement and security. Check aileron for freedom of movement and security. Disconnect wing tie-down, Check fuel vent for stoppage (wing fuel tank system only). Before first flight of day and after each refueling, use sampler cup and drain small amount of fuel from tank sump drain valve to clear sump of possible water and sediment (wing fuel tank system only). Visually check fuel quantity; then check fuel filler cap secure (wing fuel tank system only}. Check main wheel tire for proper inflation. Check propeller for nicks, oil leaks (constant speed propeller only), and security. Refore first flight of day and after each refueling, pull out strainer drain knob for about four seconds to clear fuel strain- er of possible water and sediment. Check valve closed after draining. Cheek oil level. Do not operate with less than nine quarts. Fill to twelve quarts for extended flight. Check oil filler cap secure, Cheek fuel vent for stoppage (fuselage fuel tank system only). Check hydraulic oii cooler inlets unblocked (both wing root leading edges when hydraulically-operated spray pump system installed), Check main wheel tire for proper inflation. Visually check fuel quantity; then check fuel filler cap secure (wing fuel tank system only). Before first flight of day and after each refueling, use sampler cup and drain small amount of fuel from tank sump drain vaive to clear sump of possible water and sediment (wing fuel tank system only). Cheek fuel vent for stoppage (wing fuel tank system only), Disconnect wing tie-down, Remove pilot tube cover, if installed, and check pitot tube opening for stoppage. Check aileron for freedom of movement and security, 1-3‘BEFORE STARTING THE ENGINE. (1) @) (3) () (5) (6) Seat and Seat Belts -- Adjust and lock. Shoulder Harness -- Adjust. Fuel Shutoff Valve -- "ON" (lob pushed full in). Radio and Electrical Equipment -- Off. Brakes -- Test and set. Tail Wheel Lock Control -- Unlock. STARTING THE 230 HP ENGINE. Mixture -- Rich, Carburetor Heat -- Cold. Primer -- As required in cold weather. Propeller (if applicable) -- High RPM. Throttle -- Cracked (after pumping twice). Master Switch -- "ON," Magneto Switches -- "ON,” Starter -- Engage. Oil Pressure -- Check. STARTING THE 300 HP ENGINE. (8) (10) (11) 1-4. Mixture -- Rich. ‘Throttle -- Closed. Propeller -- High RPM. Alternate Air -- Off. Master Switch -- "ON." Magneto Switches -- "ON." Auxiliary Fuel Pump Switch -- On "LO," NOTE The auxiliary fuel pump will not operate until the starter is engaged. Starter -- Engage. Throttle -- Advance slowly until engine starts. Auxiliary Fuel] Pump Switch -- Off. Oil Pressure -- Check.BEFORE TAKE-OFF, (1) Flight Controis -- Check. (2) Elevator Trim Tab -- Set. (3) Canopy Doors -- Closed. (4) Throttle Setting -- 1700 RPM. (5) Engine Instruments -- Check. (6) Magnetos -- Check (RPM drop should not exceed 150 RPM on either magneto or 50 RPM differential between magnetos), (7) Carburetor Heat (230 HP Engine) -- Check operation. (8) Propeller (if applicable) -- Cycle from high to low RPM; return to high RPM (full forward). (9) Flight Instruments and Radio -- Set. TAKE-OFF, NORMAL CATEGORY TAKE-OFF. (1) Tail Wheel Lock Control -- Lock. (2) Wing Flaps -- 0° to 20°. (3) Power ~- Full throttle for 230 HP engine, FPP; Full throttle and 2600 RPM for 230 HP engine, CSP; Full throttle and 2850 RPM for 300 HP engine, (4) Elevator Control -- Lift tail wheel and assume level flight attitude for best acceleration, (5) Climb Speed -- 70 to 80 MPH. (6) Wing Flaps -~ Retract, RESTRICTED CATEGORY TAKE-OFF (Dispersal Equipment Installed), (1) fail Wheel Lock Control -- Lock. (2). Wing Flaps -- 5° to 10°. (3) Brakes -- Apply. (4) Power -- Full throttle for 230 HP engine, FPP; Full throttle and 2600 RPM for 230 HP engine, CSP; Full throttle and 2850 RPM for 300 HP engine, (5) Mixture -- Lean for field elevation (300 HP engine). (6) Brakes -- Release, (7) Elevator Control -- Lift tail wheel and assume level flight aititude for best acceleration, (8) Climb Speed -- 75 to 85 MPH until all obstacles are cleared. (9) Wing Flaps -- Retract after obstacles are cleared.CLIMB. NORMAL CLIMB (Without Dispersal Equipment). i (1) Airspeed -~ 85 to 95 MPH. (2) Power -- Full throttle for 230 HP engine, FPP; 23 inches and 2450 RPM for 230 HP engine, CSP; 25 inches and 2550 RPM for 300 HP engine. (3) Mixture -- Lean for altitude. MAXIMUM PERFORMANCE CLIMB (Without Dispersal Equipment). (1) Airspeed -- 91 MPH. (2) Power -- Full throttle for 230 HP engine, FPP; Full throttle and 2600 RPM for 230 HP engine, CSP; Full throttle and 2700 RPM for 300 HP engine. (3) Mixture -- Lean for altitude. NOTE The climb speeds listed above in "Normal Climb" and "Maximum Performance Climb" check lists will decrease approximately 13 MPH with dispersal equipment installed. CRUISING. (1) Power -- 2200-2600 RPM for 230 HP engine, FPP; 15-23 inches and 2200-2450 RPM for 230 HP engine, CSP; 15-25 inches and 2200-2550 RPM for 300 HP engine. . (2) Elevator Trim -- Adjust. (3) Mixture -- Lean. BEFORE LANDING. (i) Mixture -- Rich, (2) Carburetor Heat (230 HP Engine) -~ Apply before closing throttle. (3) Propeller (if applicable) -- High RPM. (4) Airspeed-- 80 to 90 MPH (flaps up). 1-6(5) Wing Plaps-- As desired. (6) Airspeed-- 75 to 85 MPH (flaps down). NOTE Increase the above listed airspeeds by 5 MPH if landing at maximum RESTRICTED CATEGORY weight. AFTER LANDING. (1) Wing Flaps -- Up. @) Carburetor Heat (if applicable) -- Cold. (3) Tail Wheel Lock Control -- Unlock. SECURING AIRCRAFT. (1) Parking Brake -- Set, ) Radio and Electrical Equipment -- Off, (3) Mixture -- Idle cut-off (pulled full out). (4) Master Switch and Magneto Switches ~- Off. (5) Control Lock -- Installed. (6) Hopper and Dispersal System Plumbing -- Empty and clean as described under Daily Servicing Procedures in Section V. 1-7Ab SG IA “4OLLOVUd ONLLVUIdO COOD GAAICISNOO SI AVC HOVE JO THOT Lua TL OL HORI SNIVYIC NOIND WOAUTSTA TANS AHL ONISN WALY M JO TONASTAd FHL UOd AOAHNO W HC LON “CATIVISNI AUY (SUIOANISTA OL YO ANO AL ANUNWALAC OL WACO NI TVONV SHENMO. YO NOOTINVH ONILVYIdOO SLOTId TAL J 1INSNOD 'STIGOW ANVTCATV TIV NO L8Od YOOT CIV ANNOL GNV TIVATUL HL NIIMLAG TOV TSN TALL MAGNA GELVOOT AaV (SyMIOAWASTA TAN FHL “1 ZLON “NOLLY NIAWL -NOO NINA WAH.LO UO JOM “WALVA\ ON SI MAHL LVL AUASNI OL AUVSSZOAN LNALXA THL OL GFDUNd AE LSM WALSAS MANA ANV Wal THL SNIVUT ‘MOND AOAUASAL JaNd THL ONLLYYAdO Ad YILYA JO AONASAU IHL AOI GANOAHO ad LSAW (syaloa WISTY NIN TNL ‘WALL AA JONGON SNIVUG AINIVALS WANA WO SHNVL TANT ONT FHL AL YO ‘MONS YO LITTS ‘NIV Od CASNOAXY NAG SVH INV TdHIY GAL Aly “NIVU HOIND INV. ONIA HOVE NO 7 GN¥ 1 SdaLS LVETa"€ “MOTHS PHILA ATO ‘CLLOTLAC SI NOLLVNIAWLNOO ANV JI ONITENATE HOV UELIV NY AVC HOVA dO LHOWTA LSULd FHL TIOAIE TAVAO TINA WAdOUd WOA NOHO OSTV “HLM PIGILVaNOD LON TONVLSANS YIHLO ANV YO JO! OATS “LS WAL -¥.M LO WAOd TELL NI NOLLVNINWLNOO ‘THN JO SONICIAT WOd NIVUC YOUNG BNVL PNT HOVE ONY WANIVELS TAN FHL WOW GANIVAC CINTA SHL LOSASNI “‘CISOTO NIVUC WINIVALLS AOAHO “SQNOOAS F LSVIT.LY YOd TOULNOD NIVUC UANIVALS AHL ONILV AAO OL YOR ALYLLNO NVC WAINIVULS TAN GAL UIGNN AANIVLNOS ATAVLINS V FOV T “SNIVUC NOINO WOAUISTA ANVL ONIM UINIVALS TAN ‘ONITdAVS THOT NOAH WALSAS THO LHOL aad — SHANATIOOUd ONLLV AIO LO__ Section if DESCRIPTION AND OPERATING DETAILS The following paragraphs describe systems and equipment in the air- plane, Operating procedures that are not obvious are described in detail, ENGINE CONTROLS. A control quadrant (located on the left side of the cockpit just below the door frame) contains the throttle lever {all configurations) and the propeller lever (230 HP CSP and 300 HP Engines only), Friction on the throttle and propeller controls can be increased by rotating the knurled friction control knob on the side of the quadrant clockwise, The throttle is the outboard lever on the control quadrant and may be opened by moving it forward. The propeller control lever is the inboard lever and increases RPM by forward movement, The mixture control for the 230 HP engine is a red double-button type push-pull control located just aft of the control quadrant. To provide full rich mixture, push the control full in, To lean the mixture, depress the button and pull the control out to the desired position. Pulled full out, the control is in the idle cut-off position, . A red push-pull mixture control with a vernier feature is used for the 300 HP engine. For precise mixture adjustments, screw the control ‘in or out to the desired position. For larger adjustments, depress the thumb button and push or pull the control as desired, The full-out posi- tion of the control is the idle cut-off position, The conventional push-pull type carburetor heat control (230 HP Engine) is located on the lower left side of the instrument panel. This contro] actuates a butterfly valve in the carburetor air box which selects the source of engine induction air (figure 2-2), Pulling the control to the full-out position cuts off the flow of filtered ram air to the carburetor and causes non-filtered, heated air to be ducted to the carburetor. ‘The a-1COCKPIT CONTROL 1 2 3 4 5 § 7 8 9 1 mM 12 3 : 1, Emergency Door Release Handle 10, Oil Pressure Gage ' 2. Spray Valve Metering Stop Control Knob 11. Cylinder Head Temperature Gage : 3. Throttie 12, Fuel Quantity Indicators (Wing Tank System) i 4. Hopper Dump Handle 18, Circuit Breakers | §. Propeller Control (280 HP Engine, CSP 14, Starter Button | or 300 HP Engine) . 15. Map Light Switch i 6. Spray Pressure Gage 16, Magneto Switches 7. Ammeter 17. Master Switch 8, Manifold Pressure/Fuel Flow Indicator 18, Auxiliary Fuel Pump Switch (300 HP Bngine) (300 HP Engine) 19. Pilot's Seat 9, Tachometer 20, Mixture Control Knob Figureand INSTRUMENT PANEL Upper and Lower Instrument Lights and Hopper 10. Light Rheostat Knobs 1 2. Inlerior and Exterior Lighting Switches 32. 3. Airspeed Indicator 3. 4. Altimeter 1 : 5. Over-Voltage Warning Light ccs : 8, Additional Instrument Space 16. i 7. Low Voltage Warning Light (28-Volt System) 17, 8. OU Temperature Gage 18. : 8. Cabin Heat Contral Knob 16. i Fuel Shutoff Valve Controt Knob Ash Tray Contra} Stick Spray Valve Switches (Electric Spray Valve) Spray Light/Turn Light Switch Right Cabin Heat Outlet Control Stick Lock Parking Brake Handle Hydraulically-Driven Spray Pump Control Knob Engine Alternate Air Control KnobINDUCTION AIR SYSTEM [schematic] 230 hp ENGINE CONTROL FULL «IN CARBURETOR AIR CONTROL COOLING AIR FILTER INDUCTION CODE sw} FILTERED INDUCTION AIR > HEATED AIR => ENGINE COOLING AIR —— MECHANICAL CONNECTION CONTROL CARBURETOR AIR CONTROL COOUNG Gites AIR FILTER INDUCTION AiR DUCT CARBURETOR AIR BOX 2-4INDUCTION AIR SYSTEM 300 hp ENGINE CONTROL FULL IN ENGINE ALTERNATE 5 AIR CONTROL \Bopy - \ \ > Z COOLING INDUCTION. AIR FILTER AIR DUCT CODE [=> ENGINE COOLING AIR b> FILTERED INDUCTION AIR > ALTERNATE INDUCTION AIR == _HECHANICAL CONNECTION DOOR CLOSED CONTROL FULL Pa » ouT ENGINE f ALTERNATE AIR CONTROL BLOCKED DY > OR Ss COOLING : RESTRICTED E GILLS . INDUCTION: \ ‘AIR FILTER INDUCTION AIR DUCT DOOR OPEN Figure 2-3, 2-5carburetor heat control should be in the full-in position for normal oper- ation, except during power-off or low-power descents. In atmospheric conditions that are conducive to carburetor icing, select the minimum amount of carburetor heat for normal operation that will keep ice cleared : from the carburetor. A push-pull type engine alternate air control (300 HP engine) is lo- cated on the lower left side of the instrument panel. The control actuates an alternate air door which selects the source of engine induction air (fig- ure 2-3), Pulling the control to the full-out position cuts off the flow of filtered ram air to the throttle body and causes non-filtered warm air to be ducted to the throttle body. The alternate air control should be pushed full in for normal operation. If the induction air filter becomes blocked, the alternate air control should be pulled full out, This will bypass the blocked filter and provide the engine with induction air. IGNITION SWITCHES. Two separate toggle-type magneto ignition switches are located on the lower right side of the instrument panel. Each switch is "ON" in the up position and "OFF" in the down position, Operation of the ignition system is conventional. The left ignition switch controls the left magneto which fires the top spark plugs on the left bank of cylinders and the bot- tom spark plugs on the right bank, Conversely, the right ignition switch controls the right magneto which fires the top spark plugs on the right bank and the bottom spark plugs on the left bank. ENGINE PRIMER (230 HP Engine.) A conventional plunger -type engine primer is located on the lower right side of the instrument panel. Approximately 2-6 strokes of the primer (prior to depressing the starter button) will provide the proper fuel mixture for starting a cold engine. In hot weather, pumping the throttle one or two strokes may be performed in lieu of engine priming, The primer knob should be full in and locked when not in use to prevent the engine from drawing fuel through the primer system (see figure 2-5). ‘ENGINE PRIMER (300° HP Engine). Refer to Auxiliary Fuel Pump Switch” paragraph in this section. 2-6STARTER BUTTON. A push-button starter switch is located on the lower vight side of the in- strument panel. The starter system operates in the same manner whether power is being supplied by the aircraft battery or an external power source, ENGINE INSTRUMENTS. TACHOMETER. A mechanically-driven recording tachometer is located in the instru- ment console on top of the instrument panel deck. The recorder is set to record engine time accurately for the particular engine and propeller combination. For an explanation of the engine instrument markings shown on the tachometers, refer io Section IV. MANIFOLD PRESSURE GAGE/FUEL FLOW INDICATOR. A manifold pressure gage is provided for airplanes equipped with a 230 HP engine and constant-speed propeller. If the airplane has a 300 HP engine and constant-speed propeller, a combination manifold pres- sure/fuel flow indicator is provided, On this instrument, manifold pres- sure is shown on the left side of the instrument face, and fuel flow is shown on the right side, The fuel flow indicator senses fuel pressure developed at the fuel distribution valve (figure 2-6), and is calibrated in gallons per hour, Fuel flows required to give adequate engine cooling in full throttle climbs are shown on a placard near the fuel flow indicator, PROPELLER. A 90-inch aluminum, fixed-pitch, two-bladed propeller is standard equipment on the 230 HP engine. This propeller has a relatively flat pitch to permit high RPM (and power) at take-off and climb speed. An 88-inch constant speed, two-bladed propeller is available on the 230 HP engine. An 82-inch constant speed, two-bladed propeller is standard equipment on the 300 HP engine,i Ol. SYSTEM seman NOTE ‘On airplanes equipped with a fixed-pltch propeller, 2 plate ts installed instead of the propeller governor. “This plate "dead fends” the propeller governor inlet off gallery. Also, = plug is installed ia the engine crankshaft to prevent oi] leakage. “THERMOSTAT. (OPER) PROPELLER 70 Seven PROPELLER THERMOSTAT = (CLOSED} \ ont, cote PROPELLER ‘covenNon -————+. . 2 om, OIL g ‘TEMPERATURE FILTER ay Cade CAP Bg 8 on : a PRESSURE 3 tage 3 S g Ned OIL DIPSTICK: SUMP DRAIN PLUG: ‘OIL, PRESSURE ‘RELIEF VALVE om, PUMP. BYPASS ENGINE VALVE on ENGINE OIL PUMP. FILTER PRESSURE OIL 7] SUMP om, RETURN OL, AND SUCTION om EXTERNAL by FILTER LH Figure 2-4,On aircraft having constant speed propellers, a propeller governor maintains a selected RPM regardless of varying airspeeds or flight atti- tudes when sufficient engine power is being developed. The governor in- creases the propeller blade angle by directing pressurized engine oil toa piston in the propeller hub, Conversely the aerodynamic forces acting on the propeller biades and an internal spring cause the blades to move to low pitch when the propeller lever is moved to the "INCREASE RPM" position. OIL SUPPLY SYSTEM. Oil for engine lubrication and propeller governor operation is supplied from a sump located at the bottom of the engine. Oil is picked up by the engine-driven pump, and is pumped through the engine oil filter screen (or the oil filter if installed) through the right oil gallery to the thermostat, When the temperature of the oil is below 150°, the thermostat causes the oil to bypass the oi] cooler. As the temperature rises above 150°, the thermostat closes, causing the oil to be forced through the oil cooler. From the thermostat and oil cooler, the oil is directed to various engine lubrication passages and the propeller governor and back to the sump. The capacity of the engine oil sump is 12 quarts, One additional quart is required if an oil filter is installed. However, the oil level should never be higher than the 12-quart mark on the dipstick, An on-off oil drain valve (spring-loaded in the off position) may be installed on the lower left side of the engine to facilitate draining of the engine sump, To drain the sump, turn the valve handle clockwise. Oil should be drained immediately after engine shutdown while the oil is hot, The time required to drain ten quarts (normal capacity for flights of less than three hours) is approximately seven minutes for an oil temperature of 185°F, and eleven minutes for an oil temperature of 150°F. FUSELAGE TANK FUEL SYSTEM. A fuselage fuel tank system is provided in the AGpickup and is avail- able inthe AGwagon ., In this system, fuel is supplied to the engine from a 37-galion aluminum tank located just aft of the engine compartment fire- wali (see figures 2-5 and 2-6), The tank is enclosed in a plastic vapor barrier bag equipped with three drain tubes equally spaced across the bot- tom of the fuel tank, The tank is vented from the filler neck through a vent line routed to a point under the left side of the fuselage ahead of the land- ing gear attach structure, In addition, small bleed holes are located in 2-9—FUEL SYSTEM SCHEMATIC 230hp Engine FUEL QUANTITY INDICATOR FILLER FUEL QUANTITY SCREEN’ TRANSMITTER RAM AIR SHUTOFF . VALVE FUEL SRUTOFF VALVE STRAINER DRAIN anon | TREE TO ENGINE t=----@® ENGINE PRIMER THROTILE LEVER canauretor FUEL suPPLY 3 vent om MECHANICAL fet ~ LINKAGE mr cvectaical (MIXTURE To CONNECTION CONTROL ENGINE KNOB CYLINDERS Figure 2-5.. —FUEL SYST ScREENA*| FUEL SHUTOFF VALVE cHecK VALVE AUXILIARY FUEL PUMP eM FILLER CAP FUEL QUANTITY TRANSMITTER FUEL STRAINERS STRAINER DRAIN KNOB MIXTURE CONTROL KNOB FUEL FLOW Vs INDICATOR ENGINE FUEL PUMP FILTER SCREEN FUEL ad UNIT FUEL DISTRIBUTION VALVE Figure 2-6, SCHEMATIC 300hp Eng FUEL QUANTITY INDICATOR SHUTOFF VALVE KNOS AUXILIARY FUEL PUMP ‘SWITCH THROTILE LEVER FUEL suPPLY 5 vent EXCESS FUEL ‘AND VAPOR. RBH keuen Fuet — MECHANICAL TINKAGE ELECTRICAL CONNECTIONthe internal portion of the fuel filler cap to provide tank i venting it the main fuel vent becomes obstructed. Fuel flows from the tank to a shutoff valve beneath the tank. When the shutoff valve is open and the mixture control is in the rich position with the engine running, fuel flows by gravity through the fuel strainer to the carbu~ retor on 230 HP airplanes. On 300 HP airplanes, fuel is drawn through a check valve in the auxiliary fuel pump, through the fuel strainer to the en- gine-driven fuel pump, where it is pumped into the fuel metering unit. In the metering unit, fuel is regulated by the setting of the throttle and mix- ture controls. The metered fuel is pumped through the fuel distribution valve to the injection nozzles. The remainder of the unmetered fuel is re- turned to the engine-driven fuel pump where excess fuel and vapor are di- rected through a return line to the top of the fuel tank. For operation of the auxiliary fuel pump, refer to the "Auxiliary Fuel Pump Switch" para- graph in this section, FUEL SHUTOFF VALVE KNOB. The double-button fuel shutoff valve knob, located on the right side of the instrument panel, is connected by a push-pull control to a conven- tional two-position on-off valve beneath the fuel tank. The valve is open when the knob is pushed full in, To close the valve, depress the button on the end of the knob and pull the mob full out. The valve is normally left "ON" except during maintenance work involving fuel system components or during prolonged storage periods. AUXILIARY FUEL PUMP SWITCH (300 HP Engine). The fue! pump switch is a sptit-rocker type; the right half positions are "HI," "LO" and off and the left half positions are "MAX HI" and off. The right half of the switch incorporates an intermediate "LO" position used for normal starting, and a "HI" position (when the top of the switch is fully depressed) for vapor purging during hot engine starts. Maximum fuel flow is produced when the left half of the switch is held in the spring-loaded ''MAX HI" position, In the "MAX HI" position an in- terlock within the switch automatically trips the right half of the switch to its "HI" position, When the spring-loaded left half on the switch is re- leased, the right half will remain in the "HI" position until manually re- turned to the off position. With the right half of the switch in the "LO" position, and the starter button depressed, the auxiliary fuel pump will operate at a low flow rate 2-12 :AUXILIARY FUEL PUMP SWITCH "MAX HI" POSITION (fully depressed) "HI" POSITION ~ {fully depressed) "LO" POSITION (intermediate) ILLUSTRATED WITH RIGHT HALF OF SWITCH IN THE "LO" POSITION, Figure 2-7. (pvoviding proper fuel mixture for starting) as the engine is being turned over with the starter, NOTE The auxiliary fuel pump will not operate in the "LO" position until the starter button is depressed. With the right half of the switch in the "HI" position, the pump oper- ates at one of two flow rates that are dependent upon the setting of the throttle. With the throttle open to a cruise setting, the pump is operating ata high capacity to supply sufficient fuel flow to maintain flight. When the throttle is moved toward the closed position (as during letdown, land- ing and taxiing), the fuel pump flow rate is automatically reduced, pre- 2-13venting an excessively rich mixture during these periods of reduced en~ gine speed. When the engine-driven fuel pump is functioning and the auxiliary fuel + pump is turned on "HI," a fuel/air ratio considerably richer than best power is produced unless the mixture is leaned. If the auxiliary fuel pump switch is accidentally placed on "HI" (with master switch on) with the engine stopped and the mixture rich, the intake manifolds will be flooded. STRAINER DRAIN CONTROL KNOB. A strainer drain control knob is located inside the left engine cowl access door on aircraft equipped with either the fuselage fuel tank or the wing fuel tanks. It is connected to the strainer drain valve with a con- yentional push-pull control. When the knob is pulled out, the valve is opened and water and sediment, if any, will be drained from the strainer. The knob should be pushed full in to close the strainer drain valve, After draining, a visual check should be made for water and sediment and to make sure the valve is closed. WING TANK FUEL SYSTEM. A wing tank fuel system is provided in the AGtruck and is available in the AGwagon (see figure 2-8). In this system, fuel is supplied simultaneously from two 28-gallon bladder-type tanks located in the wings. Total usable fuel for all flight conditions is 54 gallons. Each wing tank is vented individually through vent lines, incorporating check valves, and terminating in ramp-type external vent plates under the leading edge of the wings. In addition, the tanks are cross vented, utiliz~ ing two lines connected to a reservoir tank. Fuel flows from both tanks, through the reservoir tank, to the fuel shutoff valve. With the shutoff valve in the open position, the mixture control rich (full in) and the engine running, fuel is drawn through the fuel strainer, through a check valve in the auxiliary fuel pump to the engine-driven fuel pump. Fuel is then directed to the fuel metering unit, where its flow is regulated by throttle and mixture controls. Metered fuel is then pumped through a distribution valve to the injection nozzles, Additional unmetered fuel is returned to the engine-driven fuel pump 2-14WING TANK FUEL LEFT TANK VENTED FILLER CAP FUEL SYSTE QUANTITY INDICATORS SCHEMATIC 300 Kp Engine RIGHT TANK VENTED FILLER CAP RESERVOIR TANK DRAIN SHUTOFE VALVE VALVE PUMP VAPOR RETURN FUEL TO RESERVOIR TANK STRAINER }-- STRAINER DRAIN KNOB AUXILIARY FUEL PUMP MIXTURE CONTROL KNOB ENGINE FUEL Pump AIR THROTTLE ’ FUEL FLOW INDICATOR ASSURE MAXIMUM CAPACITY, Figure 2-8, VAPOR FROM ENGINE FUEL SHUTOFF. VALVE KNOB - pcp AUXILIARY * FUEL PUMP t swirce THROTTLE LEVER FUEL sueRY = un EXCESS FUEL AND VAPOR @BEEGT Revuen Fue ~ MECHANICAL LINKAGE We etectnicat CONNECTION 2-15: where excess fuel and vapor are then routed through a return line to the “| reservoir tanic, ! A push-pull strainer drain control knob is located inside the left en- gine cowl access door to facilitate inspection of fuel for presence of water or sediment. For detailed operation of the fuel shutoff valve knob, and {! auxiliary fuel pump switch, refer to "Fuselage Tank Fuel System" in this » section, _ To determine cruise performance data for aircraft equipped with the wing tank fuel system, refer to figure 6-5, ELECTRICAL SYSTEM. Electrical energy is supplied by a 14-volt, direct-current system. This system consists of an engine-driven 60 amp alternator and 2 12-volt, 25 amp-hour battery or a 12-volt, 33 amp-hour battery (refer to figure 2-9). A 28-volt, direct-current system is also available and consists of an engine- driven 60 or 100 amp alternator and a 24~volt, 17 amp-hour battery (refer to figure 2-10). The battery serves as the basic power source when the alternator is inoperative or when the alternator is not supplying sufficient current to meet the requirements of the electrical system. The alternator supplies current to the electrical system when the master switch is on, the engine is running, and the ammeter is not showing a discharge. The alternator is capable of producing a higher amperage than a generator can, at idle speed, making it far superior in keeping the battery charged in typical agricultural flight operations, The battery is located aft of the firewall on the right side of the fuse- lage. Access to the battery box is obtained by opening the right forward fuselage panel. 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, Normally, both sides of the master switch should be used simulta- ‘neously; however, the "BAT" side of the switch could be turned "ON" separately to check equipment while on the ground. The "ALT" side of 2-16. ELECTRICAL SYSTEM a R ‘UGHT ‘GRCUNT BREAKER iu bol ry R 4 ones ance ‘SENSOR. Ld CIRGUIT BREAKER u b= — hh l BHGINE OLY Figure 2-10, 2-18 |[ScHEMaTiC 70 LAKOING &-TAMI LIGHTS OTL TO WAVIGATION HTS (OFT TO LEFT AND AIGHT SPRAY LIGHT swiTCH LAP 0 FLASIIAG BEACON AMD STACEE UOHTS (FT| FO LEFT SPAY LIGHT OPT! 70 FIGHT SPRAY Lier LORE, 70 STARTER SUTTON TO MAP AND AUXILIARY WESRUMENT SIGHTS (O77 ToTuRN LC4tS (Orn TO COUPASS AN WESIRUNENT LIGHTING OFT 10 LOM-VOLTABE WARWNG LIGHT 10 STALL WARINGSVSTEN, 70 EAR LIGHTER OTH CIRCUIT BREAKER TO MASTER EMITEH -TOEPRAY VALVE(OFTI TO ASITATOR (OFT 0 TURN cooROINAoR OR TURRAND SRNR OEATOR circum sevaxen (rust-To-RESen] ou: Fe DIODE My STOR Jf carActton INCISE FILTER) J—— 60 ANo 100 amr SYSTEM Dio ame system OnLy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 placed on the battery, and all non-essential electrical equipment should be turned off for the remainder of the flight. AMMETER, The ammeter indicates the flow of current, in amperes, from the al- ternator to the battery or from the battery to the aircraft electrical sys- tem. When the engine is operating and the master switch is "ON," the ammeter indicates the charging rate applied to the battery, In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the discharge rate of the battery. OVER-VOLTAGE SENSOR “AND WARNING LIGHT The aircraft 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 condition occurs, the over~voltage sen- sor 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 aircraft battery is supply- ing 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 practical. The over-voltage warning light may be tested by momentarily turning off the "ALT" portion of the master switch and leaving the "BAT” portion turned on. LOW VOLTAGE WARNING LIGHT (28-VOLT SYSTEM). On aircraft equipped with a 28-volt electrical system, an amber warn- ing light, labeled "LOW VOLTAGE," is located on the right side of the instrument console. 2-19When the master switch is turned on prior to engine starting, the light will illuminate. After the engine is started and the alternator begins to function, the light will go out. In the event the alternator stops pro- ducing power due to an alternator failure, the light will illuminate and the flight must be continued on battery power. If this occurs, turn off non- essential electrical equipment and land as soon as practical. NOTE In the event of an over-voltage condition, the "LOW VOLTAGE" light will illuminate simultaneously with the red "HIGH VOLTAGE" light indicating the alterna- tor is shut down. . CIRCUIT BREAKERS AND FUSES. Most of the electrical circuits in the aircraft are protected by "push- to-reset” circuit breakers mounted on the instrument panel. In addition to the circuit breakers on the panel, the electric spray valve is protected by a 10-amp auto-reset circuit breaker. The cigar lighter is protected by a manually reset circuit breaker mounted on the back of the lighter re- ceptacle. A fuse mounted near the battery protects the battery contactor closing circuit. GROUND SERVICE PLUG RECEPTACLE, A ground service plug receptacle is available for installation just aft of the firewall on the right side of the fuselage below the right forward fuselage panel. Just before connecting an external power source (generator type or battery cart), it is important that the master switch be turned "ON." This will close the battery contactor and enable the battery to absorb transient voltages which otherwise might damage the electronic equip~ ment. The battery and external power circuits have been designed to com- pletely eliminate the need to "jumper" across the battery contactor to close it for charging a completely "dead" battery. A special fused cir- cuit in the external power system supplies the needed "jumper" across the contacts so that with a "dead" battery and an external power source applied, turning the master switch "ON" will close the battery contactor. 2-20LIGHTING EQUIPMENT. EXTERIOR LIGHTING. Exterior lighting consists of conventional navigation lights located on the wing tips and stinger, landing and taxi lights mounted in the nose cap, a flashing beacon on top of the vertical fin, strobe lights on the wing tips, wing tip turning lights, and forward facing retractable spray lights mounted on the lower surface of the wings. All exterior lights are con- trolled by single or split rocker-type switches on the left side of the in- strument panel, The switches are on in the up position and off in the down position. When the aircraft is equipped with spray lights, two switches, labeled "SPRAY LIGHTS", are utilized. One is a two-position on-off switch and the other is a three-position momentary split rocker switch labeled "EXT" "RET" and "OFF". The proper method for operation of the lights is to turn on the spray lights and then extend them to the desired position. Each light may be positioned individually by the two halves of the split rocker switch. If the aircraft is equipped with a combination of spray lights and wing tip turning lights, three switches are used. They are the spray light on- off switch, the extend-retract switches, anda momentary trigger-type switch mounted on the control stick grip. To operate the lights, turn the spray lights on first. The spray light on-off switch also activates the trigger switch. Extend the spray lights and complete the spray run. At the end of the spray run, depress the control stick trigger. This will turn off the spray lights and turn on the wing tip turning lights. At the end of the turn-around, release the trigger and the turn lights will go out at the same time the spray lights come on again. 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. It may be desirable to turn off the flashing beacon during spray runs, The two high intensity strobe lights will enhance anti-collision pro- tection. However, the lights should be turned off when taxiing in the vi- cinity of other aircraft, during spray runs, or during flight through clouds, fog or haze. 2-21INTERIOR LIGHTING. Interior lighting consists of instrument panei flood lighting, map lighting, and post lighting. Instrument panel flood lighting is provided by 13 red lights; four in the upper edge of the crash pad and nine in the lower edge of the crash pad. All 13 lights are turned on or off by the left half of a split rocker switch, labeled "INST LIGHT", located on the left side of the lower in- strument panel. Light intensity is controlled by two dimming rheostats; one, labeled "UPR INSTRUMENT LIGHTS", controls the upper lights, and one, labeled "LWR INSTRUMENT LIGHTS" controls the lower lights. Map lighting and additional instrument panel lighting is provided by a light mounted in the top of the cockpit. The light contains both red and white bulbs, and may be positioned to light any area desired by the pilot. A switch on the auxiliary panel, adjacent to the lower right corner of the instrument panel, is labeled "RED", "OFF", and "WHITE". Moving the switch full forward will provide a red light. Inthe rear position, stan~ dard white lighting is provided. The center position is "OFF". The elevator trim wheel and indicator are lighted by a post light mounted on the structure above the trim wheel and indicator. The on-off switch labeled "INST LIGHT” controls the post light, and the "LWR IN- STRUMENT LIGHTS" dimming rheostat controls the light intensity. A light, mounted high on the aft side of the hopper, illuminates the interior of the hopper, giving the pilot an accurate check of the hopper quantity. The light is turned on or off with the left half of the split rocker switch labeled "INST LIGHT", and the light intensity is controlled by the dimming rheostat labeled "HOPPER LIGHT". FLIGHT CONTROL SYSTEMS. The primary flight control surfaces (ailerons, elevator, and rudder) , are controlled by a conventional control stick and rudder pedal arrange- ment. A bobweight is mounted on the control stick to give better control feel during maneuvering flight. The elevator trim tab is controlled by a wheel located to the left of ’ the pilot's seat. Rolling the top of the trim wheel aft produces more nose up trim, 2-22WING FLAP SYSTEM. The wing flaps are manually operated by means of a lever located to the left of the pilot's seat. The lever provides locked positions for 0°, 5°, 10°, and 20° of flap deflection. The flaps may be set in any one of the four positions by depressing the button on the end of the lever while moving the lever to the desired position. LANDING GEAR SYSTEM. The landing gear has been specifically designed for heavy-duty agri- cultural dispersal service. It consists of extra thick chrome-vanadium steel main landing gear springs and a spring-steel tubular tail wheel spring with a steerable tail wheel. The tail wheel steering arms are con- nected to the rudder cables with cables and springs. Tail wheel steering of 24° left and righi is available. For tighter turns in close quarters, application of toe pressure on either of the rudder pedals will cause the tail wheel to free swivel and enable the airplane to be pivoted around the wheel being braked, The steerable tail wheel incorporates a manual anti-swivel locking system which can be engaged to limit steering to 2.5° left and right. A '"'T"' handle on the fuselage structure to the left of the pilot's seat controls a spring-loaded locking lug on the tail wheel assembly, To lock the tail wheel, pull the handle aft and turn it to the locking detent. To unlock the tail wheel, turn the handle out of the locking detent and re- turn it to the full forward position, BRAKE SYSTEM. The hydraulic brakes on the main wheels are conventionally operated by applying toe pressure to the top of the rudder pedals. The rotation of the pedals actuates the brake master cylinders, resulting in braking action on the main wheels. The brakes may also be set by pulling the parking brake "'T" handie aft. To release the parking brake, depress the button in the center of the "T'' handle, and push it toward the instrument panel. CONTROL STICK LOCK. A control stick lock is provided to protect the ailerons and elevator trom buffeting by the wind while the airplane is parked. The lock is hinged from the tubular structure just below the instrument panel, and is spring-loaded in the stowed position (rotated under the instrument panel), 2-23To lock the control stick, rotate the lock from the stowed position toward the control stick until the end of the lock can be placed over the top of the control stick grip. If the trigger-type control stick grip is installed, the end of the control lock will be equipped with a spring-loaded pin which locks into a bracket on the forward side of the control stick. PILOT'S SEAT. The pilot's seat is available in three different designs: two way, four way, and six way. ‘The two-way seat is adjustable forward and aft only, To adjust the seat, lift up on the lever located just below the leit front corner of the seat bottom and then slide the seat forward or aft as desired. When the seat is positioned, release the lever and move the seat until the locking pin engages a hole in the seat rail. The four- way seat is adjustable forward and aft, and up and down. To move the seat forward or aft, lift up on the lever located just below the left front corner of the seat bottom and slide the seat to the desired posi- tion. After the seat is positioned, release the lever and move the seat until the locking pin engages a hole in the seat rail. A crank located be- low the right front corner of the seat bottom is used to raise or lower the seat to the desired level. The six-way seat is adjustable in the forward, aft, and vertical di- rections and has an infinitely adjustable seat back, Alse, the seat is equipped with a right arm rest and a head rest. To move the seat forward or aft, lift up on the lever located below the left front corner of the seat bottom and slide the seat into the desired position. After the seat is positioned, release the lever and move the seat until the locking pin en- gages a hole in the seat rail. A crank located below the right front cor- ner of the seat bottom is used to raise or lower the seat to the desired level. The seat back may be adjusted to the desired angle by utilizing the crank located just below and forward of the left front corner of the seat bottom, As the seat back is tilted forward or aft, the seat bottom angle will also change. Seat belts and a double-strap shoulder harness are provided. The Jower ends of the harness are permanently attached to the seat belt, The 2-24length of the harness is adjusted by means of metal adjusters located at chest height. A seat belt-shoulder harness system with an inertia reel is available. The reel is an automatic locking type which will permit the pilot to move forward or back freely, but will not permit a sudden forward movement with a load factor of 1,5 g's or more. COCKPIT PRESSURIZATION. Cockpit pressurization is provided to help keep dry application mate- rials from contaminating the cockpit. The system consists of adjustable pressure scoops located on each side of the forward fuselage. The scoops. are ground adjustable and can be positioned for varying amounts of pres- surization, The full open position will provide maximum pressurization. For dusting operations, tailcone pressurization can be obtained by re- moving the panel behind the pilot's seat, with the pressure scoops full open. The pressure scoops can be used to give increased cockpit ventila- tion as well as pressurization by opening the scoops and the foul weather windows, if installed. However, opening the scoops will reduce the flow of ventilating air through the vertical fin ventilation system. CABIN HEATING AND VENTILATING SYSTEM. Cabin heat is supplied by two ducts ending near the pilot's feet. A control knob, labeled "CABIN HEAT", controls the output of heated air. ‘To turn on the cabin heat, pull the knob out until the desired amount of heated air is obtained, To shut off the cabin heat, push the knob full in, Cabin ventilation is provided by an air scoop in the vertical fin and ducting from the base of the fin to an outlet near the lower right corner of the instrument panel. The outlet contains an airflow guide that may be swiveled to direct airflow in any direction desired. The flow of air may be stopped by placing the guide vanes in a horizontal position and then rotating the guide 90° up or down. The fin-mounted ventilation sys- tem is most effective with the cockpit pressurization scoops closed. STARTING ENGINE (230 HP Engine). Ordinarily the engine starts easily after pumping the throttle one or two strokes. In cold weather, it is necessary to use 2-6 strokes of the primer with the throttle open approximately 1/2 inch. In extremely cold 2n25' temperatures, it may be necessary to continue priming while cranking. | ‘ 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 en- gine through several revolutions with the starter. Repeat the starting procedure without any additional priming. If the engine is underprimed (most likely in cold weather with a cold engine), it will not fire at all. Additional priming will be necessary for the next starting attempt. If prolonged cranking is necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature. STARTING ENGINE (300 HP Engine). Proper fuel management and throttle adjustments are needed to obtain an easy start from your continuous-flow fuel-injection engine, The pro- cedure outlined in Section I should be followed closely as it is effective under nearly all operating conditions, including hot and cold weather con- ditions. Slight variations from this procedure may be necessary at times to compensate for extreme conditions. Conventional full rich mixture and high RPM propeller settings are used for starting. The throttle, however, should be fully closed initially. When ready to start, place the right half of the auxiliary fuel pump switch in the "LO" position and press the starter button, At the same time the starter engages and cranks the engine, the auxiliary fuel pump will oper- ate at a low flow rate, supplying fuel for starting. While cranking, slow- . ly advance the throttle until the engine starts. Slow throttle advancement is essential, since the engine will start readily when the correct fuel/air ratio is obtained. On the other hand, fast throttle movement may prevent starting, since an excessively rich mixture will be obtained due to the greater fuel flow metered by the throttle position, In this case, another starting attempt must be made. When the engine has started, turn off the auxiliary fuel pump switch. 2-26i NOTE During cold weather conditions, it may be necessary to place the auxiliary fuel pump switch in the ‘'HI" position to prime the engine prior to start. Care should be taken to prevent flooding due to the danger of fire. Ifa fire should develop, attempt to complete the engine start. Starting the engine will suck the flames back into the engine, and will usually put out the fire. HOT WEATHER/HOT ENGINE START (300 HP Engine). (1) Throttle -- Cracked 1 inch. (2) Magneto Switches -- "ON." (3) Starter -- Engage. NOTE During a restart after a brief shutdown in extremely hot weather, the presence of fuel vapor may require the auxiliary fuel pump to operate on "HI" for up to 1 minute or more before the vapor is cleared sufficiently to obtain 4 to 6 gal/hr for starting. If the above procedure does not obtain sufficient fuel flow, fully depress and hold the left half of the switch in the "MAX HI" position to obtain additional fuel pump capability. t TAXING. The tail wheel lock should be unlocked for steering while taxiing. Since heated intake air is unfiltered, the carburetor air heat control (230 HP Engine) should be pushed full in (cold) during all ground opera- tions unless heat is absolutely necessary for smooth engine operation. Similarly, the alternate air control (300 HP Engine) should be pushed full in (closed). 2-27I Taxiing over loose gravel or cinders should be done at low engine ; speed to avoid abrasion and stone damage to the propeller tips and the | horizontal stabilizer. BEFORE TAKE-OFF. The magneto check should be made at 1700 RPM with the propeller in low pitch (if applicable). RPM drop should not exceed 150 RPM on either magneto or show greater than 50 RPM differential between mag- netos. If there is a doubt concerning the operation of the ignition system, RPM checks at a higher engine speed will usually confirm whether an ignition 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. Propeller governor operation should be checked by cycling the propel- ler from high to low RPM and then back to high RPM, This should be per- formed at 1700 RPM (230 HP CSP and 300 HP Engines). Prior to flights where verification of proper alternator and voltage regulator operation is essential (such as night flights), a positive verifi- cation can be made by loading the electrical system momentarily (3 to 5 seconds) with the landing light (if so equipped), during the engine runup. The ammeter will remain within a needle width of zero if the alternator and voltage regulator are operating properly. TAKE-OFF. Take-offs should be conducted with the tail wheel lock engaged. Tail wheel travel will be limited to 2.5° each side of center, and weather vaning and shimmy tendencies will be minimized. It is important to check full throttle engine operation early in the take-off run. Any indication of rough engine operation or sluggish engine acceleration is good cause for discontinuing the take-off. In this case, more extensive ground checking (including a full throttle runup) is rec~ ommended to determine if ignition or fuel metering are in need of adjust- ment or repair. 2-28With the 300 HP engine, it is important that the auxiliary fuel pump be turned off for take-off. Otherwise, the mixture will be excessively rich, causing a serious loss in power. Details of the auxiliary fuel pump system are given on page 2-12. When take-offs must be made over a loose gravel surface, the throttle should be opened slowly. This allows the airplane to start rolling before high RPM is developed, and the gravel will be blown behind the propeller rather than pulled into it. For maximum engine power (300 HP Engine), the mixture should be adjusted during the initial take-off roll in accordance with the fuel flow vs altitude placard. The power increase is significant above 3000 feet, and this procedure always should be employed for field elevations greater than 5000 feet above sea level, Optimum take-off performance at 3300 pounds gross weight is obtain- ed by using 20° wing flaps. The airplane will accelerate more quickly to flying speed in a level attitude, To climb steeply over an obstacle with 20° wing flaps, use an obstacle clearance speed of 70 MPH. NOTE Climbs at these low speeds should be of short duration to improve engine cooling. Flaps should be retracted slowly after all obstacles are cleared. ‘Take-offs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length to give maximum rud- der effectiveness and to minimize the drift angle immediately after take- off. ENROUTE CLIMB. If optimum climb performance is desired, climb speed will vary from 91 MPH at sea level, decreasing to 88 MPH at 10,000 feet. Refer to figure 6-11 for recommended optimum climb speeds with dispersal equipment installed, To climb steeply over an obstacle with wing flaps retracted, use an obstacle clearance speed of 75 MPH. 2-29CRUISE. Normal cruising is done between 65% and 75% power. The power set- ting required to obtain these powers at various altitudes can be determined from the OPERATIONAL DATA in Section VI. For a given throttle setting with a constant~speed propeller, select the lowest engine speed in the green arc range that will give smooth en- gine operation. The mixture for extended cruising flight should be leaned at any alti- tude. With a constant-speed propeller and carburetor engine, lean the mixture momentarily to engine roughness, and then enrichen to obtain smooth operation. With a fuel-injection engine, lean to roughness or noticeable power loss, and then enrichen approximately 2 GPH. If the aircraft has a carbureted engine, the use of full 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, STALLS, The stall characteristics are conventional, and aural warning is pro- vided by a stall warning horn which sounds between 5 and 10 MPH above the stall in all configurations. All controls remain effective throughout the stall. Power-off stall speeds at 3300 pounds gross weight and an aft center of gravity loading are presented in figure 6-1 as calibrated airspeeds, Power-on stall speeds are approximately 5 MPH lower than the power-off stall speeds, SPINS. Intentional spins are prohibited in this airplane. Should an inadver- tent spin oceur, the following recovery technique should be used. (1) Retard throttle to idle position. 2-30: (2) Apply full rudder opposite to the direction of rotation. ‘ (3) After one-fourth turn, move the control stick forward of neutral in a brisk motion. (4) As rolation stops, neutralize rudder and make a smooth recovery a from the resulting dive. 2-31Section iil ———— EMERGENCY PROCEDURES Emergencies caused by aircraft or engine malfunctions are extreme- ly rare if proper pre-flight inspections and maintenance are practiced. However, should an emergency arise, the basic guidelines described in this section should be considered and applied as necessary to correct the problem, 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; how- ever, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause of alterna- tor failures, although other factors could cause the problem. A damaged or improperly adjusted voltage regulator can also cause malfunctions. Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually fall into two categories; excessive rate of charge and insufficient rate of charge. The paragraphs below describe the recommended remedy for cach 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 ac- cept 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 rate. Electronic components in the electrical system could be adversely affected by higher than normal voltage if a faulty voltage regulator setting is causing the overcharging. To preclude these possibilities, an 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 (14-volt system) or 3-132 volts ( 28-voit system). (On aircraft with a 28-volt system, the "LOW VOLTAGE" light will illuminate simultaneously with the over-voltage light.) Assuming that the malfunction was only temporary, an attempt should be made to reactivate the alternator system. To do this, turn both sides of the master switch off and then on again. If the problem no longer exists, normal alternator charging will resume and the warning light(s) will go off. If the light(s) comes on again, a malfunction is confirmed. In this event, the flight should be terminated and/or the current drain on the battery minimized because the battery can supply the electrical sys- tem for only a Hmited period of time. If the emergency occurs at night, power must be conserved for later use of the landing light during landing, INSUFFICIENT RATE OF CHARGE. If the ammeter indicates a continuous discharge rate in flight, (or the "LOW VOLTAGE" light comes on), the alternator is not supplying power tc the system and should be shut down since the alternator field circuit may be placing an unnecessary load on the system. All non-essential equipmen should be turned off and the flight terminated as soon as practical, ROUGH ENGINE OPERATION OR LOSS OF POWER. 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 switching momentarily from one magneto to the other. An obvious power loss in single magneto operation is evidence of spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the normal lean setting for cruising flight. If the problem does not clear up in several minutes, determine if aricher mixture setting will produce smoother operation, If not, proceed to the nearest airport for repairs using both magnetos unless extreme roughness dictates the use of a single magneto. MAGNETO MALFUNCTION. A sudden engine roughness or misfiring is usually evidence of mag- neto problems, Switching momentarily from one magneto to the other will identify which magneto is malfunctioning. Select different power settings and enrichen the mixture to determine if continued operation on poth magnetos is practical. If not, leave the good magneto in the "On" position and proceed to the nearest airport for repairs. 3-2ENGINE-DRIVEN FUEL PUMP FAILURE. Failure of the engine-driven fuel pump will be evidenced by a sudden reduction in the fuel flow indication prior to a loss of power, while oper- ating with adequate fuel, In the event of an engine-driven fuel pump failure during take-off, immediately hold the Left half of the auxiliary fuel pump switch in the "MAX HI" position until the aircraft is well clear of obstacles. Upon reaching a safe altitude, release the "MAX HI" switch. The "HI" posi- tion will then provide sufficient fuel flow to maintain engine operation while maneuvering for a landing. If an engine-driven fuel pump failure occurs during cruising flight, apply full rich mixture and hold the left half of the auxiliary fuel pump switch in the "MAX HI" position. Dependent upon weight and altitude, the normal "HI'' position of the right half of the fuel pump switch may provide sufficient fuel flow and power to sustain level flight. If necessary, addi- tional fuel flow is obtainable by holding the left half of the pump switch in the "MAX HI" position, LOW OIL PRESSURE. If low oil pressure is accompanied by normal oil temperature, there is a possibility the oil pressure gage or relief valve is malfunctioning. A leak in the line to the gage is not necessarily cause for an immediate precautionary landing because an orifice in this line will prevent a sud- den loss of oil from the engine sump. However, a landing at the nearest airport would be advisable to inspect the source of trouble, If a total loss of oil pressure is accompanied by a rise in oil tempera- ture, there is good reason to suspect an engine failure is imminent, Re- duce engine power immediately and select a suitable forced landing field. Leave the engine running at low power during approach, using only the minimum power required to reach the desired touchdown spot, FORCED LANDINGS. PRECAUTIONARY LANDING WITH ENGINE POWER. Some advance preparations prior to making a precautionary landing at an unfamiliar “off airport" site should be made as follows: ' 3-3(1) Jettison hopper load. (2) Check shoulder harness and seat belt for a snug fit. (3) Drag over selected field with flaps 10° and 90 MPH, noting preferred area for touchdown on next landing approach, Upon reaching a safe altitude and airspeed, retract flaps. (4) On downwind leg, turn off all switches except magneto switches. (5) Approach with flaps 20° at 80 MPH. (6) Before touchdown, turn magneto switches "OFF." (7) Land in a three-point attitude. (8) Apply heavy braking in initial part of landing roll. EMERGENCY LANDING WITHOUT ENGINE POWER. If an engine stoppage occurs, establish a flaps up glide at 85 MPH. If time permits, attempt to restart engine by checking for the following: carburetor ice (230.HP engine), proper fuel shutoff control position, ade- quate fuel flow (300 HP engine) and improved operation on a single magneto Also check that the engine primer is full in and locked (230 HP engine), if all attempts to restart the engine fail and a forced landing is immi- nent, select a suitable area and prepare for the landing as follows: (1) Jettison hopper load. (2) Check shoulder harness and seat belt for a snug fit. (3) Pull mixture control to idle cut-off position. (4) Fuel Shutoff Valve Control Knob ~~ Off. (5) Turn off all switches. (G) Approach at 85 MPH, (7) Extend wing flaps as necessary within gliding distance of field. (8) Land ina three-point attitude. (9) Apply heavy braking in initial part of landing roll. NOTE Increase the above listed airspeeds by 5 MPH if landing must be made at maximum resiricted category weight. EMERGENCY HOPPER DUMP. . If, in the event of an emergency, it becomes necessary to dump the hopper contents, the following procedure is suggested. (1) Move the hopper dump handle full forward. 3-4(2) Apply forward pressure to the control stick as required to maintain a steady climb attitude, ° (3) When altitude gain is satisfactory or when hopper load is exhausted, close hopper dump door. It is recommended that the pilot become familiar with pitch trim changes during an emergency dump. A suggested method for this is to dump a partial hopper load of water at altitude at least once at the begin- ning of the season. This will also permit a system check for proper op- eration. When performing liquid dispersal operations, the hopper control metering stop should always be disengaged to permit unrestricted dump- ing of the hopper load due to an emergency, After an emergency hopper dump, the dump door may be closed in flight, During dry material application, the hopper control metering stop will probably be in use. If an emergency dump becomes necessary, dis- engage the metering stop before the dump is attempted. FIRES. ENGINE FIRE IN FLIGHT. Although engine fires are extremely rare in flight, the following steps should be taken if one is encountered: (1) Fuel shutoff valve knob -~ Off. (2) Pull mixture control to idle cut-off. (3) Turn master and magneto switches off. (4) Establish a 120 MPH glide. (5) Close cabin heat control. (6) Select a field suitable for a forced landing. (7) If fire is not extinguished, increase glide speed in an attempt to find an airspeed that will provide an incombustible mixture. (8) Execute a forced landing as described under Emergency Landing Without Engine Power. Do not attempt to restart the engine. ELECTRICAL FIRE IN FLIGHT. The initial indication of an electrical fire is the odor of burning in- sulation, The immediate response should be to turn the master switch 3-5off, Then close off ventilating air as much as practicable to reduce the chances of a sustained fire. If electrical power is indispensable for the flight, an attempt may be made to identify and cut off the defective circuit as follows: (1) Master Switch -- Off, (2) All other switches (except magneto switches) -- Off. (3) Check condition of circuit breakers to identify faulty circuit if possible. Leave faulty circuit deactivated. (4) Master Switch -- "ON." (5) Turn switches on successively, permitting a short time delay to elapse after each switch is turned on until the short circuit is localized. (6) Make sure fire is completely extinguished before opening vents,74 Section LV ————————— Oe OPERATING LIMITATIONS OPERATIONS AUTHORIZED. Your Cessna exceeds the requirements of airworthiness as set forth by the United States Government, and is certificated under FAA Type Cer- tificate No. A9CE, as Cessna Model No. 188B/A188B. The airplane may be equipped for day or night VFR operation. Your Cessna Dealer will be happy to assist you in selecting equipment best suited to your needs. Your airplane must be operated in accordance with all FAA-approved markings and placards in the airplane. [f there is any information in this section which contradicts the FAA-approved markings and placards, itis to be disregarded. MANEUVERS - NORMAL CATEGORY. The airplane is certificated in the normal category and exceeds the requirements for airworthiness of the Federal Aviation Regulations, Part 28, set forth by the United States Government. The normal category is applicable to airplanes intended for non-aerobatic operations. These in- clude any maneuvers incidental to normal flying, stalls (except whip stalls) and turns in which the angle of bank is not more than 60°. In connection with the foregoing, the following gross weight and flight load factors apply: Gross Weight ......--. eee ee ss 8300 Ibs Flight Load Factor *Flaps Up... 2 2. eee woe eee 4868 -1,52 *Flaps Down 5° 2 2... we co HBB *Flaps Down 10°. 20° Soe eee 42,0 *The design load factors are 150% of the above, and, in all cases the structure meets or exceeds the design loads. 4-1RESTRICTED CATEGORY. In addition to the operations authorized under the Part 23 certification i at 3300 pounds without special agricultural equipment, the airplane is designed as a specialized agricultural airplane. In this operation, it will f be used under a restricted type certificate, The operations under the limitations of this restricted type certificate are spelled out for your in- formation below. It should be noted that in all cases the judgment and skill of the pilot will become a large factor in properly interpreting the most suitable operating limitations of this airplane, As a general guide, the following five areas should be considered when operating in this restricted category: (1) GROSS WEIGHT: The AGpickup, with its 230 HP engine, has been satisfactorily demonstrated at gross weights of 3800 pounds. The AGwagon . and AGtruck, with 300 HP engines, have been demonstrated at weights up to 4000 pounds. With the AGtruck and its 280-gallon (37.4 cu. ft.) hopper, it is possible to exceed the 4000 pound restricted weight by a considerable amount if high density materials are carried in the hop- per. This hopper is limited to 1800 pounds maximum, and particular attention is required so that neither the gross weight of the aircraft nor the hopper is exceeded. Take-off performance at these gross weights is limited, and ideal field elevation, runway, and weather conditions are expected to exist in obtaining satisfactory take-off performance, Operation from fields in excess of 1000 feet above sea level, rough or soft runways, adverse runway gradients, high outside air temperature, turbulence, etc., may prevent a safe take- off at these gross weights, All of these things must be considered by the operator. (2) SPEED AND LOAD FACTORS: : The speed, while operating in the restricted category, is restric- ted to not more than 120 MPH. The airplane may be operated at this r speed with a maximum flap extension of 5°, At the same time, it is expected that the airplane will not be maneuvered with load factors in excess of 2.5 g's while carrying heavy loads. It is obvious that the margin of strength is reduced at the higher gross weight, and therefore, the operator must take this into account when conducting pull-ups and turn around maneuvers at the end of the field, Opera- tion of the airplane with flap extensions in excess of 5° must be lim- ited to no more than 110 MPH or 2.0 g's. 4-2ay — (3) (4) Although the airplane is capable of working at speeds from 85 MPH to 120 MPH, it is suggested that a speed of 95 MPH to 115 MPH be used for very heavy loads. The use of very low airspeeds in combination with heavy loads is not recommended because it reduces the margin of safety. RUNWAY CONDITIONS: Where the runway is unusually rough, and therefore, subjects the landing gear and airplane structure to high, sharply accelerated loads, the gross weight should be restricted. Such operation can exceed the limit load factors for the landing gear and fuselage, and seriously reduce the overall life of the airplane. The adverse effect of soft runways and long grass can only be determined by a series of take-offs at increasing gross weights on a trial basis. TAKE-OFF, CLIMB, AND CRUISE: Conditions of high temperature, high altitude, rough take-off surfaces and terrain clearances at the end of the runway should obviously be taken into account in judging the proper take-off gross weight of this airplane. As a guide, take-off charts are included in Section VI to show the normally expected take-off run for the airplane with optional spray equipment installed. Also included are charts for varying gross weights above 3300 pounds. When agricultural equipment is installed, the take-off ground run will not be affected significantly, but the air distance over an obstacle will be increased appreciably. The optimum flap setting for take-off at the maximum re- stricted category gross weight with dispersal equipment installed is 10°. Best acceleration to take-off speed is attained in a level flight attitude. Rotation for lift-off should be initiated when the airplane becomes light on its main wheels. A speed of 75 MPH should be maintained after lift-off until all obstacles are cleared. Flaps should be retracted after obstacles are cleared and be- fore a power reduction. Climb and cruise performance differentials with various Cessna dispersal equipment options are shown in Section VI. The smaller cruise speed differentials for the fixed-pitch propeller version are the result of a need for increased power settings to maintain a given RPM with the higher drag configurations. In contrast, the constant-speed propeller cruise speed differentials are based on a constant power for all configurations. 4-3(5) LANDING WEIGHT: The airplane landing gear is designed for a landing weight of * 3300 pounds gross weight. It is normally expected that all land- ings will be made at or below this gross weight figure. If a land- } ing at a higher gross weight is required, caution should be exer- cized to prevent overstressing the landing gear. When the airplane is operated within the restrictions noted above, it is expected that satisfactory performance can be obtained from the airplane. It must be stressed, however, that the judgement of the operator coupled with his own experience will provide the most useful guideline for oper- ating the airplane. Judgement and caution are required at all times. AIRSPEED LIMITATIONS (CAS).* The following is a list of the certificated calibrated airspeed (CAS) limitations for the airplane. Never Exceed Speed (glide or dive, smooth air) . . 181 MPH Maximum Structural Cruising Speed .. . . 2... . 144 MPH Maximum Speed, Flaps Extended Flaps 6°. 2 2. ee ... . 120 MPH Flaps 10°-20° © 2... 2 ee ee eee +... 110 MPH **Maneuvering Speed. 2. 1. 6 ee ee ee ee 116 MPH ¥These airspeed limitations are only applicable to airplanes with- out agricultural dispersal equipment installed, For airplanes with dispersal equipment installed, refer to the placard located adjacent to the airspeed indicator: "MAX OPERATING SPEED IN AGRICULTURAL OPERATIONS 120 MPH (104 KNOTS)," **The maximum speed at which you may use abrupt control travel. ~ a AIRSPEED INDICATOR MARKINGS. € The following is a list of the certificated calibrated airspeed markings (CAS) for the airplane. Never Exceed (glide or dive, smooth air) . . . .181 MPH (red line) CautionRange ......... .. 144 to 181 MPH (yellow arc) Normal Operating Range ...... . 68 to 144 MPH (green arc) Flap Operating Range. . 59 to 110 MPH (white arc) 4-4ENGINE OPERATION LIMITATIONS. & > Power and Speed (230 HP Engine) . . . . . . 230 BHP at 2600 RPM 4 (300 HP Engine)... . . . 300 BHP at 2850 RPM q (5-Minutes Take-Off) 285 BHP at 2700 RPM (Maximum Continuous) ENGINE INSTRUMENT MARKINGS. OIL TEMPERATURE GAGE. Normal Operating Range... - ++ ++ Do Not Exceed (230 HP Engine)... . (300 HP Engine) soe ee ee» Green Are - + +4 + 225°F (red line) . . . 240°F (red line) OIL PRESSURE GAGE. Idling Pressure»... Normal Operating Range . Maximum Pressure Loe ee ee ee es 10 psi (red line) 30-60 psi (green arc) . . 100 psi {red line) MANIFOLD PRESSURE GAGE. Normal Operating Range (230 HP Engine, CSP)... 1. - . . 15-23 in. Hg (green arc) (300 HP Engine) 2... eee .. 15-25 in, Hg (green arc) TACHOMETER. Normal Operating Range (230 HP Engine, FPP). . . . . 2200-2600 RPM (green arc) (230 HP Engine, CSP)... . . . . 2200-2450 RPM (green arc) (300 HP Engine)... .... . 2200-2550 RPM (green arc) Caution Range (300 HP Engine). . . . 2700-2850 RPM (yellow arc) Do Not Exceed (Engine rated speed) (230 HP Engine)... 7 eee . 4. 2600 RPM (red line) (300 HP Engine) ....-... + - 2850 RPM (red line) i FUEL QUANTITY INDICATOR(S). Emply. 6 6. ee ee ee ee ee ee ss E (red line) 0.5 gallon total unusable (fuselage fuel tank system) 2.0 gallons total unusable (wing tank fuel system) FUEL FLOW INDICATOR (300 HP Engine). Normal Operating Range... .. 7.0-17.0 gal/hr (green arc) Minimum and Maximum. . 3.5 and 19.5 psi (25, 2 gal/hr)(red line) 4-5NOTE A placard near the fuel flow indicator provides maxi- * mum performance take-off/climb fuel flow settings vs. altitude. These settings are as follows: 4 EUEL FLOW AT FULL THROTTLE 2850 RPM 2700 RPM Sealevel. oo... eee ee) DA gal/hr 23 gal/nr 4000 Feet... ee ee 22 gal/hr 21 gal/nr 8000 Feet... ee 20 gal/hr 19 gal/hr CYLINDER HEAD TEMPERATURE GAGE. Normal Operating Range ....... . . 9300-460°F (green arc) Do Not Exceed... 2... 1. 2... . . 460°F (red line) FLIGHT WITH CANOPY DOORS REMOVED. Although there are no adverse flight characteristics with one or both canopy doors removed, a significant penalty occurs in airplane perfor- mance. Therefore, under heavy load conditions, flight with canopy doors removed is not recommended, Under no circumstances should a canopy door be opened in flight, since air loads will pull it downward sharply against the fuselage. In addition, at low speed the door buffets sharply against the fuselage, mak- ing it undesirable to conduct a landing in this configuration. ‘ & WING STRUT FAIRING EFFECT : t ON STALL CHARACTERISTICS. Smooth airflow over the ailerons is essential for good stall character- - istics in the airplane. Poorly fitted or damaged wing strut fairings can result in wing dropping tendencies and decreased lateral control at the stall, Therefore, preflight inspections should verify the integrity of these fair - ings. The airplane is not to be flown without these fairings installed, 4-6sy ee * WEIGHT AND BALANCE. The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. To figure the weight and balance for your particular airplane, use the appropriate Sample Loading Problem and the Loading Graphs and Center of Gravity Moment Envelope as follows: Select the Sample Loading Problem applicable to your aircraft and fuel system. Take the licensed empty weight and moment from the Weight and Balance and Installed Equipment Data sheet (or changes noted on FAA Form 337) carried in your airplane, and write them down in the column titled YOUR AIRPLANE on the Sample Loading Problem, NOTE . The Weight and Balance and Installed Equipment Data sheet is included in the aircraft file, In addition to the licensed empty weight and moment noted on this sheet, the c.g. arm (fuselage station) is also shown, but need not be used on the Sample Loading Problem. The mo- ment shown on the sheet must be divided by 1000 and this value used as the moment/1000 on the loading prob- lem. Use the Pilot and Fuel Loading Graph and Hopper Loading Graph to determine the moment/1000 for each additional item to be carried, then list these on the loading problem. Total the weights and moments/1000 and plot these values on the Center of Gravity Moment Envelope to deter- mine whether the point falls within the envelope, and if the loading is ac- ceptable. NOTE The Sample Loading Problem provides for determination of the aircraft's Weight and Moment/1000 in two load con- figurations; one at the heaviest weight to be expected dur- ing the flight, and another at the most aft center of gravity position to be anticipated during the flight. The heaviest condition exists at initial take-off with fuel and hopper load at its greatest. The most aft center of gravity condition for an aircraft with a fuselage-mounted fuel tank exists at final landing prior to refueling when the hopper and fuel load are at their least. The maximum aft center of gravity condition for an aircraft with wing- mounted fuel tanks exists when the hopper load is least and fuel load is greatest.“yyo uang Tany puE Aduxe zoddoy ya SHG x03 oqentaooe sy Super ou ‘adoqaaua au ungt sus quiod sng ooure ple adotaaua juawour AytausR Jo saqU99 oxy UO (E"OOT Fe esze) wrod SMH eTEOOT “ZT ALN WAddOH ~ INSNOW ONY LHD TVLOL “11 “++ (yep/"S'T 9 ¥8 “TED 08) To wimg Jeng poyeunsg wenans * prot saddon yenans + spopeoy taddou uta uBTis coy oTereMaaoe } Burpuor om ‘adoqeaua ou Uyus ste} TWHOd SMA sours pur adoqeaua qewour KyjARI JO TeqED om UO ( B*OST Te OOBE) THO s3H 2IUOOT CaCVOT UAddOH - LNAWOW ONV LHOIGM TWLOL 2b (CXC “qT QL9T) PROT teddoH * ++ gnoaueesst * (g6 0 Te WoHeS) Il “F + + (1eo/ ‘sel 9 a8 “Te g*9E - MK, aBeyesma) TNT ne "+ (O00T/*SUE “AT b"0- ye "SOT P= “SID ET OHTA TIO WIA) TIO (ooor/ "Sul “aT F"O- ye "901 Ue = 81H BL eI TO ON) TO Qyecamry atures) stem Adurgz pasuooyT * foo0t/ fooor/ ANVIL 12N4 GIINNOW JOVI3SNA KLM ‘eur “ai) suule “c) uobomoy Yo dAy21dOV YO4 quoUON qusiess quaMiOW W31d0ud ONIGVOT AIdNVS ANVIdulv YNOA ANV1dulY JTdW¥S*paproy zaddoy ysia qUBIy 107 atqeydadoe st Suypvot ayy ‘edoqeaue ou; UTUITAA STE] JWIOd sty} aoUTS pur edozoaua Jrewour ATABIH JO J9qUID at} UO (Z “BLT Fe OOF) FTO $3U O7e00T BAT 000% GaavOT UAddOH - LNAWOW GNY LHOIGM T¥LOL rc 2°09 LIFT oo "1" (-XeW “SQ'T 0L9T) peo zoddoy sAyduta toddoy yy WUBI 405 arqeidaDoe st SuypeOT au} ‘adotaaua ay 48 SUC ujod spy aouys pur adooaua yuawow £yAeIS Jo JajUea ayy uO (P "LET 7 £8SZ) Wiod sty] ayeI07] - ALGWa UAddOH - INAWOW ANY LHDIEM TYLOL * snoauelfaosiy, * + (G6 O 16 voRTS) IONE "7+ + (TRO/ "807 9 ye “TeD pg- saEL Sut) tone (ooor/*sur ‘al p“0- YE “SOT PE= “SIBET !TOTLE WO WHA) TIO st ts (Q00T/ Sur “aT F'O- 7B ‘SOT 22 = *S1] ZT AVL TO ON) TO “Qyesary o[dureg) WwStey Aydorg pasuasyT (oo01/ "sur “GD quaWIOW, ANVTduIv HNOA % q SUNVL 1304 G3LNNOW ONTM HLM uobDMOY YOd -WA180Ou'd ONIGVOT AIdWNvS 3NV1daIV aTdNVS*popeoy zaddoy yar TUN 4oy atquydanse st Burpeot au; ‘adopaaus oy} UPURTA sTTeE Wod Sup aours pure sdoyoaue quoutoM AyaRsB Jo J9uED oyy UO (T*Z9T Te OOP) THOd Siu ODOT T'LST 000% HAVO YaddOH - LNTNOW UNV LHOIEM TVLOL rw TET port or ss 2 2 + (xen ‘sa 0081) PROT aeddoH, *Aydure raddoy yaa UBUy 407 oTawdaoor s} Surpeoy oy7 ‘adojeaua am URES S[es Od step sours pue adoroaue yHomION! LACIE Jo se WeD a1 UO ("TET IP 6BSZ) Wiod SUB ae90T ALdNG UIddOH - INIWOW CNV LHOIEM TVLOL ve Tot ee + = SNOSMETTSOSTAL tor nn ee ne (G6 01 Te UorLIS) IT ce “rep pS ~ SIMUL Burm) ToNE Le eee (oo01/ sur “at §°0- ye “SGT FZ = “SIO EL SOIT TO WHIM) TO ve (O00T/ "SUI “aT ¥70- Ye SAT GG = 'SIH GT “OW TIO ON) TO cy Qyersaty atdureg) w8tey, dug pasuaovT ~ foros, {e001 (-san) SXNVL 13d G2INQOW ONIM HLA uaw0W 131M, quowoy, yuaem ANY AOI | anviaaw anon | Guvqauiy a7anvS W3180u¥d DNIDVO1 A1dWvS 4-10260 240 2205 200 FS 180 160 140 120 PILOT AND FUEL LOAD WEIGHT (POUNDS) PILOT AND FUEL LOADING GRAPH 0 5 10 15 20 PILOT AND FUEL MOMENT/1000 (POUND-INCHES) ine representing Pilot shows the pilot center of gravity on adjustable seat positioned for an average occupant. Refer to the Sample Loading Problem for forward and aft limits of accupant c.g, range, (2) Engine Oil: 12 Qts. = 22 Ibs at -0.4 Moment/1000 13 Qts. = 24 Ibs at -0.4 Moment/1000_ NOTES: (1) 4-11CALCULATION OF HOPPER LOAD WEIGHT, VOLUME AND MOMENT/1000 Prior to calculation of hopper loading, it is important to know the density of the dispersal material to be applied. Convenient conversion factors are given so that the density of the material being applied may be converted into Ibs/gallon which can be used in conjunction with the Load Density Graph and Hopper Loading Graph. Use of the Load Density Graph will permit calculations of: (1) the weight of a load when the hopper is filled to a particular volume, and (2) the volume of material that can be carried without exceeding the weight limitations of the hopper or aircraft. Conversion factors are as follows: Lbs/U.8. Bushel x 1074 = Lbs/U.S. Gallon Lbs/Cubie Feet x .1337 = Lbs/U.S. Gallon (1) TO CALCULATE THE WEIGHT OF A HOPPER LOAD, lo- cate the intended volume to be carried at the bottom of the Load Density Graph and read upward until intersecting the material density line (1 thru 10 Ibs/galton) for the material being used; then read across to the left to find the weight of the hopper load. Check to see that this weight does not cause the gross weight of the aircraft to be exceeded. (2) TO CALCULATE THE VOLUME OF THE DESIRED HOP- PER LOAD, locate the weight of the hopper load on the left side of the Load Density Graph and read across until inter- secting the material density line (1 thru 10 lbs/gallon) for the material being used; then read down to the bottom to find the volume of the hopper load in gallons. If the volume exceeds the volume capacity of your hopper, reduce the weight accordingly. (3) TO CALCULATE THE MOMENT/1000 FOR HOPPER LOADS, locate the weight of the hopper load (as determined in steps 1 or 2 above) on the left side of the Hopper Loading Graph and read across to the right until intersecting the line representing the size of the aircraft hopper. From this point, drop down vertically and read the moment/1000. Write the weight and moment/1000 in the appropriate Sample Loading Problem. NOTE ‘The 280-gallon hopper is restricted to loads of 1800 pounds or less; the 200-gallon hopper can carry loads of 1670 pounds or less (indicated by the line on the Loading Graph). 4-12a 78 9 10 LBs /GAL, a LOAD HOPPER . DENSITY LOADING GRAPH a g 3 & = g a s a é 8 % & a B 8 & Ss + $ o 10 20 30 40 50 6D ‘80 HOPPER LOAD VOLUME (GALLONS) | HOPPER LOAD MOMENT / 1000 (POUND-INCHES) 1) Lbs. /U.S. Bushel x. 1074 = Lbs. /U.S. Gallon (2) Los. /Cubic Feet x 1387 = Lbs. /'U,8, Gallon | (3) The density of water is 8.345 Lbs. (U.S, Gallon 4-13LOADED AIRCRAFT WEIGHT (POUNDS) 3400 3300 3200 3100 3000 2900 2800 RESTRICTED CATEGORY NORMAL CATEGORY, SS AGwagon = — & AGtruck CENTER OF GRAVITY MOMENT ENVELOPE 100 110 120 130 140 150 160 170 180 LOADED AIRCRAFT MOMENT/ 1000 (POUND-INCHES) 190 200Section V ———™ CARE OF THE AIRPLANE If your airplane is to retain that new-plane performance and dependa- bility, certain inspection and maintenance requirements must be followed, It is wise to follow a planned schedule of lubrication and preventive main- tenance 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. GROUND HANDLING. When maneuvering the airplane by hand, push at the wing struts, stub wing, landing gear struts, leading edge of the stabilizer adjacent to the fuselage, at the root of the vertical fin, or lift the tail with the stowable lift handles, which are located on the sides of the taileone near the hori- zontal stabilizer. Do not lift the empennage by the tip of the horizontal stabilizer or elevator; likewise, do not shove sidewise on the upper por- tion of the fin, MOORING YOUR AIRPLANE. Proper tie-down procedure is your best precaution against damage to your parked airplane by gusty or strong winds. To tie down your air- plane secureiy, proceed as follows: (1) Set the parking brake and install a controls lock (if available). (2) Install a surface control lock over the fin and rudder. (3) Tie a rope or chain to the tail gear tie-down fitting and secure the opposite end to a tie-down. (4) Tie sufficiently strong ropes or chains (700 pounds tensile strength) to the wing tie-down fittings, and secure the opposite ends of the ropes or chains to tie-downs. (5) Install a pitot tube cover.WINDSHIELD — WINDOWS. The plastic windshield and windows should be 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 re- moved, Allow the cleaner to dry, then wipe it off with soft flannel cloths. NOTE Rubber gloves should be worn to prevent hands coming in contact with any toxic spray or dust chemicals on the windows and windshield. Jf a windshield cleaner is not available, the plastic can be cleaned with soft cloths moistened with Stoddard solvent to remove oil and grease. NOTE Never use gasoline, benzine, alcohol, acetone, carbon tetrachloride, fire extinguisher or anti-ice fluid, lacquer thinner or glass cleaner to clean the plastic. These materials 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 a dry cloth since this builds up an electrostatic charge which attracts dust, Waxing with a good commercial wax will finish the clean- ing job. A thin, even coat of wax, polished out by hand with clean 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. . EXTERIOR CARE. The painted exterior surfaces of your new Cessna require an initial curing period which may be as long as 7 to 10 days after delivery of the airplane. During this curing period, some precautions should be taken to avoid damaging the finish or interfering with the curing process. The finish should be cleaned only by washing with clean water (cold or luke- 5-2warm) and mild soap, followed by a rinse with water and drying with cloths or a chamois. Do not use polish or wax, which would exclude air from the surface, during this curing period. After the finish has cured completely, keeping the airplane clean and waxed is important. Besides maintaining the trim appearance of the air- plane, cleaning reduces the possibility of corrosion and makes inspection and maintenance easier, During agricultural spraying and dusting opera- tions, daily hosing down of the airplane is highly recommended, Prior to cleaning the exterior, install plugs or mask off all openings to prevent entry of water into the engine compartment, or pitot and static systems. Wash the airplane with cold or lukewarm water and mild soap as noted above. Harsh or abrasive soaps or detergents which cause corrosion or scratches should never be used. To remove stubborn oil and grease, use a cloth moistened with Stoddard solvent. A fine grade rubbing compound may be used to remove bugs and gasoline stains, IMPORTANT DO NOT steam clean the airplane after it has been used for agricultural spraying or dusting. Steam changes toxic spray and dust chemicals into vapor which can be absorbed or inhaled. After cleaning, the painted surfaces may be waxed with a good automotive wax. A heavier coating of wax on the leading edges of the wing and tail and on the nose cap will help reduce the abrasion encountered in these areas. When the airplane is parked outside in cold climates and it is neces- sary to remove ice before flight, care should be taken to protect the paint- ed 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 then 50% alcohol is harm- ful and should be avoided. While applying the de-icing solution, keep it away from the windshield and cockpit windows since the alcohol will attack the plastic and may cause it to craze. INTERIOR CARE. Care of the interior of your airplane is as important as the care given the exterior. The primary factors to be considered are cleanliness of the cockpit area and freedom from dirt and corrosion throughout the . 5-3