Beruflich Dokumente
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CESSNA CONGRATULATIONS
MODEL 206H
Cessna
ATextron Company
T h i s P i l o t ' s O p e r a t i n g H a n d b o o k h a s b e e n p r e p a r e d a s a g u i d e to h e l p y o u get
t h e m o s t utility f r o m y o u r a i r p l a n e . It c o n t a i n s i n f o r m a t i o n a b o u t y o u r a i r p l a n e ' s
equipment, operating procedures, perfomnance and suggested service and care.
P l e a s e s t u d y it c a r e f u l l y a n d u s e it a s a r e f e r e n c e .
• T H E C E S S N A A I R P L A N E W A R R A N T I E S , w h i c h p r o v i d e c o v e r a g e for p a r t s a n d
labor, are u p h e l d t h r o u g h C e s s n a Service Stations w o r l d w i d e . War^ranty
p r o v i s i o n s a n d o t h e r i m p o r t a n t i n f o r m a t i o n a r e c o n t a i n e d in t h e C u s t o m e r C a r e
Program Handbook supplied with your airplane. The Customer Care Card
a s s i g n e d t o y o u at d e l i v e r y will e s t a b l i s h y o u r eligibility u n d e r w a r r a n t y a n d
THIS DOCUMENT MUST BE
The Cessna Aircraft
s h o u l d b e p r e s e n t e d to y o u r local C e s s n a S e r v i c e S t a t i o n at t h e t i m e of
CARRIED IN THE AIRPLANE Company
warranty service.
AT ALL TIMES.
• FACTORY TRAINED PERSONNEL to provide you with courteous, expert
service. Model 206H
• FACTORY APPROVED SERVICE EQUIPMENT to provide you efficient and
accurate workmanship. Serial No. 206080n«
• A STOCK OF GENUINE CESSNA SERVICE PARTS are available when you Registration No. 715
need them.
• T H E L A T E S T A U T H O R I T A T I V E INFOFJMATION FOR SERVICING CESSNA T h i s publication includes t h e material required t o b e f u r n i s h e d to t h e pilot by F A R Part
AIRPLANES. C e s s n a S e r v i c e S t a t i o n s , h a v e all of t h e c u r r e n t M a i n t e n a n c e 2 3 a n d c o n s t i t u t e s the FAA A p p r o v e d Airplane Flight M a n u a l .
M a n u a l s , Illustrated Parts Catalogs a n d various other support publications
p r o d u c e d b y C e s s n a Aircraft C o m p a n y .
FAA APPROVAL
A current C e s s n a Service Station Directory a c c o m p a n i e s your n e w airplane. PAA APPf?OVED UNDER FAR 21 SUBPART J
T h e D i r e c t o r y is r e v i s e d f r e q u e n t l y , a n d a c u r r e n t c o p y c a n b e o b t a i n e d f r o m y o u r The Cessna Aircraft Co
nearest Cessna Service Station.
COPYRIGHT ® 1998
Delegation Option Manufacturer CE-1
The Cessna Aircraft Connpany
W e urge all C e s s n a o w n e r s / o p e r a t o r s t o utilize the b e n e f i t s a v a i l a b l e w i t h i n the ExecutryeEnginMc
Cessna Organization.
Wichita, Kansas USA
Date: 16 November 1998
O c t 5/98
PERFORMANCE- CESSNA
SPECIFICATIONS M O D E L 206H
PERFORMANCE - SPECIFICATIONS
THIS MANUAL WAS PROVIDED FOR T H E
AIRPLANE IDENTIFIED ON THE TITLE ^ * SPEED
- M a x i m u m at S e a Level 151 K T S
PAGE ON ^ ^ - ^ ' ^ y . • C r u i s e , 7 5 % P o w e r at 6 2 0 0 Ft 142 K T S
CRUISE: Recommended lean mixture with fuel a l l o w a n c e for
S U B S E Q U E N T REVISIONS SUPPLIED BY
engine start, taxit takeoff, climb and 45 minutes
THE CESSNA AIRCRAFT COMPANY reserve.
7 5 % P o w e r at 6 2 0 0 Ft Range 605 NM
MUST BEJ>R0PERLY1RBERTED. 88 Gallons U s a b l e Fuel Time 4 . 3 MRS
M a x R a n g e at 6 5 0 0 Ft Range 730 NM
88 Gallons U s a b l e Fuel Time 6.8 MRS
RATE O F CLIMB AT SEA LEVEL 988 FPM
SERVICE CEILING 15,700 FT
TAKEOFF PERFORMANCE:
T h e C e s s n a Aircraft C o m p a n y , Aircraft Division
G r o u n d Roll • 9 1 0 FT
Total Distance O v e r 5 0 Ft. O b s t a c l e 1 8 6 0 FT
LANDING PERFORMANCE:
G r o u n d Roll 735 FT
Total Distance O v e r 5 0 Ft. O b s t a c l e 1395 FT
^ STALL SPEED (KCAS):
Flaps U p , P o w e r Off 62 KCAS
Flaps D o w n , P o w e r Off 54 KCAS
- MAXIMUM WEIGHT:
Ramp 3614 LBS
Takeoff 3600 LBS
Landing 3600 LBS
I
STANDARD EMPTY WEIGHT 2176 LBS.
iv M a y 30/01
CESSNA COVERAGE/REVISIONS
MODEL 206H
CESSNA PERFORMANCE-
MODEL 206H SPECIFICATIONS
It is t h e r e s p o n s i b i l i t y of t h e o w n e r t o m a i n t a i n t h i s h a n d b o o l < in a
c u r r e n t s t a t u s w h e n it is b e i n g u s e d f o r o p e r a t i o n a l p u r p o s e s .
PERFORMANCE-SPECIFICATIONS Owners should contact their C e s s n a Service Station w h e n e v e r the
(Continued) r e v i s i o n s t a t u s o f t h e i r h a n d b o o k is in q u e s t i o n .
W I N G L O A D I N G : L b s / S q Ft 20.7 R e v i s i o n s a r e d i s t r i b u t e d to o w n e r s of U . S . R e g i s t e r e d a i r c r a f t
POWER LOADING Lbs/HP 12.0 a c c o r d i n g to F A A r e c o r d s at t h e t i m e of r e v i s i o n i s s u a n c e , a n d t o
FUEL CAPACITY 92 G A L I n t e r n a t i o n a l l y R e g i s t e r e d a i r c r a f t a c c o r d i n g to C e s s n a Owner
OIL C A P A C I T Y 11 Q T S A d v i s o r y r e c o r d s at t h e t i m e of i s s u a n c e . R e v i s i o n s s h o u l d b e r e a d
c a r e f u l l y u p o n r e c e i p t a n d i n c o r p o r a t e d in t h i s P O H .
ENGINE: Textron Lycoming IO-540-AC1A5
3 0 0 BMP at 2 7 0 0 R P M
P R O P E L L E R : 3 - B i a d e d , C o n s t a n t S p e e d , Diameter 79 IN. | REVISION FILING INSTRUCTIONS
The above performance figures are based on the indicated REGULAR REVISIONS
weights, s t a n d a r d a t m o s p h e r i c conditions, level, hard-surface dry
r u n w a y s a n d no w i n d . T h e y are calculated values derived f r o m flight
P a g e s to b e r e m o v e d or i n s e r t e d in t h e P i l o t s ' O p e r a t i n g
tests c o n d u c t e d by T h e C e s s n a Aircraft C o m p a n y under carefully
Handbook and FAA Approved Airplane Flight Manual are
d o c u m e n t e d c o n d i t i o n s a n d will vary with individual airplanes a n d d e t e r m i n e d b y t h e L o g of E f f e c t i v e P a g e s l o c a t e d in t h i s s e c t i o n .
n u m e r o u s factors affecting flight p e r f o r m a n c e . T h i s log c o n t a i n s t h e p a g e n u m b e r a n d d a t e of i s s u e f o r e a c h p a g e
w i t h i n t h e P O H . At o r i g i n a l i s s u e , all p a g e s w i l l c o n t a i n t h e - s a m e
date. A s revisions to the P O H o c c u r , t h e s e dates will c h a n g e on
effected pages. W h e n two pages display the s a m e p a g e n u m b e r ,
t h e p a g e with the latest date shall be inserted into the P O H . T h e
d a t e o n t h e L o g O f E f f e c t i v e P a g e s s h a l l a l s o a g r e e w i t h t h e latest
d a t e of t h e p a g e in q u e s t i o n .
TEMPORARY REVISIONS
U n d e r l i m i t e d c i r c u m s t a n c e s , t e m p o r a r y r e v i s i o n s to t h e P O H
m a y be i s s u e d . T h e s e t e m p o r a r y r e v i s i o n s a r e t o b e f i l e d in t h e
a p p l i c a b l e s e c t i o n in a c c o r d a n c e w i t h f i l i n g i n s t r u c t i o n s a p p e a r i n g
o n t h e first p a g e of t h e t e m p o r a r y r e v i s i o n .
T h e r e c e s s i o n of a t e m p o r a r y r e v i s i o n is a c c o m p l i s h e d b y '
i n c o r p o r a t i o n i n t o t h e P O H at r e v i s i o n t i m e o r b y a s u p e r s e d i n g
t e m p o r a r y r e v i s i o n . In o r d e r t o a c c u r a t e l y t r a c k t h e s t a t u s of
temporary revisions as they pertain to a P O H , a T e m p o r a r y Revision
List will b e l o c a t e d p r e v i o u s to t h i s s e c t i o n w h e n r e q u i r e d . T h i s list
will indicate the date t h e t e m p o r a r y revision w a s i n c o r p o r a t e d into
t h e P O H , t h u s a u t h o r i z i n g t h e r e c e s s i o n of t h e t e m p o r a r y r e v i s i o n .
M a y 30/01
CESSNA LOG O F EFFECTIVE PAGES
MODEL 206H
M a y 30/01 XI
LOG O F EFFECTIVE P A G E S
xii
M a y 30/01
CESSNA SECTION 1
MODEL 206H GENERAL CESSNA SECTION 1
MODEL 206H GENERAL
-28'-3"
SECTION 1
GENERAL
TABLE OF CONTENTS Page
T h r e e V i e w - N o r m a l G r o u n d Attitude 1-2
Introduction .- 1-4
Descriptive D a t a 1-4
Engine 1-4
NOTE 1: WING SPAN S H O W N WITH STROBE LIGHTS
Propeller 1-4
INSTALLED.
Fuel 1-5
N O T E 2: W H E E L B A S E L E N G T H IS 69 1/4". Oil 1-6
M a x i m u m Certificated W e i g h t s .' 1-7
... J T E 3 : P R O P E L L E R G R O U N D C L E A R A N C E IS 12". Standard Airplane Weights • 1-7
C a b i n A n d Entry D i m e n s i o n s 1-7
NOTE 4: W I N G A R E A IS 174 S Q U A R E F E E T .
B a g g a g e S p a c e a n d Entry D i m e n s i o n s 1-7
N O T E 5: M I N I M U M T U R N I N G R A D I U S (* P I V O T P O I N T T O Specific L o a d i n g s 1-7
O U T B O A R D W I N G TIP) IS 26'-3". Symbols, Abbreviations and Terminology 1-8
General Airspeed Terminology And Symbols 1-8
N O T E 6: N O R M A L G R O U N D A T T I T U D E IS S H O W N W I T H
Meteorological T e r m i n o l o g y 1-9
N O S E S T R U T S H O W I N G A P P R O X I M A T E L Y 2" O F
Engine P o w e r T e r m i n o l o g y , . 1-9
STRUT, A N D W I N G S LEVEL.
Airplane P e r f o r m a n c e A n d Flight Planning T e r m i n o l o g y 1-10
W e i g h t A n d Balance T e r m i n o l o g y 1-11
Metric / Imperial / U.S. C o n v e r s i o n C h a r t s 1-13
Weight Conversions .* 1-14
Length C o n v e r s i o n s .1-16
Distance C o n v e r s i o n s 1-20
Volume Conversions 1-21
Temperature Conversions 1-24
V o l u m e to W e i g h t C o n v e r s i o n s 1-25
^ t210T1002
Quick C o n v e r s i o n s 1-26
Figure 1 - 1 . T h r e e V i e w - N o r m a l G r o u n d Attitude ( S h e e t 2 of 2)
INTRODUCTION
I T h i s h a n d b o o k c o n t a i n s 9 s e c t i o n s , a n d i n c l u d e s the m a t e
r e q u i r e d to be f u r n i s h e d to t h e pilot by F A R Part 2 3 . It also c o n t a i n s
s u p p l e m e n t a l d a t a s u p p l i e d by T h e C e s s n a Aircraft C o m p a n y .
S e c t i o n 1 p r o v i d e s basic d a t a a n d i n f o r m a t i o n of g e n e r a l interest.
It also contains definitions or explanations of symbols,
abbreviations, and terminology commonly used.
Propeller M a n u f a c t u r e r : M c C a u l e y P r o p e l l e r S y s t e m s .
Propeller M o d e l N u m b e r : B 3 D 3 6 C 4 3 2 / 8 0 V S A - 1 .
N u m b e r of B l a d e s : 3.
Propeller Diameter: 7 9 i n c h e s .
-36'-0 Propeller T y p e : C o n s t a n t s p e e d .
. . . . . . .
1210T1002
1210T1002
MAXIMUM C E R T I F I C A T E D W E I G H T S FUEL
M a y 30/01 1-5
M a y 30/01 1-7
SECTION 1 CESSNA
GENERAL MODEL 206H
CESSNA
SECTION 1
MODEL 206H
GENERAL
I M I L - L - 2 2 8 5 1 or S A E J 1 8 9 9 A v i a t i o n G r a d e A s h l e s s Dispersant
KTAS K n o t s T r u e A i r s p e e d is the a i r s p e e d e x p r e s s e d in
Oil: Oil c o n f o r m i n g to T e x t r o n L y c o m i n g Service Instruction No. knots relative to u n d i s t u r b e d air w h i c h is K C A S
1014, a n d all revisions a n d s u p p l e m e n t s thereto, m u s t be u s e d c o r r e c t e d for altitude a n d t e m p e r a t u r e .
after first 5 0 h o u r s or oil c o n s u m p t i o n h a s stabilized.
Va M a n e u v e r i n g S p e e d is the m a x i m u m s p e e d at
R e c o m m e n d e d Viscosity for T e m p e r a t u r e R a n g e : w h i c h full or abrupt control m o v e m e n t s m a y be u s e d
without overstressing the a i r f r a m e .
60 VNO M a x i m u m S t r u c t u r a l C r u i s i n g S p e e d is the s p e e d
A b o v e 27°C ( 8 0 ° F ) 60
that s h o u l d not be e x c e e d e d e x c e p t in s m o o t h air,
4 0 or 5 0
A b o v e 16°C (60°F) 50 then only with c a u t i o n .
40 40
- r C ( 3 0 ° F ) to 32°C(90°F)
V|\jE Never E x c e e d S p e e d is the s p e e d limit that m a y not
30 30, 4 0 or 2 0 W - 4 0
-18°C ( 0 ° F ) t o 2 1 ° C { 7 0 ° F ) be e x c e e d e d at any time.
20 3 0 or 2 0 W - 3 0
B e l o w -12°C (10°F)
2 0 W - 5 0 or 1 5 W - 5 0
Vs Stalling S p e e d or the m i n i m u m s t e a d y flight
- 1 8 " C ( 0 " F ) t o 32°C ( 9 0 ' ' F ) 20W-50
s p e e d is the m i n i m u m s p e e d at w h i c h the airplane is
All T e m p e r a t u r e s - 15W-50 or20W-50
controllable.
Oil C a p a c i t y :
May 30/01
1-6
CESSNA SECTION 1 CESSNA SECTION 1
MODEL 206H GENERAL MODEL 206H GENERAL
Standard S t a n d a r d E m p t y W e i g h t is t h e w e i g h t of a s t a n d a r d Static S t a t i c R P M is e n g i n e s p e e d a t t a i n e d d u r i n g a f u l l
Empty airplane, including u n u s a b l e fuel, full operating fluids RPM t h r o t t l e e n g i n e r u n u p w h e n t h e a i r p l a n e is o n t h e
Weight a n d full e n g i n e o i l . ground and stationary.
Basic Empty B a s i c E m p t y W e i g h t is t h e s t a n d a r d e m p t y w e i g h t MP M a n i f o l d P r e s s u r e is a p r e s s u r e m e a s u r e d in t h e
Weight p l u s t h e w e i g h t of o p t i o n a l e q u i p m e n t . e n g i n e ' s i n d u c t i o n s y s t e m a n d is e x p r e s s e d in
i n c h e s of m e r c u r y (in H g ) .
Useful Load U s e f u l L o a d is t h e d i f f e r e n c e b e t w e e n r a m p weight
and the basic empty weight.
MAC M A C ( M e a n A e r o d y n a m i c C h o r d ) is t h e c h o r d of a n
imaginary rectangular airfoil h a v i n g the s a m e pitching
m o m e n t s ^ t h r o u g h o u t t h e f l i g h t r a n g e a s t h a t of t h e
actual w i n g .
g is a c c e l e r a t i o n d u e to g r a v i t y .
Course C o u r s e D a t u m is t h e c o m p a s s r e f e r e n c e u s e d b y t h e
Datum autopilot, along with c o u r s e deviation, to provide
lateral control w h e n tracking a navigation signal.
130- -60
120- -55
110- 50
100- -45
90- -40
80-
-35
70-
-30
60-
25
50-
-20
40-
-15
30-
20- -10
10- -5
0585T1027
F i g u r e 1-2 . W e i g h t C o n v e r s i o n s ( S h e e t 2 of 2 )
0 1 2 3 "A 5 6 7 8 9
kg feet feet feet feet feet feet feet feet feet feet
lb. lb lb. lb. lb. lb. lb. lb. 0 3.281 6.562 9.842 13.123 16.404 19.685 22.956 26.247 29.528
lb. lb.
10 32.808 36.089 39.370 42.651 45.932 49.212 52.493 55.774 59.055 62.336
0 2.205 4.409 6.614 8.819 11.023 13.228 15.432 17.637 19.842
20 65.817 68.897 72.178 75.459 78.740 82.021 85.302 88.582 91.863 95.144
10 22.046 24.251 26.456 28.660 30.865 33.069 35.274 37.479 39.683 41.888
30 98.425 101.71 104.99 108.27 111.55 114.83 118.11 121.39 124.67 127.95
20 44.093 46.297 48.502 50.706 52.911 55.116 57.320 59.525 61.729 63.934
79.366 81.571 40 131.23 134.51 137.79 141.08 144.36 147.64 150.92 154.20 157.48 160.76
30 66.139 68.343 70.548 72.753 74.957 77.162 83.776 85.980
40 88.185 90.390 92.594 94.799 97.003 99.208 101.41 103.62 105.82 108.03
50 164.04 167.32 170.60 173.86 177.16 180.45 183.73 187.01 190.29 193.57
110.23 112.44 114.64 116.85 119.05 121.25 123.46 125.66 127.87 130.07 60 195.85 200.13 203.41 206.69 209.97 213.25 216.53 219.82 223.10 226.38
50
60 132.28 134.48 136.69 138.89 141.10 143.30 145.51 147.71 149.91 152.12 70 229.66 232.94 236.22 239.50 242.78 246.06 249.34 252.62 255.90 259.19
70 154.32 156.53 158.73 160.94 163.14 165.35 167.55 169.76 171.96 174.17 80 262.47 265.75 269.03 272.31 275.59 278.87 282.15 285.43 288.71 291.58
80 176.37 178.57 180.78 182.98 185.19 187.39 189.60 191.80 194.01 196.21 90 295.27 298.56 301.84 305.12 308.40 311.68 314.96 318.24 321.52 324.80
90 198.42 200.62 202.83 205.03 207.24 209.44 211.64 213.85 216.05 218.26
100 328.08 331.36 334.64 337.93 341.21 344.49 347.77 351.05 354.33 357.61
100 220.46 222.67 224.87 227.08 229.28 231.49 233.69 235.90 238.10 240.30
FEET TO METERS
POUNDS TO KILOGRAMS PIEDS EN METRES
LIVRES EN KILOGRAMMES
ft 0 1 2 3 4 5 6 7 8 9
lb. 0 1 2 3 4 5 6 7 8 9
m m m m m m m m m m
kg kg kg kg kg kg kg kg kg kg
1.814 2.268 2.722 3.175 3.629 4.082
0 ... 0.305 0.610 0.914 1.219 1.524 1.829 2.134 2.438 2.743
0 0.454 0.907 1.361
10 3.048 3.353 3.658 3.962 4.267 4.572 4.877 5.182 5.486 5.791
10 4.536 4.990 5.443 5.897 6.350 6.804 7.257 7.711 8.165 8.618
20 6.096 6.401 6.706 7.010 7.315 7.620 7.925 8.230 8.534 8.839
20 9.072 9.525 9.979 10.433 10.886 11.340 11.793 12.247 12.701 13.154
17.237 30 9.144 9.449 9.754 10.058 10.363 10.668 10.973 11.278 11.582 11.887
30 13.608 14.061 14.515 14.969 15.422 15.876 16.329 16.783 17.690
20.412 20.865 21.319 21.772 22.226 40 12.192 12.497 12.802 13.106 13.411 13.716 14.021 14.326 14.630 14.935
40 18.144 18.597 19.051 19.504 19.958
23.587 24.040 24.494 24.948 25.401 25.855 26.303 26.762 50 15.240 15.545 15.850 16.154 16.459 16.754 17.069 17.374 17.678 17.983
50 22.680 23.133
27.669 28.123 28.576 29.030 29 484 29.937 30.391 30.844 31.298 60 18.288 18.593 18.898 19.202 19.507 19.812 20.117 20.422 20.726 21.031
60 27.216
32.205 32.659 33.112 33.566 34.019 34.473 34.927 35.380 35.834 70 21.336 21.641 21.946 22.250 22.555 22.860 23.165 23.470 23.774 24.079.
70 31.752
80 36.287 36.741 37.195 37.648 38.102 38.555 39.009 39.463 39.916 40.370 80 24.384 24.689 24.994 25.298 25.603 25.908 26.213 26.518 26.822 27.127
90 40.823 41.277 41.731 42.184 42.638 43.091 43.545 43.999 44.452 44.906 90 27.432 27.737 28.042 28.346 28.651 28.956 29.261 29.566 29.870 30.175
100 45.359 45.813 46.266 46.720 47.174 47.627 48.081 48.534 48.988 49.442 100 30,480 30.785 31.090 31.394 31.699 32.004 32.309 32.614 32.918 33.223
10- -100
- 2 5
320-
- 2 4 -95
-23 300-
-90
- 2 2
280- -85
-21
- 20 260- -80
-19
-75
240-
-18
-70
- 17 220-
-65
-16
- 15 200-
-60
- 14
180- -55
- 13
-50
- 12 160-
-11 -45
140-
- 10 -40
- 9 120-
-35
- 8
100- -30
- 7
- 6 80- -25
- 5
-20
- 4 60-
Units X 1 0 , 1 0 0 , etc.
-15
- 3
40-
- 2 -10
0585T1028
- 1 20-
-5
- 0
0- -0 Units X 10, 100, etc.
O c t 5/98 1-19
7 0 - .- 6 0 60- 110
INCHES TO CENTIMETERS
65-.
P O U C E S EN CENTIMETRES -55 55- 100
60-
in. 0 1 '2 3 4 5 6 7 8 9 -50 50-
55- 90
-45 45 -
cm cm cm cm cm cm cm cm cm cm 50-" 80
0 ... 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.96 4 5 - '- 4 0 40-
70
10 25.40 27.94 30.48 33.02 35.56 38.10 40.64 43.18 45.72 48.26
40--35 35-
20 50.80 53.34 55.88 58.42 60.96 63.50 66.04 68.58 71.12 73.66 60
30 76.20 78.74 81.28 83.82 86.36 88.90 91.44 93.98 96.52 99.06 35--30 30-
40 101.60 104.14 106.68 109.22 111.76 114.30 116.84 119.38 121.92 124.46 50
30--25 25-
50 127.00 129.54 132.08 134.62 137.16 139.70 142.24 144.78 147.32 149.86 25- -40 Units X 10,
-20 20-
60 152.40 154.94 157.48 160.02 162.56 165.10 167.64 170.18 172.72 175.26 100, etc.
20- -30
70 177.80 180.34 182.88 185.42 187.96 190.50 193.04 195.58 198.12 200.66 15 -
-15
80 203.20 205.74 208.28 210.82 213.36 215.90 218.44 220.98 223.52 226.06 15-
1 0 ^ 2 0
90 228.60 231.14 233.68 236.22 238.76 241.30 243.84 246.38 248.92 251.46 -10
10-
5^-10
100 254.00 256.54 259.08 261.62 264.16 266.70 269.24 271.78 274.32 276.86 5--5
0 ^ 0 0-Lo 0585T1029
F i g u r e 1-4. L e n g t h C o n v e r s i o n s ( S h e e t 1 of 2 )
Figure 1-5. Distance Conversions
M a y 30/01
1-18 Oct 5/98 1-20
CESSNA
SECTION 1 CESSNA SECTION 1
MODEL 206H GENERAL MODEL 206H GENERAL
IMPERIAL Lt 0 1 2 ' 3 4 5 6 7 8 9
U.S.
GALLONS GALLONS LITERS
rlOO 1 0 0 -- r 3 8 0 IG IG IG IG IG IG IG IG IG IG
80^95 0 0.220 0.440 0.660 0.880 1.100 1.320 1.540 1.760 1.980
95-- - 3 5 0
10 2.200 2.420 2.640 2.860 3.080 3.300 3.520 3.740 3.960 4.180
75 — 90 90---340 20 4.400 4.620 4.840 5.059 5.279 5.499 5.719 5.939 6.159 6.379
30 6.599 6.819 7.039 7,259 7.479 7.699 7.919 8.139 8.359 8.579
7 0 -."- 8 5 85---320
40 8.799 9.019 9.239 9:459 9.679 9.899 10.119 10.339 10.559 10.779
-80 80- -300
65-" 50 10.999 11.219 11.439 11.659 11.879 12.099 12.319 12.539 12.759 12.979
-75 75- -280 60 13.199 13.419 13.639 13.859 14.078 14.298 14.518 14.738 14.958 15.178
60- 70 15.398 15.618 15.838 16.058 16.278 16.498 16.718 16.938 17.158 17.378
'-70 70-
-260 80 17.598 17.818 18.038 18.258 18.478 18.698 18.918 19.138 19.358 19.578
55--65 65- 90 19.798 20.018 20.238 20.458 20.678 20.898 21.118 21.338 21.558 21.778
-240
50--60 60- 100 21.998 22.218 22.438 22.658 22.878 23.098 23.318 23.537 23.757 23.977
-220
45-^55 55-
-200
-50 IMPERIAL GALLONS TO LITERS
40- 50-
GALLONS IMPERIAL EN LITERS
-180
-45 45-
35- IG 0 1 2 3 4 5 6 7 8 9
-160
-40 40-
3 0 - -35 -140 Lt Lt Lt Lt Lt Lt Lt Lt Lt Lt
35-
25--30 -120 0 4.546 9.092 13.638 18.184 22.730 27.276 31.822 36.368 40.914
30-
10 45.460 50.006 54.552 59.097 63.643 68.189 72.735 77.281 81.827 86.373
20--25 25-
-100 20 90.919
30 136.38
95.465
140.93
100.01
145.47
104.56
150.02
109.10
154.56
113.65
159.11
118.20
163.66
122.74
168.20
127.29
172.75
131.83
177.29
2 0 - -80
-20 40 181.84 186 38 190.93 195.48 200.02 204.57 209.11 213.66 218.21 222.75
15-
-15 15- -60 50 227.30 231.84 236.39 240.94 245.48 250.03 254.57 259.12 263.67 268.21
10- 60 272.76 277.30 281.85 286.40 290.94 295.49 300.03 304.58 309.13 313.67
-10 1 0 - -40 70 318.22 322.76 327.31 331.86 336.40 340.95 345.49 350.04 354.59,^ 359.13
5-L5 5 - -20
80 363.68 368.22 372.77 377.32 381.86 386.41 390.95 395.50 400.04 404.59
90 409.14 413.68 418.23 422.77 427.32 431.87 436.41 440.96 445.50 450.05
0-^0 0 - -0
100 454.60 459.14 463.69 468.23 472.78 477.33 481.87 486,42 490.96 495.51
M a y 30/01
1-23 M a y 30/01 1-21
SECTION 1
CESSNA
GENERAL
SECTION 1 CESSNA MODEL 206H
GENERAL MODEL 206H
TEMPERATURE CONVERSIONS
100^
IMPERIAL -440 LITERS
95-
GALLONS -420
90-
-400
85-
-380
80- -360
75- -340
70- -320
65- -300
-280
60-
-260
55-
-240
50-
-220
4 5 - -200
4 0 - -180
35- -160
3 0 - -140
-120
25-
-100
20-
-80
15-
-60
10-J - 4 0
5 - -20
0- -0
0585T1034
Units X 10, 100, etc. Figure 1-7. Temperature Conversions
0585T1032
.-90 90 65
140-
AVGAS FUEL
-85 85-[ 60
130-
-80 80
I2O-L75 75-
h55
0585T1030
CO
0585T1031
Figure 1-9. Q u i c k C o n v e r s i o n s
1-26 M a y 30/01
MODIL^OGH ' SECTION 2
CESSNA SECTION 2 M O D E L 206H LIMITATIONS
MODEL 206H LIMITATIONS
INTRODUCTION SECTION 2
Section 2 includes o p e r a t i n g limitations, instrument m a r k i n g s ,
a n d basic placards n e c e s s a r y for t h e safe operation of the airplane,
LIMITATIONS
its e n g i n e , s t a n d a r d s y s t e m s a n d s t a n d a r d e q u i p m e n t . T h e .
limitations included in this section a n d in Section 9 have b e e n !
a p p r o v e d by the Federal Aviation A d m i n i s t r a t i o n . O b s e r v a n c e of
t h e s e o p e r a t i n g limitations is required by Federal Aviation TABLE OF CONTENTS Page
Regulations.
NOT^
Introduction 2-3
Refer to t h e S u p p l e m e n t s , Section 9, of this Pilot's I Airspeed Limitations 2-4
O p e r a t i n g H a n d b o o k for a m e n d e d operating limitations, |
Airspeed Indicator Markings 2-5
operating procedures, performance data a n d other
n e c e s s a r y information for airplanes e q u i p p e d with specific Powerplant Limitations 2-5
options. Powerplant Instrument Markings 2-6
Weight Limits 2-7
NOTE
Center Of Gravity Limits 2-7
T h e airspeeds listed in the A i r s p e e d Limitations chart Maneuver Limits 2-8
(Figure 2-1) a n d the A i r s p e e d Indicator M a r k i n g s chart I Flight Load Factor Limits 2-8
(Figure 2-2) are b a s e d o n A i r s p e e d Calibration data s h o w n I
Kinds Of Operation Limits 2-8
in Section 5 with the n o r m a l static s o u r c e . If the alternate •
static source is being u s e d , a m p l e m a r g i n s s h o u l d be Fuel Limitations 2-9
o b s e r v e d to allow for the a i r s p e e d calibration variations Other Limitations 2-9
b e t w e e n the normal a n d alternate static s o u r c e s a s s h o w n I Flap Limitations 2-9
in Section 5. '
Placards 2 - 1 0
T h e C e s s n a M o d e l N o . 2 0 6 H is certificated under F A A T y p e
Certificate N o . A 4 C E .
AIRSPEED LIMITATIONS
A i r s p e e d limitations a n d ttieir operational significance a r e s h o w n
in Figure 2 - 1 .
S Y M B O L S P E E D K C A S KIAS R E M A R K S
VA Maneuvering
Speed: Do not m a k e full or
3600 Pounds 123 125 a b r u p t control
2900 Pounds 110. 112 movements above
2200 Pounds 97 98 this s p e e d .
VFE M a x i m u m Flap
Extended Speed: Do not e x c e e d this
0° to 10° Flaps 138 140 s p e e d with flaps
10° to 4 0 ° Flaps 100 100 down.
Figure 2 - 1 . A i r s p e e d Limitations
Reference Datum: F r o n t f a c e of l o w e r f i r e w a l l .
POWERPLANT LIMITATIONS
Engine M a n u f a c t u r e r : T e x t r o n L y c o m i n g . •
Engine M o d e l N u m b e r : I O - 5 4 0 - A C 1 A 5 . >-.,:••
M a x i m u m Power: 3 0 0 B H P rating.
Engine O p e r a t i n g Limits for Takeoff a n d C o n t i n u o u s O p e r a t i o n s :
M a x i m u m Engine S p e e d : 2 7 0 0 R P M .
M a x i m u m Cylinder H e a d T e m p e r a t u r e : 480° F (249° C ) .
M a x i m u m Oil T e m p e r a t u r e : 245° F (118° C ) .
Oil Pressure, M i n i m u m : 20 P S I . ; .
Maximum: 115 P S I . ' . V ; i
Tachometer: ---- 2 1 0 0 to 2 5 0 0
RPM
2700
KINDS OF OPERATION LIMITS
Manifold 15 - 2 5 in.Hg — T h e a i r p l a n e a s d e l i v e r e d is e q u i p p e d f o r d a y , n i g h t , V F R a n d
Pressure IFR o p e r a t i o n s . F A R Part 9 1 e s t a b l i s h e s t h e m i n i m u m r e q u i r e d
instrumentation a n d e q u i p m e n t for these operations. T h e reference
Cylinder Head — . ,„ 200 - 480°F 480°F
to t y p e s of f l i g h t o p e r a t i o n s o n t h e o p e r a t i n g l i m i t a t i o n s p l a c a r d
Temperature
r e f l e c t s e q u i p m e n t i n s t a l l e d a t t h e t i m e of A i r w o r t h i n e s s C e r t i f i c a t e
Oil — 100 to 2 4 5 ° F 245°F issuance.
Temperature
F u e l Quantity 0
(2 G a l . U n u s a b l e E a c h —- —-
Tank)
Fuel Flow —- 0 to 2 0 G P H —-
Vacuum —- 4 . 5 - 5 . 5 in.Hg —-
Figure 2-3. P o w e r p l a n t I n s t r u m e n t M a r k i n g s
2-6 M a y 30/01
O c t 5/98 2-11
Oct 5/98 2-9
SECTION 2 CESSNA
LIMITATIONS MODEL 206H
SECTION 2 CESSNA
LIMITATIONS MODEL 206H
PLACARDS
T h e f o l l o w i n g i n f o r m a t i o n m u s t b e d i s p l a y e d in t h e f o r m of c o m p o s - 7. O n flap control indicator:
ite or i n d i v i d u a l p l a c a r d s .
T h e m a r k i n g s a n d p l a c a r d s i n s t a l l e d in t h i s a i r p l a n e c o n t a i n
8. O n aft c a r g o door:
operating limitations w h i c h must be c o m p l i e d with w h e n operating
t h i s a i r p l a n e in t h e N o r m a l C a t e g o r y . O t h e r o p e r a t i n g l i m i t a t i o n s B A G G A G E N E T 180 L B S . M A X I M U M C A P A C I T Y
w h i c h m u s t b e c o m p l i e d w i t h w h e n o p e r a t i n g t h i s a i r p l a n e in t h i s
REFER TO W E I G H T AND BALANCE DATA
c a t e g o r y a r e c o n t a i n e d in t h e P i l o t ' s O p e r a t i n g H a n d b o o k a n d F A A
A p p r o v e d Airplane Flight M a n u a l . FOR B A G G A G E A N D C A R G O L O A D I N G
9. In R E D on f o r w a r d c a r g o door:
No acrobatic m a n e u v e r s , including spins, approveqi.
2. O n control lock:
10. A calibration c a r d m u s t be p r o v i d e d to indicate the a c c u r a c y
of the magnetic c o m p a s s in 30° i n c r e m e n t s .
CAUTION
11. O n the oil filler c a p :
CONTROL LOCK
REMOVE BEFORE STARTING ENGINE OIL
11 QTS
3. O n aft b a g g a g e w a l l :
12. Near airspeed indicator:
CAUTION 2 4 V O L T S D.C.
T H I S A I R C R A F T IS E Q U I P P E D W I T H A L T E R N A T O R A N D A
NEGATIVE GROUND SYSTEM. O B S E R V E PROPER POLARITY.
REVERSE POLARITY WILL DAMAGE ELECTRICAL
COMPONENTS.
INTRODUCTION SECTION 3
Section 3 provides checklist a n d amplified p r o c e d u r e s for c o p i n g EMERGENCY PROCEDURES
w^ith e m e r g e n c i e s that m a y occur. E m e r g e n c i e s c a u s e d by airplane
or engine m a l f u n c t i o n s are e x t r e m e l y rare if proper preflight
inspections a n d m a i n t e n a n c e a r e practiced. ~ Enroute weather
e m e r g e n c i e s c a n be m i n i m i z e d or eliminated by careful flight
planning a n d good j u d g m e n t when u n e x p e c t e d w e a t h e r is TABLE OF CONTENTS Page
e n c o u n t e r e d . H o w e v e r , s h o u l d a n e m e r g e n c y arise, the basic
guidelines d e s c r i b e d in this section should be c o n s i d e r e d a n d
Introduction 3-3
a p p l i e d as n e c e s s a r y to correct t h e p r o b l e m . E m e r g e n c y p r o c e d u r e s
a s s o c i a t e d with E L T , s t a n d a r d avionics a n d a n y other optional
s y s t e m s c a n b e f o u n d in the S u p p l e m e n t s , Section 9. | AIRSPEEDS
A i r s p e e d s For E m e r g e n c y O p e r a t i o n 3-3
AIRSPEEDS FOR EMERGENCY OPERATION
EMERGENCY PROCEDURES CHECKLIST
E n g i n e Failure After Takeoff:
W i n g Flaps U p • 80 KIAS
W i n g Flaps D o w n 70 KIAS Engine Failures 3-4
Engine Failure During Takeoff Roll 3-4
Maneuvering Speed:
Engine Failure Immediately After Takeoff ' 3-4
3600 Lbs 125 K I A S
2900 Lbs 112 KIAS Engine Failure During Flight (Restart Procedures) 3-4
2 2 0 0 Lbs 98 KIAS Forced Landings 3-5
Emergency Landing Without Engine Power 3-5
M a x i m u m Glide:
Precautionary Landing With Engine Power 3-5
3600 Lbs 75 KIAS
3 2 0 0 Lbs 70 KIAS Ditching 3-6'
2800 Lbs 65 KIAS Fires 3-7
During Start O n G r o u n d • 3-7
P r e c a u t i o n a r y L a n d i n g W i t h Engine^Power 70 KIAS
E n g i n e Fire i n F l i g h t 3-8
L a n d i n g Without Engine P o w e r : E l e c t r i c a l Fire In F l i g h t 3-8
W i n g Flaps Up 80 KIAS C a b i n Fire 3-9
W i n g Flaps D o w n 70 KIAS W i n g Fire ; •• 3-9
Icing 3-10
inadvertent Icing E n c o u n t e r ••• 3-10
Static S o u r c e B l o c k a g e 3-11
L a n d i n g W i t h A Flat M a i n T i r e 3-11
M a y 30/01 3-3
Oct 5/98 3-1
SECTIONS CESSNA
EMERGENCY PROCEDURES MODEL 206H
SECTIONS CESSNA
EMERGENCY PROCEDURES M O D E L 206H
TABLE OF CONTENTS (Continued)
Page
EMERGENCY PROCEDURES CHECKLIST
L a n d i n g W i t i i A Flat N o s e T i r e 3-11
Electrical Power Supply S y s t e m Malfunctions 3-12 P r o c e d u r e s in the E m e r g e n c y P r o c e d u r e s Checklist portion of
this section s h o w n in bold f a c e d type are i m m e d i a t e action items
A m m e t e r S h o w s E x c e s s i v e R a t e of C h a r g e
w h i c h s h o u l d b e c o m m i t t e d to m e m o r y .
(Full Scale Deflection) 3-12
L o w Voltage A n n u n c i a t o r Illuminates During Flight ENGINE FAILURES
(Ammeter Indicates Discharge) 3-12
V a c u u m System Failure 3-13 ENGINE F A I L U R E DURING T A K E O F F R O L L
1. Throttle - I D L E .
AMPLIFIED E M E R G E N C Y PROCEDURES 2. Brakes-APPLY.
3. W i n g Flaps - R E T R A C T .
4. Mixture - I D L E C U T O F F . • ' , '
Engine Failure 3-14
5. Ignition Switch - O F F .
Forced Landings 3-16 6. M a s t e r Switch - O F F .
L a n d i n g Without Elevator Control 3-16
Fires 3-17 ENGINE FAILURE IMMEDIATELY A F T E R T A K E O F F
E m e r g e n c y O p e r a t i o n in C l o u d s
1. A i r s p e e d ~ 80 K I A S .
(Total V a c u u m System Failure) . 3-17 2. Mixture - I D L E C U T O F F .
E x e c u t i n g A 1 8 0 ° T u r n In C l o u d s 3-18 3. Fuel Selector Valve - P U S H E D D O W N a n d R O T A T E to O F F .
Emergency Descent T h r o u g h Clouds 3-18 4. Ignition Switch - O F F .
5. W i n g Flaps - A S R E Q U I R E D (40° r e c o m m e n d e d ) .
R e c o v e r y F r o m S p i r a l D i v e In T h e C l o u d s 3-19 6. M a s t e r Switch - O F F .
I n a d v e r t e n t F l i g h t Into I c i n g C o n d i t i o n s 3-19 7. C a b i n Door - U N L A T C H .
Static Source Blocked 3-19 8. Land - STRAIGHT AHEAD.
Spins 3-20
E N G I N E F A I L U R E DURING F L I G H T (Restart Procedures)
Rough Engine Operation Or Loss Of Power 3-21
S p a r k Plug Fouling 3-21 1. A i r s p e e d - 7 5 KIAS.
Magneto Malfunction 3-21 2. Fuel Selector Valve ~ B O T H .
E n g i n e Driven Fuel P u m p Failure 3-21 3. Auxiliary Fuel Pump Switch ~ ON.
4. Engine Power - R E S T O R E D .
Low Oil Pressure 3-22
5. Mixture - R I C H (if restart does not o c c u r ) ,
Electrical Power Supply System Malfunctions 3-22 6. Ignition Switch - C H E C K B O T H (or S T A R T , if propeller is
E x c e s s i v e R a t e of C h a r g e 3-23 stopped)
Insufficient Rate Of C h a r g e 3-23
C a r g o Door E m e r g e n c y Exit 3-24
Other Emergencies 3-24
Windshield Damage 3-24
CESSNA SECTION 3
MODEL 206H EMERGENCY PROCEDURES
7. Auxiliary Fuel P u m p S w i t c h - OFF.
N O T E
9. C a b i n D o o r s -- U N L A T C H .
10. T o u c h d o w n -- L E V E L A T T I T U D E A T 3 0 0 F T / M I N . D E S C E N T .
If t h e f u e l f l o w i n d i c a t i o n i m m e d i a t e l y d r o p s t o z e r o ,
11. Face - C U S H I O N at t o u c h d o w n with f o l d e d c o a t
signifying an engine-driven fuel p u m p failure, return the
12. ELT-Activate.
a u x i l i a r y f u e l p u m p s w i t c h to O N .
13. A i r p l a n e - E V A C U A T E t h r o u g h cabin doors. If necessary,
o p e n w i n d o w a n d flood c a b i n to e q u a l i z e j a r e s s u r e so doors
c a n be o p e n e d . FORCED LANDINGS
14. Life Vests a n d Raft - I N F L A T E W H E N C L E A R O F A I R P L A N E . E M E R G E N C Y LANDING WITHOUT E N G I N E P O W E R
I '.V.'
3-8 M a y 30/01
CESSNA SECTION 3
MODEL 206H EMERGENCY PROCEDURES
If f i r e h a s b e e n e x t i n g u i s h e d a n d e l e c t r i c a l p o w e r is n e c e s s a r y
for c o n t i n u a n c e o f f l i g h t t o n e a r e s t s u i t a b l e a i r p o r t o r l a n d i n g a r e a :
10. A p p r o a c h at 9 0 - 1 0 0 K I A S with 20° flaps a n d 105-115 KIAS
with 0 ° - 10° flaps, d e p e n d i n g upon the a m o u n t of ice 7. Master Switch - O N .
accumulation. if ice a c c u m u l a t i o n is unusually large, 8. Circuit Breakers ~ C H E C K for faulty circuit, d o not reset.
d e c e l e r a t e to t h e p l a n n e d a p p r o a c h s p e e d while in the 9. Radio Switches ~ O F F .
a p p r o a c h configuration at a high e n o u g h altitude w h i c h would 10. Avionics Master Switch ~ O N .
permit recovery in t h e event that a stall buffet is e n c o u n t e r e d . 11. Radio/Electrical S w i t c h e s ~ O N ( m i n i m u m n e e d e d ) o n e at a
1 1 . L a n d o n t h e m a i n w h e e l s first, avoiding the slow a n d high type t i m e , w i t h d e l a y a f t e r e a c h u n t i l s h o r t c i r c u i t is l o c a l i z e d or
of flare-out. n e c e s s a r y e q u i p m e n t is e n e r g i z e d .
12. M i s s e d a p p r o a c h e s s h o u l d be a v o i d e d w h e n e v e r possible
b e c a u s e of s e v e r e l y r e d u c e d climb capability. However, if a CABIN FIRE
g o - a r o u n d is m a n d a t o r y , m a k e the decision m u c h earlier in the • /
a p p r o a c h t h a n n o r m a l . A p p l y m a x i m u m p o w e r a n d maintain
1. Master Switch ~ O F F .
95 K I A S w h i l e retracting the flaps slowly in 10° increments.
2 . V e n t s / C a b i n A i r / H e a t ~ C L O S E D (to a v o i d d r a f t s ) .
STATIC S O U R C E B L O C K A G E 3. F i r e E x t i n g u i s h e r ~ A C T I V A T E .
(Erroneous Instrument Reading Suspected)
A WARNING
1. S t a t i c P r e s s u r e Alternate S o u r c e V a l v e - P U L L O N .
2. H e a t a n d Air V a l v e s - P U L L O N . AFTER DISCHARGING FIRE EXTINGUISHER AND
3. .Vents ~ C L O S E D . ASCERTAINING THAT FIRE HAS BEEN
4. A i r s p e e d - C o n s u l t appropriate calibration tables in Section 5. I EXTINGUISHED, VENTILATE T H E CABIN.
5. Altitude - C o n s u l t appropriate calibration tables in Section 5. |
4 . V e n t s / C a b i n A i r / H e a t ~ O p e n w h e n it is a s c e r t a i n e d t h a t f i r e is
LANDING WITH A FLAT MAIN TIRE completely extinguished.
2. N o n e s s e n t i a l Electrical E q u i p m e n t - O F F .
NOTE
3. Flight ~ T E R M I N A T E as s o o n as practical.
Cycling the R P M flexes the propeller blades and high LOW V O L T A G E ANNUNCIATOR (VOLTS) ILLUMINATES DURING
R P M i n c r e a s e s centrifugal force, c a u s i n g ice to s h e d FLIGHT
more readily. (Ammeter Indicates Discharge) .
3-12 M a y 30/01
If low v o l t a g e a n n u n c i a t o r ( V O L T S ) illuminates a g a i n :
7. A l t e r n a t o r - O F F .
8. N o n e s s e n t i a l R a d i o a n d Electrical E q u i p m e n t - O F F .
A f t e r a n e n g i n e failure in flight, t h e m o s t important course of 9. Flight - T E R M I N A T E as s o o n as practical.
a c t i o n is t o c o n t i n u e flying the a i r p l a n e . Best glide s p e e d as s h o w n
in F i g u r e 3-1 s h o u l d be established as quickly as possible. While
gliding t o w a r d a suitable landing a r e a , a n effort should be made to
identify t h e c a u s e of the failure. If t i m e permits, an engine restart
VACUUM SYSTEM FAILURE
s h o u l d b e a t t e m p t e d as s h o w n in t h e checklist. If the engine cannot Left V a c u u m A
Annur
n n u n c i a t o r (L V A C ) or Right V a c u u m Annunciatorj
be r e s t a r t e d , a f o r c e d landing without p o w e r m u s t be c o m p l e t e d . ( V A C R) Illuminates.
/A CAUTION
1. V a c u u m G a u g e ~ C H E C K to e n s u r e v a c u u m within n o r m a l |
o p e r a t i n g limits. i
5 10 15 20
G R O U N D DISTANCE - NAUTICAL MILES
*
Figure 3 - 1 . M a x i m u m Glide
May 30/01 3-13
I
glide attitude is t h e first r e s p o n s e to an e n g i n e failure after takeoff. In a f o r c e d l a n d i n g situation, do not t u r n off t h e A V I O N I C S
In m o s t c a s e s , t h e landing s h o u l d be p l a n n e d straight a h e a d with M A S T E R s w i t c h or t h e M A S T E R switch until a l a n d i n g is a s s u r e d .
only s m a l l c h a n g e s in direction to avoid o b s t r u c t i o n s . Altitude a n d Premature d e a c t i v a t i o n of t h e switches will d i s a b l e t h e airplane
a i r s p e e d are s e l d o m sufficient to e x e c u t e a 180° gliding turn electrical s y s t e m s .
n e c e s s a r y to return to the r u n w a y . T h e checklist p r o c e d u r e s a s s u m e
that a d e q u a t e t i m e exists to s e c u r e t h e fuel a n d ignition s y s t e m s Before p e r f o r m i n g a f o r c e d landing, especially in r e m o t e a n d
prior t o t o u c h d o w n . m o u n t a i n o u s a r e a s , activate t h e ELT transmitter by positioning t h e
c o c k p i t - m o u n t e d s w i t c h to t h e O N position. For complete
| i n f o r m a t i o n o n E L T o p e r a t i o n , refer to the S u p p l e m e n t s , S e c t i o n 9.
R E C O V E R Y F R O M S P I R A L D I V E IN T H E C L O U D S FIRES
If a spiral is e n c o u n t e r e d in the c l o u d s , p r o c e e d a s f o l l o w s : I m p r o p e r starting p r o c e d u r e s , s u c h a s e x c e s s i v e use of the
auxiliary f u e l p u m p , can c a u s e e n g i n e f l o o d i n g . This m a y allow
1. R e t a r d throttle to idle position. e x c e s s f u e l to accumulate in t h e intake d u c t or to drain o v e r b o a r d
2 . S t o p t h e t u r n by using c o o r d i n a t e d aileron a n d r u d d e r control a n d spill o n t h e ground b e n e a t h t h e a i r p l a n e . P u s h the airplane
to a l i g n t h e s y m b o l i c airplane in the t u r n c o o r d i n a t o r with the a w a y f r o m a n y o p e n fuel before c r a n k i n g t h e e n g i n e ; a backfire
h o r i z o n r e f e r e n c e line. d u r i n g a t t e m p t s at an engine start c o u l d ignite t h e fuel. If a fire
3. C a u t i o u s l y a p p l y elevator back p r e s s u r e to s l o w l y reduce the o c c u r s in t h e intake duct during e n g i n e start, refer to page 3-7 in
airspeed to 95 KIAS. this Pilot's O p e r a t i n g H a n d b o o k .
4 . A d j u s t t h e e l e v a t o r trim control to m a i n t a i n a n 9 5 K I A S glide.
5. K e e p h a n d s off t h e control w h e e l , u s i n g r u d d e r control to hold A l t h o u g h e n g i n e fires are e x t r e m e l y rare in flight, t h e steps of t h e
a straight h e a d i n g . Adjust rudder trim to relieve unbalanced a p p r o p r i a t e checklist should be f o l l o w e d if o n e is e n c o u n t e r e d . After
rudder force. c o m p l e t i o n of this procedure, e x e c u t e a f o r c e d landing. Do not
6. C l e a r e n g i n e occasionally, but avoid u s i n g e n o u g h power to a t t e m p t to restart the engine.
disturb t h e t r i m m e d glide.
7. U p o n b r e a k i n g out of clouds, r e s u m e n o r m a l cruising f l i g h t T h e initial indication of an electrical fire is usually the odor of
b u r n i n g i n s u l a t i o n . The checklist for this p r o b l e m should result in
e l i m i n a t i o n of t h e fire.
INADVERTENT FLIGHT INTO ICING CONDITIONS
EMERGENCY OPERATION IN CLOUDS
Flight into k n o w n icing conditions is p r o h i b i t e d a n d c a n be (Total Vacuum System Failure)
extremely dangerous. A n inadvertent encounter with these
conditions c a n best b e h a n d l e d using the c h e c k l i s t p r o c e d u r e s . The If b o t h t h e v a c u u m p u m p s fail in flight, t h e directional indicator
best p r o c e d u r e , of c o u r s e , is to turn b a c k or c h a n g e altitude to a n d a t t i t u d e indicator will be d i s a b l e d , a n d t h e pilot will have to rely
e s c a p e icing c o n d i t i o n s . on t h e t u r n coordinator it he i n a d v e r t e n t l y flies into clouds. If a n
autopilot is installed, it too m a y b e a f f e c t e d . R e f e r to Section 9,
STATIC S O U R C E B L O C K E D S u p p l e m e n t s , for additional details c o n c e r n i n g autopilot operation.
T h e f o l l o w i n g instructions a s s u m e that o n l y t h e electrically p o w e r e d
If e r r o n e o u s r e a d i n g s of the static s o u r c e i n s t r u m e n t s (airspeed, turn c o o r d i n a t o r is operative, a n d that t h e pilot is not completely
altimeter a n d vertical s p e e d ) are s u s p e c t e d , the static pressure proficient in instrument flying.
alternate s o u r c e v a l v e should be pulled o n (out), t h e r e b y supplying
static p r e s s u r e to t h e s e instruments from the c a b i n .
E X E C U T I N G A 1 8 0 ° T U R N IN C L O U D S
W i t h the alternate static s o u r c e o n , refer to t h e A l t e r n a t e ' Static
| S o u r c e A i r s p e e d Calibration a n d Altimeter C o r r e c t i o n t a b l e s in
U p o n i n a d v e r t e n t l y entering ttie c l o u d s , an immediate plan
Section 5 for additional details.
s h o u l d b e m a d e to t u r n bacl< as follows:
M a x i m u m a i r s p e e d a n d altimeter variation f r o m n o r m a l is 11
1. N o t e t h e c o m p a s s heading.
knots and 90 feet over the n o r m a l o p e r a t i n g r a n g e w i t h the
2 . U s i n g t h e c l o c k , initiate a s t a n d a r d rate left t u r n , holding the
window(s) c l o s e d . S e e S e c t i o n 5 charts for a i r s p e e d a n d altimeter
t u r n c o o r d i n a t o r symbolic airplane w i n g o p p o s i t e the lower left
calibration data.
i n d e x m a r k for 60 seconds. T h e n roll b a c k to level flight by
l e v e l i n g the m i n i a t u r e airplane.
3 . C h e c k a c c u r a c y of the turn*by o b s e r v i n g the c o m p a s s heading
SPINS
w h i c h s h o u l d be the reciprocal of t h e original h e a d i n g .
4 . If n e c e s s a r y , a d j u s t heading primarily w i t h s k i d d i n g motions Intentional spins are p r o h i b i t e d in this a i r p l a n e . Should an
r a t h e r t h a n rolling motions so that t h e c o m p a s s will read more inadvertent spin occur, the f o l l o w i n g recovery p r o c e d u r e s h o u l d be
accurately. used:
5. M a i n t a i n altitude a n d airspeed by c a u t i o u s application of
e l e v a t o r c o n t r o l . A v o i d over controlling by k e e p i n g the hands 1. R E T A R D T H R O T T L E T O I D L E P O S I T I O N .
off the c o n t r o l w h e e l as m u c h a s p o s s i b l e a n d steering only 2. P L A C E A I L E R O N S IN N E U T R A L P O S I T I O N .
with rudder. 3. A P P L Y A N D H O L D F U L L R U D D E R O P P O S I T E T O T H E
DIRECTION OF ROTATION.
E M E R G E N C Y D E S C E N T THROUGH C L O U D S 4. J U S T A F T E R T H E R U D D E R R E A C H E S T H E S T O P , M O V E
THE CONTROL WHEEL B R I S K L Y FORWARD FAR ENOUGH
If c o n d i t i o n s p r e c l u d e reestablishment of V F R flight by a 180° T O B R E A K T H E S T A L L . (Full d o w n elevator m a y b e r e q u i r e d
turn, a d e s c e n t t h r o u g h a cloud deck to V F R c o n d i t i o n s m a y be at aft center of gravity l o a d i n g s to assure o p t i m u m r e c o v e r i e s . )
a p p r o p r i a t e . If p o s s i b l e , obtain radio c l e a r a n c e for a n e m e r g e n c y 5. H O L D T H E S E CONTROL INPUTS UNTIL ROTATION
d e s c e n t t h r o u g h c l o u d s . T o guard a g a i n s t a spiral d i v e , c h o o s e an S T O P S . P r e m a t u r e relaxation of the control i n p u t s m a y e x t e n d
e a s t e r l y or w e s t e r l y h e a d i n g to minimize c o m p a s s c a r d s w i n g s due the recovery.
to c h a n g i n g b a n k a n g l e s . In addition, k e e p h a n d s off the control 6. A S R O T A T I O N S T O P S , N E U T R A L I Z E R U D D E R , A N D M A K E
w h e e l a n d s t e e r a straight course with r u d d e r c o n t r o l b y monitoring A SMOOTH RECOVERY FROM THE RESULTING DIVE.
the t u r n c o o r d i n a t o r . Occasionally c h e c k the c o m p a s s h e a d i n g and
m a k e m i n o r c o r r e c t i o n s to hold an a p p r o x i m a t e c o u r s e . Before NOTE
d e s c e n d i n g into t h e c l o u d s , set up a s t a b i l i z e d l e t d o w n condition as
follows: If disorientation p r e c l u d e s a visual d e t e r m i n a t i o n of t h e
direction of rotation, the s y m b o l i c airplane in t h e t u r n
1. A p p l y full rich mixture or adjust mixture for s m o o t h operation. coordinator m a y be referred to for this i n f o r m a t i o n .
2. R e d u c e p o w e r to set up a 500 to 8 0 0 ft/min rate of descent.
3. A d j u s t the e l e v a t o r trim and r u d d e r trim for a stabilized
d e s c e n t at 9 5 K I A S .
4. K e e p h a n d s off the control w h e e l .
5. M o n i t o r t u r n coordinator and m a k e c o r r e c t i o n s by rudder
alone.
L O W O I L P R E S S U R E
I If t h e a n n u n c i a t o r illuminates a g a i n , a malfunction is c o n f i r m e d .
If thie l o w o i l p r e s s u r e a n n u n c i a t o r ( O I L P R E S S ) i l l u m i n a t e s , In this event, the flight s h o u l d b e t e r m i n a t e d and/or t h e c u r r e n t drain
chieck t f i e oil p r e s s u r e g a u g e t o c o n f i r m l o w oil p r e s s u r e c o n d i t i o n . on the battery m i n i m i z e d b e c a u s e t h e battery c a n s u p p l y t h e
If g a u g e o i l p r e s s u r e a n d oil t e m p e r a t u r e r e m a i n s n o r m a l , it is electrical s y s t e m for only a limited period of t i m e . B a t t e r y p o w e r
possible t h e oil p r e s s u r e sending unit or relief valve is m u s t b e c o n s e r v e d for later o p e r a t i o n of the w i n g f l a p s a n d , if t h e
m a l f u n c t i o n i n g . However, land at t h e nearest airport to inspect t h e e m e r g e n c y o c c u r s at night, for possible use of the l a n d i n g lights
s o u r c e of t r o u b l e . d u r i n g landing.
If a t o t a l l o s s of o i l p r e s s u r e is a c c o m p a n i e d b y a r i s e i n oil
CARGO DOOR EMERGENCY EXIT
•
t e m p e r a t u r e , t h e r e is g o o d r e a s o n t o s u s p e c t a n e n g i n e f a i l u r e is *
If it is n e c e s s a r y to u s e t h e c a r g o d o o r s as an e m e r g e n c y exit
imminent. Reduce engine power immediately and select a suitable
a n d t h e w i n g flaps a r e not e x t e n d e d , o p e n the doors a n d exit. If the
forced l a n d i n g field. U s e o n l y t h e m i n i m u m p o w e r r e q u i r e d to r e a c h
w i n g flaps are e x t e n d e d , o p e n t h e d o o r s in a c c o r d a n c e with t h e
the desired t o u c h d o w n spot.
instructions s h o w n o n t h e red p l a c a r d w h i c h is m o u n t e d o n t h e
f o r w a r d c a r g o door. H e r e t h e f o r w a r d door must b e o p e n e d far
ELECTRICAL POWER SUPPLY e n o u g h to allow a c c e s s to t h e aft d o o r latch. After u n l a t c h i n g t h e aft
SYSTEM MALFUNCTIONS door, release t h e latch lever a n d p u s h t h e aft door full o p e n . T h e s e
p l a c a r d e d instructions m a y also b e f o u n d in Section 2 .
M a l f u n c t i o n s in t h e electrical p o w e r s u p p l y s y s t e m c a n be
d e t e c t e d b y p e r i o d i c m o n i t o r i n g of t h e a m m e t e r a n d l o w v o l t a g e OTHER EMERGENCIES
a n n u n c i a t o r ( V O L T S ) ; h o w e v e r , t h e c a u s e of t h e s e m a l f u n c t i o n s is
u s u a l l y d i f f i c u l t t o d e t e r m i n e . A b r o k e n a l t e r n a t o r d r i v e b e l t or w i r i n g WINDSHIELD DAMAGE
is m o s t l i k e l y t h e c a u s e of a l t e r n a t o r f a i l u r e s , a l t h o u g h o t h e r f a c t o r s
could c a u s e the p r o b l e m . A defective alternator control unit c a n also If a bird strike or other incident s h o u l d d a m a g e the w i n d s h i e l d in
c a u s e m a l f u n c t i o n s . P r o b l e m s of t h i s n a t u r e c o n s t i t u t e a n e l e c t r i c a l flight to the point of creating a n o p e n i n g , a significant loss in
e m e r g e n c y a n d should be dealt with immediately. Electrical power p e r f o r m a n c e m a y b e e x p e c t e d . T h i s loss m a y be m i n i m i z e d in s o m e
m a l f u n c t i o n s u s u a l l y fall i n t o t w o c a t e g o r i e s ; e x c e s s i v e r a t e of c a s e s ( d e p e n d i n g o n a m o u n t of d a m a g e , altitude, etc.) by o p e n i n g
the side w i n d o w s while the airplane is m a n e u v e r e d for a landing at
c h a r g e a n d i n s u f f i c i e n t r a t e of c h a r g e . T h e f o l l o w i n g p a r a g r a p h s
the nearest airport, if airplane p e r f o r m a n c e or o t h e r a d v e r s e
d e s c r i b e t h e r e c o m m e n d e d r e m e d y for e a c h s i t u a t i o n .
conditions p r e c l u d e landing at a n airport, prepare for an "off airport"
landing in a c c o r d a n c e with t h e P r e c a u t i o n a r y Landing W i t h Engine
P o w e r or Ditching checklists.
NORMAL
PROCEDURES
1VU3N39
_^ NORMAL
~ PROCEDURES
SECTION 4
CESSNA CESSNA SECTION 4
NORMAL PROCEDURES
MODEL 206H MODEL 206H NORMAL PROCEDURES
SECTION 4
TABLE OF CONTENTS (Continued) NORMAL PROCEDURES
Page
TABLE OF CONTENTS Page
4-30
Landing •
4-30
Normal Landing
4-30 Introduction 4-5
Short Field L a n d i n g
4-31
Crosswind Landing
4-31 AIRSPEEDS
Balked Landing
4-31
Cold Weather Operation
4-32 A i r s p e e d s For N o r m a l O p e r a t i o n 4-5
Starting ( G e n e r a l )
4-33
W i n t e r i z a t i o n Kit
4-33 CHECKLIST PROCEDURES
Hot Weather Operation
4-33
N o i s e C h a r a c t e r i s t i c s A n d Noise R e d u c t i o n
Preflight Inspection ' 4-7
Cabin 4-7
Empennage 4-8
Right W i n g , Trailing E d g e 4-9
Right W i n g 4-9
Nose 4-10
Left W i n g 4-11
Left W i n g , L e a d i n g E d g e 4-11
Left W i n g , Trailing E d g e 4-11
« Before Starting Engine 4-12
Starting E n g i n e (With Battery) 4-12
Starting Engine (With External Power) 4-13
Before Takeoff 4-14
-Takeoff 4-15
N o r m a l Takeoff 4-15
Short Field Takeoff 4-15
Enroute C l i m b 4-16
N o r m a l Climb 4-16
Maximum Performance Climb 4-16
4-3/(4-4 blank)
May 30/01
O c t 5/98 4-1
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 206H
Cruise _ 4-16
Descent 4-16
Before L a n d i n g 4-17
Landing 4-17
Normal Landing 4-17
Shiort Field L a n d i n g 4-17
Balked Landing 4-18
After L a n d i n g 4-18
S e c u r i n g Airplane 4-18
AMPLIFIED P R O C E D U R E S
INTRODUCTION
1. Pitot T u b e C o v e r - R E M O V E . C h e c k f o r pitot b l o c k a g e . I
2. Pilot's O p e r a t i n g H a n d b o o k -- A V A I L A B L E IN T H E A I R P L A N E . AIRSPEEDS
3. A i r p l a n e W e i g h t a n d B a l a n c e -- C H E C K E D .
4. P a r k i n g B r a k e -- S E T . A I R S P E E D S FOR NORMAL OPERATION
5. Control Wheel L o c k - - R E M O V E .
6. Ignition S w i t c h -- O F F U n l e s s o t h e r w i s e n o t e d , t h e following s p e e d s are based on a
7. Avionics Master S w i t c h - - O F F . m a x i m u m w e i g h t of 3 6 0 0 p o u n d s a n d m a y b e u s e d for a n y lesser
weight. H o w e v e r , to a c h i e v e t h e p e r f o r m a n c e specified in Section 5
A WARNING for takeoff d i s t a n c e a n d c l i m b p e r f o r m a n c e the s p e e d appropriate t o
the particular w e i g h t m u s t b e u s e d .
W H E N TURNING ON T H E M A S T E R SWITCH,
USING AN E X T E R N A L POWER S O U R C E , OR
P U L L I N G T H E P R O P E L L E R T H R O U G H B Y HAND, Takeoff:
T R E A T T H E P R O P E L L E R A S I F T H E IGNITION Normal Climb Out '. 70-80 KIAS
S W I T C H W E R E ON. DO NOT STAND, NOR Short Field Takeoff, Flaps 2 0 ° , S p e e d at 5 0 Feet 72 KIAS
A L L O W A N Y O N E E L S E T O S T A N D , WITHIN T H E Enroute Climb, Flaps U p :
A R C O F THE P R O P E L L E R , SINCE A L O O S E OR Normal 95-105 KIAS
BROKEN WIRE OR A COMPONENT Best Rate of C l i m b , S e a L e v e l 86 KIAS
MALFUNCTION COULD C A U S E T H E P R O P E L L E R Best Rate of C l i m b , 10,000 Feet 82 KIAS
TO ROTATE. Best A n g l e of C l i m b , S e a L e v e l 70 KIAS
Best A n g l e of C l i m b , 1 0 , 0 0 0 Feet 75 KIAS
8. M a s t e r S w i t c h - - O N . Landing Approach:
9. F u e l Q u a n t i t y Indicators ~ C H E C K Q U A N T I T Y a n d E N S U R E N o r m a l A p p r o a c h , Flaps U p 75-85 K I A S
L O W F U E L A N N U N C I A T O R S (L L O W F U E L R) A R E N o r m a l A p p r o a c h , Flaps 4 0 ° 65-75 KIAS
EXTINGUISHED. Short Field A p p r o a c h , F l a p s 4 0 ° 67 KIAS
10. A v i o n i c s M a s t e r Switch ~ O N . Balked Landing:
11. Avionics Cooling Fan ~ C H E C K AUDIBLY FOR O P E R A T I O N . M a x i m u m P o w e r , Flaps 2 0 ° 80 KIAS
12. A v i o n i c s M a s t e r Switch ~ O F F . M a x i m u m R e c o m m e n d e d T u r b u l e n t Air Penetration S p e e d :
13. Static P r e s s u r e Alternate S o u r c e Valve ~ O F F . 3600 Lbs 125 K I A S
14. A n n u n c i a t o r P a n e l Switch ~ P L A C E A N D H O L D IN T S T 2900 Lbs 112 K I A S
P O S I T I O N a n d e n s u r e all a n n u n c i a t o r s illuminate. 2200 Lbs 98 K I A S
M a x i m u m D e m o n s t r a t e d C r o s s w i n d Velocity:
Takeoff or Landing 20 KNOTS
M a y 30/01 4-5
May 30/01 4-7
SECTION 4 CESSNA
NORMAL PROCEDURES M O D E L 206H
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 206H
NOTE
W h e n Master S w i t c h is t u r n e d O N , s o m e a n n u n c i a t o r s will
flash for a p p r o x i m a t e l y 10 s e c o n d s before i l l u m i n a t i n g
steadily. W h e n panel T S T switch is t o g g l e d up a n d h e l d in
position, all r e m a i n i n g lights will flash until the s w i t c h is
released.
(g) EMPENNAGE
4-6 M a y 30/01
CESSNA SECTION 4
CESSNA SECTION 4 MODEL 206H NORMAL PROCEDURES
MODEL 206H NORMAL PROCEDURES
NOTE
7. N o s e W h e e l Strut a n d Tire -- C H E C K for proper inflation of
strut a n d g e n e r a l condition (weather c h e c k s , t r e a d d e p t h a n d
T h e c a r g o d o o r s m u s t be fully closed a n d latched before
w e a r , e t c . . ) of tire.
o p e r a t i n g the electric w i n g flaps. A switch in t h e upper door
8. Static S o u r c e O p e n i n g (left side of f u s e l a g e ) - C H E C K for
sill of the front c a r g o d o o r interrupts the w i n g flap electrical
blockage.
circuit w h e n the front door is o p e n e d or r e m o v e d , thus
p r e v e n t i n g the flaps f r o m being lowered with possible
(e) L E F T WING
d a m a g e to the c a r g o d o o r or w i n g flaps w h e n the c a r g o .
d o o r is o p e n . •
1 . Fuel Q u a n t i t y - C H E C K V I S U A L L Y for d e s i r e d level.
2. Fuel Filler C a p - S E C U R E A N D V E N T U N O B S T R U C T E D .
6. A n t e n n a s - C H E C K for security of a t t a c h m e n t a n d general
3. Fuel T a n k S u m p Quick Drain V a l v e s - D R A I N at least a
condition.
c u p f u l of fuel (using s a m p l e r cup) f r o m e a c h s u m p location to
/ i". . J ; - ' " • •.••
c h e c k for w a t e r , s e d i m e n t , a n d proper fuel g r a d e before e a c h
flight a n d after e a c h refueling. If w a t e r is o b s e r v e d , take (^ R I G H T WING Trailing E d g e
further s a m p l e s until clear a n d t h e n gently rock w i n g s a n d
1 . Flap - C H E C K for security a n d condition.
l o w e r tail to the g r o u n d to m o v e a n y additional c o n t a m i n a n t s
2. Aileron - C H E C K f r e e d o m of m o v e m e n t a n d security.
to the s a m p l i n g points. T a k e repeated s a m p l e s f r o m all fuel
d r a i n points until all c o n t a m i n a t i o n h a s b e e n r e m o v e d . If|
(4) R I G H T WING
c o n t a m i n a n t s are still present, refer to WARfvlING o n p a g e 4-9
a n d do not fly airplane. 1. W i n g T i e - D o w n - D I S C O N N E C T . .
4 . M a i n W h e e l Tire - C H E C K for proper inflation a n d general 2. Fuel T a n k V e n t O p e n i n g - C H E C K for s t o p p a g e .
condition ( w e a t h e r c h e c k s , t r e a d d e p t h a n d w e a r , e t c . ) . 3. M a i n W h e e l Tire - C H E C K for proper inflation a n d general
c o n d i t i o n (weather c h e c k s , t r e a d d e p t h a n d w e a r , e t c . ) .
@ L E F T WING Leading Edge - . ,: : . 4 . Fuel T a n k S u m p Q u i c k Drain V a l v e s - D R A I N at least a c u p -
ful of fuel (using s a m p l e r cup) f r o m e a c h s u m p location to
1 . Fuel T a n k V e n t O p e n i n g - C H E C K for s t o p p a g e . c h e c k for water, s e d i m e n t , a n d proper fuel grade before e a c h
2. Stall W a r n i n g V a n e - C H E C K for f r e e d o m of m o v e m e n t . T o flight a n d after e a c h refueling. If water is o b s e r v e d , take fur-
c h e c k t h e s y s t e m , place the v a n e u p w a r d ; a s o u n d f r o m the ther s a m p l e s until clear a n d t h e n gently rock w i n g s a n d lower
w a r n i n g horn will confirm s y s t e m o p e r a t i o n . tail to the g r o u n d to m o v e a n y additional c o n t a m i n a n t s to the
3. W i n g T i e - D o w n - D I S C O N N E C T . s a m p l i n g points. T a k e r e p e a t e d s a m p l e s f r o m ail fuel drain
4 . L a n d i n g / T a x i Light(s) - C t ^ E C K for condition a n d c l e a n l i n e s s points until all c o n t a m i n a t i o n has been r e m o v e d . If c o n t a m i -
of c o v e r . n a n t s are still p r e s e n t , refer to W A R N I N G o n page 4-10 a n d
• d o not fly airplane.
( i ) L E F T WING Trailing E d g e
1 . A i l e r o n - C H E C K for f r e e d o m of m o v e m e n t a n d security.
2. F l a p - C H E C K for security a n d c o n d i t i o n .
M a y 30/01 4-9
M a y 30/01 4-11
SECTION 4 CESSNA SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 206H NORMAL PROCEDURES MODEL 206H
1. Wing F l a p s - 2 0 ° . NOTE
2. Brakes - APPLY.
If e n g i n e is w a r m , omit p r i m i n g p r o c e d u r e of steps 7, 8, a n d
3. P o w e r - F U L L T H R O T T L E a n d 2 7 0 0 R P M .
9 above.
4 . Mixture - L e a n to obtain M a x i m u m P o w e r Fuel Flow p l a c a r d
value.
10. Ignition S w i t c h - S T A R T (release w h e n engine starts).
5. B r a k e s - R E L E A S E .
6. Elevator Control - MAINTAIN SLIGHTLY TAIL LOW
ATTITUDE.
7. C l i m b S p e e d - 7 2 K I A S (until all o b s t a c l e s are c l e a r e d ) .
8. W i n g Flaps - R E T R A C T slowly after r e a c h i n g 8 0 K I A S .
NOTE
M a y 30/01 4-13
M a y 30/01 4-15
SECTION 4
SECTION 4 CESSNA CESSNA
NORMAL PROCEDURES MODEL 206H
NORMAL PROCEDURES MODEL 206H
DESCENT
11. Fuel Selector V a l v e - R E C H E C K B O T H .
12. Elevator T r i m a n d R u d d e r T r i m - S E T for takeoff.
13. Throttle - 1800 R P M .
a. M a g n e t o s - C H E C K ( R P M d r o p s h o u l d not e x c e e d 1 5 0 1. P o w e r - A S D E S I R E D .
R P M o n either m a g n e t o or 5 0 R P M differential b e t w e e n 2. Mixture - E N R I C H E N as r e q u i r e d .
magnetos). 3. C o w l Flaps - C L O S E D .
b. Propeller - C Y C L E f r o m h i g h to low R P M ; return to h i g h 4. Altimeter - S E T .
R P M (full in). 5. NAV/GPS S w i t c h - S E T . . .:,^-,,"<... .
I c. V a c u u m G a u g e - C H E C K . 6. Fuel Selector Valve - B O T H .
d. Engine Instruments a n d A m m e t e r - C H E C K . 7. W i n g Flaps - A S D E S I R E D (0°-10° b e l o w 140 K I A S ; 10°-
e. A n n u n c i a t o r Panel - Ensure no a n n u n c i a t o r s are 40° b e l o w 100 K I A S ) .
illuminated.
4-16
May 30/01
4-14 May 30/01
CESSNA SECTION 4
MODEL 206H NORMAL PROCEDURES CESSNA SECTION 4
MODEL 206H NORMAL PROCEDURES
AMPLIFIED PROCEDURES
PREFLIGHT INSPECTION BEFORE LANDING
T h e Preflight Inspection, d e s c r i b e d in Figure 4-1 a n d adjacent 1. P a s s e n g e r Seats ~ A S F A R F O R W A R D A S P R A C T I C A L .
checklist, is r e c o m m e n d e d prior t o e a c h flight. If t h e airplane h a s 2. Pilot a n d P a s s e n g e r Seat Backs - MOST UPRIGHT
b e e n in e x t e n d e d s t o r a g e , h a s h a d recent m a j o r m a i n t e n a n c e , or POSITION.
has b e e n o p e r a t e d f r o m m a r g i n a l airports, a m o r e extensive exterior 3. Seats a n d Seat Belts - S E C U R E D a n d L O C K E D .
inspection is r e c o m m e n d e d . 4. Fuel Selector Valve - B O T H .
5. Mixture - R I C H .
After m a j o r m a i n t e n a n c e h a s b e e n p e r f o r m e d , t h e flight a n d trim 6. Propeller - H I G H R P M .
tab controls s h o u l d be d o u b l e c h e c k e d f o r free a n d correct 7. L a n d i n g / T a x i Lights - O N .
m o v e m e n t a n d security. T h e security of all inspection plates o n the 8. Autopilot (if i n s t a l l e d ) - O F F .
airplane s h o u l d be c h e c k e d f o l l o w i n g periodic inspections. If t h e /
a i r p l a n e h a s b e e n w a x e d o r p o l i s h e d , c h e c k t h e external static
p r e s s u r e s o u r c e hole for s t o p p a g e .
LANDING
NORMAL LANDING
If t h e airplane h a s b e e n e x p o s e d t o m u c h g r o u n d handling in a
c r o w d e d hangar, it s h o u l d be c h e c k e d for d e n t s a n d s c r a t c h e s o n 1. A i r s p e e d - 75-85 K I A S (flaps U P ) .
w i n g s , f u s e l a g e , a n d tail s u r f a c e s , d a m a g e to navigation a n d anti- 2. W i n g Flaps - A S D E S I R E D {0° - 10° below 140 K I A S ,
collision lights, d a m a g e to n o s e w h e e l a s a result of e x c e e d i n g t o w 1 0 ° - 4 0 ° below 1 0 0 K I A S ) .
limits, a n d a v i o n i c s a n t e n n a s . 3. A i r s p e e d - 65-75 K I A S (flaps 4 0 ° ) .
4. Trim - A D J U S T as desired.
O u t s i d e storage for long p e r i o d s m a y result in dust a n d dirt 5. T o u c h d o w n - M A I N W H E E L S F I R S T .
a c c u m u l a t i o n o n t h e induction air filter, obstructions in a i r s p e e d 6. L a n d i n g Roll - L O W E R N O S E W H E E L G E N T L Y .
s y s t e m lines, w a t e r c o n t a m i n a n t s in fuel t a n k s a n d bird/rodent 7. Braking - M I N I M U M R E Q U I R E D .
nests in a n y o p e n i n g . If a n y w a t e r is d e t e c t e d in t h e fuel s y s t e m , t h e
fuel t a n k s u m p quick-drain v a l v e s , f u e l reservoir quick-drain v a l v e , S H O R T FIELD LANDING
a n d f u e l strainer quick-drain v a l v e s h o u l d all b e t h o r o u g h l y drained
a g a i n . T h e n , t h e w i n g s s h o u l d b e gently r o c k e d a n d t h e tail l o w e r e d 1. A i r s p e e d - 7 5 - 8 5 K I A S (flaps U P ) .
to t h e g r o u n d to m o v e a n y further c o n t a m i n a n t s to t h e s a m p l i n g 2. W i n g Flaps - F U L L (below 100 K I A S ) .
points. R e p e a t e d s a m p l e s s h o u l d t h e n be t a k e n at all quick drain 3. A i r s p e e d - 6 7 K I A S (until flare).
points until all c o n t a m i n a t i o n has* b e e n r e m o v e d . If, after r e p e a t e d 4. P o w e r - R E D U C E T O I D L E a s obstacle is c l e a r e d .
s a m p l i n g , e v i d e n c e of c o n t a m i n a t i o n still exists, t h e fuel tanks 5. Trim - A D J U S T as desired.
. s h o u l d b e c o m p l e t e l y d r a i n e d a n d t h e fuel s y s t e m c l e a n e d . 6. Touchdown - MAIN W H E E L S FIRST.
7. Brakes - A P P L Y H E A V I L Y .
Additionally, if t h e airplane h a s b e e n s t o r e d outside in w i n d y or 8. W i n g Flaps - R E T R A C T for m a x i m u m brake e f f e c t i v e n e s s .
gusty a r e a s , or tied d o w n a d j a c e n t to taxiing, airplanes, special
attention s h o u l d b e paid to c o n t r o l s u r f a c e stops, h i n g e s , a n d
b r a c k e t s to detect t h e p r e s e n c e of potential w i n d d a m a g e .
Oct 5/98
4-18
4-20 May 30/01
CESSNA SECTION 4
MODEL 206H NORMAL PROCEDURES
CESSNA SECTION 4
MODEL 206H NORMAL PROCEDURES
BEFORE TAKEOFF
WARM UP S h o u l d the e n g i n e t e n d to die after starting, turn o n the auxiliary
fuel p u m p t e m p o r a r i l y a n d adjust the throttle and/or mixture as
If tfie e n g i n e idles ( a p p r o x i m a t e l y 6 5 0 R P M ) a n d a c c e l e r a t e s | n e c e s s a r y to k e e p the e n g i n e r u n n i n g . In the e v e n t of over priming
s m o o t f i l y , tfie a i r p l a n e is r e a d y for takeoff. Since tfie e n g i n e is or flooding, turn off the auxiliary fuel p u m p , o p e n the throttle from
closely c o w l e d for efficient in-flight e n g i n e c o o l i n g , p r e c a u t i o n s ! 1/2 to full o p e n , a n d c o n t i n u e c r a n k i n g with the mixture full lean.
should be t a k e n to a v o i d o v e r h e a t i n g during p r o l o n g e d e n g i n e ! W h e n the e n g i n e fires, s m o o t h l y a d v a n c e the mixture control to full
o p e r a t i o n o n the g r o u n d . Also, long periods of idling m a y c a u s e rich a n d retard the throttle to d e s i r e d idle s p e e d .
fouled spark plugs.
If the e n g i n e is under p r i m e d (most likely in c o l d w e a t h e r with a
MAGNETO C H E C K c o l d engine) it will not fire at ail, a n d additional priming will be
necessary.
T h e m a g n e t o c h e c k s h o u l d be m a d e at 1800 R P M as f o l l o w s .
M o v e ignition s w i t c h first to R position a n d n o t e R P M . Next m o v e After starting, if the oil p r e s s u r e d o e s not begin to i n d i c a t e !
switch b a c k t o B O T H to clear the other set of p l u g s . T h e n m o v e pressure within 3 0 s e c o n d s in the s u m m e r time a n d a p p r o x i m a t e l y !
switch to t h e L p o s i t i o n , note R P M a n d return the s w i t c h to the o n e m i n u t e in v e r y cold w e a t h e r , stop the e n g i n e a n d investigate.
B O T H p o s i t i o n . R P M d r o p s h o u l d not e x c e e d 100 R P M o n either Lack of oil p r e s s u r e c a n c a u s e s e r i o u s e n g i n e d a m a g e .
m a g n e t o or s h o w greater t h a n 5 0 R P M differential b e t w e e n
m a g n e t o s . If t h e r e is a d o u b t c o n c e r n i n g o p e r a t i o n of the ignition NOTE
s y s t e m , R P M c h e c k s at higher e n g i n e s p e e d s will usually c o n f i r m
whether a deficiency exists. Additional details c o n c e r n i n g cold w e a t h e r starting a n d
operation may be found under COLD WEATHER
A n a b s e n c e of R P M d r o p m a y be a n indication of faulty O P E R A T I O N p a r a g r a p h s in this s e c t i o n .
g r o u n d i n g of o n e side of t h e ignition s y s t e m or s h o u l d be c a u s e for
s u s p i c i o n t h a t t h e m a g n e t o t i m i n g is set in a d v a n c e of t h e setting R e c o m m e n d e d starter duty cycle: Crank the starter for 10
specified. s e c o n d s f o l l o w e d by a 2 0 s e c o n d cool d o w n p e r i o d . This cycle c a n
be repeated t w o additional t i m e s , followed by a ten minute cool
ALTERNATOR CHECK d o w n period before r e s u m i n g c r a n k i n g . After cool d o w n , crank the
starter a g a i n , three c y c l e s of 10 s e c o n d s followed by 2 0 s e c o n d s of
Prior to flights w h e r e verification of p r o p e r a l t e r n a t o r a n d cool d o w n . If the e n g i n e still fails to start, an investigation to
alternator control unit o p e r a t i o n is essential (such a s night or d e t e r m i n e the c a u s e s h o u l d be initiated.
i n s t r u m e n t flights), a positive vej-ification c a n be m a d e by loading
the electrical s y s t e m m o m e n t a r i l y (3 to 5 s e c o n d s ) with t h e l a n d i n g TAXIING
light or by o p e r a t i n g t h e w i n g flaps during the e n g i n e r u n u p ( 1 8 0 0
R P M ) . T h e a m m e t e r will r e m a i n within a n e e d l e w i d t h of its initial W h e n t a x i i n g , it is i m p o r t a n t that s p e e d and use of b r a k e s be
r e a d i n g if t h e a l t e r n a t o r a n d alternator control unit are o p e r a t i n g held to a m i n i m u m a n d that all controls be utilized (Refer to Figure
properly. 4 - 2 , T a x i i n g D i a g r a m ) to m a i n t a i n directional control a n d balance."
M a y 30/01 4-23
M a y 30/01 4-21
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 206H
SECTION 4 CESSNA
NORMAL PROCEDURES MODEL 206H
LANDING LIGHTS
TAKEOFF
POWER CHECK
4-22 M a y 30/01
4-24 O c t 5/98
CESSNA SECTION 4
MODEL 206H NORMAL PROCEDURES
CESSNA SECTION 4
MODEL 206H NORMAL PROCEDURES
75% POWER 65% POWER 55% POWER
ALTITUDE KTAS NMPG KTAS NMPG KTAS NMPG
O n a short field, 2 0 ° w i n g flaps a n d a n obstacle clearance s p e e d
3 0 0 0 feet 138 8.2 130 8.8 119 9.2 of 7 2 K I A S s h o u l d be u s e d . If 2 0 ° w i n g flaps are u s e d for takeoff,
6 0 0 0 feet 142 8.4 133 9.0 122- 9.4 they s h o u l d be left d o w n until all obstacles a r e cleared a n d a safe
flap retraction s p e e d of 8 0 K I A S is r e a c h e d .
1 0 0 0 0 feet — — 135 9.3 124 9.7
Soft or rough field takeoffs are p e r f o r m e d with 20° flaps by lifting
Figure 4 - 3 . Cruise P e r f o r m a n c e T a b l e
the airplane off the g r o u n d as s o o n as practical in a slightly tail low
attitude. If no o b s t a c l e s a r e a h e a d , the airplane should b e leveled
LEANING WITH AN EGT INDICATOR off immediately to accelerate to a higher climb s p e e d .
U n d e r s o m e c o n d i t i o n s , e n g i n e r o u g h n e s s m a y o c c u r while
o p e r a t i n g at p e a k E G T . In this c a s e , o p e r a t e at t h e R e c o m m e n d e d
L e a n m i x t u r e . A n y c h a n g e in altitude or throttle position will require
a r e c h e c k of E G T indication.
O c t 5/98 4-27
SECTION 4 CESSNA
If an obstruction a h e a d requires a steep climb a n g l e , a best NORMAL PROCEDURES M O D E L 206H
angle of climb air s p e e d s h o u l d be u s e d with flaps up a n d m a x i m u m
power. T h i s s p e e d is 70 K I A S at s e a level, i n c r e a s i n g to 75 K I A S at
10,000 feet. This type of climb s h o u l d be of m i n i m u m duration a n d
engine t e m p e r a t u r e s should be carefully m o n i t o r e d d u e to the low FUEL SAVINGS PROCEDURES FOR NORMAL FLIGHT
climb s p e e d . OPERATIONS
For m a x i m u m power, the mixture s h o u l d be set in a c c o r d a n c e For best fuel e c o n o m y during n o r m a l o p e r a t i o n s , the following
with the M a x i m u m P o w e r Fuel Flow p l a c a r d . p r o c e d u r e s are r e c o m m e n d e d .
4-28 M a y 30/01
CESSNA SECTION 4
MODEL 206H NORMAL PROCEDURES CESSNA SECTION 4
MODEL 206H NORMAL PROCEDURES
C R O S S W I N D LANDING
2. R e t a r d the throttle to idle to verify n o r m a l e n g i n e o p e r a t i o n .
W h e n landing in a s t r o n g c r o s s w i n d , u s e the m i n i m u m flap
setting required for t h e field length. A l t h o u g h t h e c r a b or 3. A d v a n c e the throttle to 1200 R P M a n d lean the mixture a s
c o m b i n a t i o n m e t h o d of drift c o r r e c t i o n m a y b e u s e d , the w i n g low d e s c r i b e d under F U E L S A V I N G S PROCEDURES FOR
m e t h o d gives the best c o n t r o l . After t o u c h d o w n , hold a straight NORMAL FLIGHT OPERATIONS.
c o u r s e with the s t e e r a b i e n o s e w h e e l a n d o c c a s i o n a l b r a k i n g if
necessary. 4. In addition to the a b o v e p r o c e d u r e s , the Auxiliary Fuel P u m p
m a y b e t u r n e d O N with the mixture a d j u s t e d a s required to
T h e m a x i m u m a l l o w a b l e c r o s s w i n d velocity is d e p e n d e n t u p o n aid v a p o r s u p p r e s s i o n d u r i n g g r o u n d operations. The
pilot capability a s well a s airplane limitations. O p e r a t i o n in direct Auxiliary Fuel P u m p s h o u l d be t u r n e d O F F prior to takeoff.
c r o s s w i n d s of 2 0 knots h a s b e e n d e m o n s t r a t e d .
5. Just prior to T A K E O F F , a d v a n c e the throttle to 39 inches H g .
B A L K E D LANDING for a p p r o x i m a t e l y 10 s e c o n d s to verify s m o o t h engine
operation for takeoff.
In a b a l k e d landing ( g o - a r o u n d ) climb, r e d u c e t h e flap setting to NOTE
2 0 ° i m m e d i a t e l y after full p o w e r is a p p l i e d . After all o b s t a c l e s a r e
c l e a r e d a n d a safe altitude a n d a i r s p e e d a r e o b t a i n e d , t h e w i n g W h e n the engine is o p e r a t e d a b o v e 1 8 0 0 R P M , the
flaps s h o u l d be retracted. resulting increased fuel flow also m a k e s for lower fuel
t e m p e r a t u r e s t h r o u g h o u t t h e e n g i n e fuel s y s t e m . This
COLD WEATHER OPERATION increased flow p u r g e s the fuel v a p o r a n d t h e cooler fuel
minimizes v a p o r f o r m a t i o n .
Special c o n s i d e r a t i o n s h o u l d b e given to the operation of the
airplane fuel s y s t e m d u r i n g t h e w i n t e r s e a s o n or prior to a n y flight in
c o l d t e m p e r a t u r e s . P r o p e r preflight draining of t h e fuel s y s t e m is
especially important a n d will eliminate a n y free w a t e r a c c u m u l a t i o n .
T h e u s e of additives s u c h a s isopropyl a l c o h o l or diethylene glycol
m o n o m e t h y l ether ( D I E G M E ) m a y also b e desirable. R e f e r to
S e c t i o n 8 for i n f o n n a t i o n o n t h e p r o p e r use of a d d i t i v e s .
If s n o w or slush c o v e r s t h e takeoff s u r f a c e , a l l o w a n c e m u s t b e
m a d e for takeoff d i s t a n c e s w h i c h will be increasingly e x t e n d e d a s
the s n o w or slush d e p t h i n c r e a s e s . T h e d e p t h a n d c o n s i s t e n c y of
this c o v e r c a n , in fact, p r e v e n t takeoff in m a n y i n s t a n c e s .
STALLS
ISTARTING (GENERAL)
T h e stall characteristics are c o n v e n t i o n a l a n d aural w a r n i n g is
p r o v i d e d by a stall w a r n i n g h o r n w h i c h s o u n d s b e t w e e n 5 a n d 10
knots a b o v e the stall in all c o n f i g u r a t i o n s . A WARNING
LANDING W I R E ON E I T H E R M A G N E T O C O U L D C A U S E
THE ENGINE TO FIRE.
NORMAL LANDING
Prior to starting o n cold m o r n i n g s , it is a d v i s a b l e to pull the
propeller t h r o u g h several timers by h a n d to "break loose" or
N o r m a l landing a p p r o a c h e s c a n be m a d e with p o w e r o n or p o w e r
"limber" the oil, thus c o n s e r v i n g battery e n e r g y .
off with any flap setting d e s i r e d . S u r f a c e w i n d s a n d air t u r b u l e n c e
are usually the primary factors in d e t e n n i n i n g the m o s t c o m f o r t a b l e
W h e n air t e m p e r a t u r e s are b e l o w 2 0 ° F (-6°C), the use of a n
approach speeds.
external p r e h e a t e r a n d an external p o w e r s o u r c e are r e c o m m e n d e d
w h e n e v e r possible to obtain positive starting a n d to r e d u c e w e a r
Actual t o u c h d o w n s h o u l d be m a d e with p o w e r off a n d o n the
a n d a b u s e to the e n g i n e a n d electrical s y s t e m . P r e h e a t will t h a w the
m a i n w h e e l s first to r e d u c e the landing s p e e d a n d s u b s e q u e n t n e e d
oil t r a p p e d in the oil cooler, w h i c h p r o b a b l y will be c o n g e a l e d prior
for braking in the landing roll. T h e n o s e w h e e l is l o w e r e d to the
to starting in e x t r e m e l y cold t e m p e r a t u r e s . -
r u n w a y gently after the s p e e d h a s d i m i n i s h e d to avoid u n n e c e s s a r y
n o s e gear loads. This p r o c e d u r e is especially important in r o u g h or
W h e n using a n external p o w e r s o u r c e , the m a s t e r s w i t c h m u s t be
soft field landings.
I
in the O F F position before c o n n e c t i n g the external p o w e r s o u r c e to
the airplane receptacle. S e e S e c t i o n 7, G r o u n d S e n / i c e Plug
At light o p e r a t i n g w e i g h t s , during g r o u n d roll with full flaps, h o l d R e c e p t a c l e , for external p o w e r s o u r c e o p e r a t i o n s .
the control w h e e l full b a c k to e n s u r e m a x i m u m w e i g h t o n the m a i n
w h e e l s for b r a k i n g . U n d e r t h e s e c o n d i t i o n s , full n o s e d o w n elevator
C o l d w e a t h e r starting p r o c e d u r e s are the s a m e as the n o r m a l
(control w h e e l full fonward) will raise the m a i n w h e e l s off t h e g r o u n d . starting p r o c e d u r e s . Use caution to p r e v e n t inadvertent fonward
m o v e m e n t of t h e airplane d u r i n g starting w h e n p a r k e d o n s n o w or
S H O R T FIELD LANDING ice.
4-30 M a y 30/01
4-32 M a y 30/01
CESSNA SECTION 4
MODEL 206H NORMAL PROCEDURES
WINTERIZATION KIT
NOISE CHARACTERISTICS
AND NOISE REDUCTION
T h e certificated noise level for the Model 2 0 6 H at 3600 p o u n d s
m a x i m u m w e i g h t is 8 4 . 5 d B ( A ) . No determination has been m a d e by
the Federal Aviation A d m i n i s t r a t i o n that the noise levels of this
airplane are or s h o u l d be a c c e p t a b l e or unacceptable for operation
at, into, or out of, any airport.
NOTE
T h e a b o v e r e c o m m e n d e d p r o c e d u r e s do not apply w h e r e
they w o u l d conflict with Air Traffic Control c l e a r a n c e s or
instructions, or w h e r e , in the pilot's j u d g m e n t , a n altitude of
less than 2 0 0 0 feet is n e c e s s a r y to a d e q u a t e l y exercise the
duty to see a n d avoid other a i r p l a n e s .
4-34 M a y 30/01
CESSNA SECTION 5
PERFORMANCE
MODEL 206H
CESSNA SECTION 5
MODEL 206H PERFORMANCE
TAKEOFF CONDITIONS
Field p r e s s u r e altitude 1 5 0 0 Feet
Temperature 28°C (16°C Above I
Standard) I
Wind comportent along runway 12 Knot H e a d w i n d
Field length 3 5 0 0 Feet
AIRPLANE CONFIGURATION:
Takeoff weight 3600 Pounds
Usable fuel 88.0 G a l l o n s
TAKEOFF CONDITIONS
Field pressure altitude 1500 Feet
Temperature 28°C
W i n d c o m p o n e n t along r u n w a y 12 K n o t H e a d w i n d
Field length 3500 Feet
CRUISE CONDITIONS:
Total d i s t a n c e 5 6 5 Nautical Miles
Pressure altitude 7 5 0 0 Feet-
Temperature 16°
E x p e c t e d w i n d enroute 10 Knot H e a d w i n d
LANDING CONDITIONS:
Field pressure altitude 2 0 0 0 Feet
Temperature 25°C
Field length 3 0 0 0 Feet
T A K E O F F ^ / ^
I G r o u n d roll
T o t a l distance to clear a 5 0 - f o o t o b s t a c l e
1200 Feet
2 5 1 0 Feet
CESSNA SECTIONS
MODEL 206H CESSNA SECTION 5
PERFORMANCE
MODEL 206H PERFORMANCE
W i t h this factor i n c l u d e d , the fuel estimate w o u l d be calculated as T h e s e distances are well within the available takeoff field length.
follows: H o w e v e r , a correction for the effect of w i n d m a y be m a d e based on
Note 3 of t h e takeoff chart. T h e correction for a 12 knot h e a d w i n d i,s:
Fuel to climb, s t a n d a r d t e m p e r a t u r e 3.4
' Increase due to n o n s t a n d a r d t e m p e r a t u r e 0^ 12 Knots X 1 0 % = 1 3 % D e c r e a s e
(3.4 X 1 6 % ) 9 Knots
129 K n o t s CRUISE
T h e r e f o r e , t h e t i m e r e q u i r e d for the cruise portion of t he trip is: The cruising altitude should be selected based on a
consideration of trip length, w i n d s aloft, a n d t h e airplane's
5 5 0 Nautical Miles = 4 3 Hours p e r f o r m a n c e . A typical cruising altitude a n d the e x p e c t e d w i n d
129 K n o t s • _ _ enroute have been given for this s a m p l e p r o b l e m . Ho we ve r, the
p o w e r setting selection for cruise m u s t be d e t e r m i n e d b a s e d o n
T h e f u e l r e q u i r e d for cruise is: *, several c o n s i d e r a t i o n s . T h e s e include the cruise performance
characteristics p r e s e n t e d in Figure 5-9, the range profile chart
4 . 3 h o u r s X 14.7 gallons/hour = 63.2 G a l l o n s p r e s e n t e d in Figure 5-10, a n d the e n d u r a n c e profile chart p re se n t e d
in Figure 5 - 1 1 .
A 4 5 - m i n u t e r e s e r v e requires:
T h e relationship b e t w e e n p o w e r a n d r a n g e is illustrated by t h e
X 14.7 gallons / hour = 11.0 G a l l o n s range profile chart. C o n s i d e r a b l e fuel sa vi n g s a n d longer range
result w h e n lower p o w e r settings are u s e d . For this s a m p l e p r o b l e m ,
a cruise p o w e r of a p p r o x i m a t e l y 6 5 % will be u s e d .
NOTE:
CONDITIONS: Power required for level flight or m a x i m u m power
Add correction to desired altitude to obtain indicated altitude to fly. Windows descent.
closed, ventilators closed, cabin tieater, cabin air, and defroster on maximum.
F i g u r e 5 - 1 . A i r s p e e d C a l i b r a t i o n ( S h e e t 1 of 2 )
F i g u r e 5 - 2 . A l t i m e t e r C o r r e c t i o n ( S h e e t 1 of 2)
ALT 61 68 75 84 94 105 - - - C O R R E C T I O N T O BE A D D E D - F E E T
CONDITION: KIAS - a l t e r n a t e static s o u r c e O N
KIAS FLAPS FULL
60 80 100 120 140
FLAPS
FULL S.L. 50 60 70 - -
KIAS 50 60 70 80 90 100 - - - 2000 f t . 50 60 70 - -
4000 f t . 60 70 80 - -
ALT 62 70 78 89 99 110 - - -
KIAS 6000 f t . 60 70 80 - -
8000 f t . 70 80 90 - -
10,000 f t . 70 80 90 - -
F i g u r e 5 - 2 . A l t i m e t e r C o r r e c t i o n ( S h e e t 2 of 2 )
F i g u r e 5 - 1 . A i r s p e e d C a l i b r a t i o n ( S h e e t 2 of 2 )
CESSNA SECTION 5
MODEL 206H PERFORMANCE TEMPERATURE CONVERSION CHART
120
CROSSWIND COMPONENTS
NOTE
-40 -20 0 20 40 60
CROSSWIND COMPONENT-KNOTS DEGREES - CELSIUS
%
S T A L L S P E E D S AT 3600 POUNDS
SHORT FIELD TAKEOFF DISTANCE
AT 3600 POUNDS
CONDITIONS:
Conditions:
Power Off Flaps 20°
2700 RPM, Full Throttle and Mixture Set Prior to Brake Release
MOST REARWARD C E N T E R O F GRAVITY Cowl Flaps Open
Paved, level, dry runway
Zero Wmd
ANGLE OF BANK Lift Off: 56 KIAS
Speed at 50 Ft: 72 KIAS
FLAP
0° 30° 45° 60°
SETTING
o°c 10°C 20°C 30°C 40°C
KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS
Press Grnd Total Grnd Total Grnd Total Grnd Total Grnd Total
UP 50 62 54 67 59 74 71 88 Roll Ft To Roll Ft To Roll Ft To Roll Ft To Roll Ft To
20° 42 57 45 61 Alt Ft Clear Ft Clear Ft Clear Ft Clear Ft Clear
50 68 59 81
In 50 Ft 50 Ft 50 Ft 50 Ft 50 Ft
FULL 38 54 41 58 46 64 55 76
Feet Obst Obst Obst Obst Obst
S. L. 820 1675 880 1795 940 1925 1010 2 0 6 5 1075 2 2 1 0
1000 895 1835 960 1970 1025 2 1 1 5 1100 2 2 7 0 1175 2 4 4 0
MOST FORWARD C E N T E R O F GRAVITY 2000 975 2020 1045 2 1 7 0 1120 2 3 3 5 1200 2 5 1 0 1285 2 7 0 0
3000 1065 2 2 3 0 1145 2 4 0 0 1225 2 5 8 5 1315 2 7 9 0 1405 3 0 1 0
F i g u r e 5 - 4 . Stall S p e e d s
4000 84 860 785 715 645 4000 950 1970 1020 2 1 2 0 1090 2275 1170 2450 1250 2 6 3 5
* F i g u r e 5 - 6 . S h o r t F i e l d T a k e o f f D i s t a n c e ( S h e e t 2 of 3 )
F i g u r e 5 - 7 . M a x i m u m R a t e of C l i m b ( S h e e t 1 of 3 )
Flaps 2 0 ° Flaps Up
2700 RPM, Full Throttle and Mixture Set Prior to Brake Release 2700 RPM
Cowl Flaps Open
Paved, level, dry runway Full Throttle
Zero Wind Mixture Set to Maximum Power Fuel Flow Schedule
Lift Off: 51 KIAS Cowl Flaps Open
Speed at 50 Ft: 66 KIAS
NOTES:
CONDITIONS:
MAXIMUM R A T E O F CLIMB
Flaps Up
2700 RPM
CONDITIONS: Full Throttle
Mixture Set to Maximum Power Fuel Flow Schedule
Flaps Up
Cowl Flaps Open
2700 RPM, Full Throttle, Mixture Set to Maximum Power Fuel Flow Schedule
Cowl Flaps Open
Standard Temperature #
NOTES:
1. Add 2.5 gallons of fuel for engine start, taxi and takeoff allowance.
2. Mixture leaned to Maximum Power Fuel Flow schedule for smooth
engine operation and increased power.
3. Increase time, fuel and distance by 10% for each 10°C above
standard temperature.
4. Distances shown are based on zero wind.
F i g u r e 5 - 8 . T i m e , F u e l a n d D i s t a n c e t o C l i m b ( S h e e t 2 of 6) F i g u r e 5 - 7 . M a x i m u m R a t e of C l i m b ( S h e e t 3 of 3)
CONDITIONS:
CONDITIONS:
Flaps Up
Flaps Up ~ ^
2700 RPM, Full Throttle, Mixture Set to Maximum Power Fuel Flow Schedule 2700 RPM, Full Throttle, Mixture Set to Maximum Power Fuel Flow Schedule
Cowl Flaps Open Cowl Flaps Open
Standard Temperature
Standard Temperature
NOTES:
NOTES:
1. A d d 2.5 gallons of fuel for engine start, taxi and takeoff allowance. 1. Add 2.5 gallons of fuel for engine start, taxi and takeoff allowance.
2. Mixture leaned to Maximum Power Fuel Flow schedule for smooth ^
2. Mixture leaned to Maximum Power Fuel Flow schedule for smooth
engine operation and increased power.
engine operation and increased power.
3. Increase time, fuel and distance by 10% for each 10°C above
3. Increase time, fuel and distance by 10% for each 10°C above
standard temperature.
standard temperature.
4. Distances shown are based on zero wind.
4. Distances shown are based on zero wind.
F i g u r e 5 - 8 . T i m e , F u e l a n d D i s t a n c e t o C l i m b ( S h e e t 1 of 6 ) F i g u r e 5 - 8 . T i m e , F u e l a n d D i s t a n c e t o C l i m b ( S h e e t 3 of 6)
1. Add 2.5 gallons of fuel for engine start, taxi and takeoff allowance. 1. Add 2.5 gallons of fuel for engine start, taxi and takeoff allowance.
2. Increase time, fuel and distance by 1 0 % for each 10°C above 2. Increase time, fuel and distance by 1 0 % for each 10°C above
standard temperature. standard temperature.
3. Distances shown are based on zero wind. 3. Distances shown are based on zero wind.
F i g u r e 5 - 8 . T i m e , ' F u e l a n d D i s t a n c e t o C l i m b ( S h e e t 6 of 6 ) F i g u r e 5 - 8 . T i m e , F u e l a n d D i s t a n c e t o C l i m b ( S h e e t 4 of 6 )
(Continued)
F i g u r e 5 - 8 . T i m e , F u e l a n d D i s t a n c e t o C l i m b ( S h e e t 5 o f 6) F i g u r e 5 - 9 . C r u i s e P e r f o r m a n c e ( S h e e t 1 of 10)
F i g u r e 5 - 9 . C r u i s e P e r f o r m a n c e ( S h e e t 4 of 1 0 ) F i g u r e 5 - 9 . C r u i s e P e r f o r m a n c e ( S h e e t 2 of 1 0 )
F i g u r e 5 - 9 . C r u i s e P e r f o r m a n c e ( S h e e t 5 of 10) F i g u r e 5 - 9 . C r u i s e P e r f o r m a n c e ( S h e e t 3 of 10)
20°C BELOW STANDARD 20°C ABOVE 20°C BELOW STANDARD 20°C ABOVE
STANDARD TEMP TEMPERATURE STANDARD TEMP STANDARD TEMP TEMPERATURE STANDARD TEMP
MP -25°C -5°C 15°C -17°C 3°C 23°C
RPM RPM MP
% % % % % %
KTAS GPH KTAS GPH KTAS GPH KTAS GPH KTAS GPH KTAS GPH
BPH BPH BPH BPH BPH BPH
2500 20 65 134 14.7 63 135 14.3 . 61 135 13.9 2200 23.5 66 132 14.9 64 132 14.5 62 132 14.1
19 61 130 14.0 59 130 13.5 57 129 13.2 23 65 130 14.6 62 130 14.2 60 130 13.8
18 57 125 13.2 54 125 12.8 53 124 12.6 22 61 126 14.0 59 126 13.6 57 125 13.2
21 57 122 13.3 55 122 13.0 • 53 122 12.7
2400 20 63 132 14.3 60 132 13.9 58 132 13.5
20 54 118 12.7 52 118 12.4 50 117 12.1
19 59 128 13.5 56 127 13.1 55 127 12.9
19 50 114 12.1 48 113 11.8 47 111 11.4
18 55 123 12.8 53 122 12.5 51 121 12.2
2100 23.5 63 128 14.3 60 128 13.9 58 128 13.5
2300 20 60 129 13.8 58 129 13.4 56 128 13.0
23 61 126 14.0 59 126 13.5 57 126 13.2
19 56 125 13.1 54 124 12.8 52 123 12.5
22 57 122 13.3 55 122 13.0 53 122 12.7
18 52 120 12.5 50 119 12.2 48 116 11.8
21 54 119 12.7 52 118 12.4 50 118 12.2
20 50 114 12.2 49 114 11.8 47 112 11.5
2200 20 57 126 13.2 55 125 12.9 53 124 12.6
19 47 110 11.5 45 108 11.2 44 105 10.9
19 53 121 12.6 51 120 12.3 49 118 12.0
18 49 116 12.0 47 114 11.6 46 112 11.3
F i g u r e 5 - 9 . C r u i s e P e r f o r m a n c e ( S h e e t 8 of 10) F i g u r e 5 - 9 . C r u i s e P e r f o r m a n c e ( S h e e t 6 o f 10)
CONDITIONS:
CONDITIONS:
5-36
5-34 Oct 5/98 Oct 5/98
CESSNA SECTION 5 CESSNA SECTION 5
MODEL 206H PERFORMANCE M O D E L 206H PERFORMANCE
CONDITIONS: CONDITIONS:
3600 Pounds
Normal Climb to 10,000 ft ttien Maximum Performance Climb, with Placard Mixture 3600 Pounds
Recommended Lean Mixture for Cruise Recommended Lean Mixture
Standard Temperature
Zero Wind Cowl Flaps Closed
NOTE:
This chart allows for the fuel used for engine start, taxi, takeoff and climb, cruise at
the designated power, and the distance during a normal climb up to 10,000 feet
and maximum climb above 10,000 feet.
, 1285T1028
F i g u r e 5 - 1 0 . R a n g e P r o f i l e ( S h e e t 2 of 2 ) F i g u r e 5 - 9 . C r u i s e P e r f o r m a n c e ( S h e e t 1 0 of 10)
F i g u r e 5 - 1 0 . R a n g e P r o f i l e ( S h e e t 1 of 2 ) F i g u r e 5 - 1 1 . E n d u r a n c e P r o f i l e ( S h e e t 1 of 2 )
ENDURANCE PROFILE
45 M I N U T E S R E S E R V E
88 G A L L O N S U S A B L E F U E L '
CONDITIONS:
3600 Pounds
Normal Climb to 10,000 ft then Maximum Performance Climb, with Placard Mixture
Recommended Lean Mixture for Cruise
Standard Temperature
Zero Wind
NOTE:
This chart allows for the fuel used for engine start, taxi, takeoff and climb, cruise at
the designated power, and the time during a normal climb up to 10,000 ft. and
maximum climb above 10,000 ft.
14000
12000
10000
UJ
UJ 8000
UI
O
6000
4000
2000
5 6 8
ENDURANCE-HOURS
1285T1026
F i g u r e 5 - 1 1 . E n d u r a n c e P r o f i l e ( S l i e e t 2 of 2 )
O c t 5/98 5-41
SECTION 5 CESSNA
PERFORMANCE MODEL 206H
Flaps 40°
Power Off
Maximum Braking
Paved, level, dry runway
Zero Wind
Speed at 50 Ft: 67 KIAS
NOTES:
CESSNA SECTION 6
MODEL 206H W E I G H T & B A L A N C E / E Q U I P M E N T LIST
SECTION 6
INTRODUCTION WEIGHT & BALANCE/
This section d e s c r i b e s the p r o c e d u r e for establishing the basic EQUIPMENT LIST
e m p t y weight a n d m o m e n t of t h e airplane. S a m p l e f o r m s are
p r o v i d e d for reference. P r o c e d u r e s for calculating the weight a n d
m o m e n t for v a r i o u s o p e r a t i o n s a r e also p r o v i d e d . A c o m p r e h e n s i v e
list of all C e s s n a e q u i p m e n t available for this airplane is i n c l u d e d at
Page
the b a c k of this s e c t i o n . T A B L E O F CONTENTS
It should be n o t e d that specific information regarding the w e i g h t , . 6-3
a r m , m o m e n t a n d installed e q u i p m e n t for this airplane as delivered Introduction
. 6-3
f r o m t h e factory c a n only be f o u n d in the plastic e n v e l o p e carried in Airplane Weighing Procedures . .
. 6-7
the b a c k of this h a n d b o o k . Weight A n d Balance
. 6-8
Baggage and Cargo Tie-Down
6-18
ifl^ W A R N I N G C o m p r e h e n s i v e E q u i p m e n t List .
IT I S T H E R E S P O N S I B I L I T Y O F T H E P I L O T T O
ENSURE THE AIRPLANE IS LOADED
PROPERLY. OPERATION OUTSIDE OF
PRESCRIBED WEIGHT AND BALANCE
L I M I T A T I O N S C O U L D R E S U L T IN A N A C C I D E N T
AND S E R I O U S O R F A T A L INJURY.
AIRPLANE WEIGHING P R O C E D U R E S
1. Preparation:
a. Inflate tires to r e c o m m e n d e d o p e r a t i n g p r e s s u r e s . .
b. Defuel airplane. Refer to t h e M a i n t e n a n c e M a n u a l . I
c. Service e n g i n e oil a s r e q u i r e d to obtain a n o r m a l full
indication (11 q u a r t s o n dipstick).
d . M o v e sliding seats to the nriost fonward position.
e. Raise flaps to t h e fully retracted position.
f. Place all control s u r f a c e s in neutral position.
g. R e m o v e all n o n - r e q u i r e d items f r o m airplane.
2. Leveling:
a. Place scales under e a c h w h e e l ( m i n i m u m scale capacity,
1000 p o u n d s ) .
b. Deflate t h e n o s e tire a n d / o r lower or raise t h e n o s e strut to
properly center t h e b u b b l e in t h e level (Refer to Figure 6 - 1 ) .
6-1/(6-2 blank)
Oct 5/98
May 30/01 6-3
SECTION 6
CESSNA
W E I G H T & B A L A N C E / E Q U I P M E N T LIST
MODEL 206H
I NOTE
IT IS THE RESPONSIBIUTY
OF THE PILOT TO ENSURE
THAT THE AIRPLANE IS
LOADED PROPERLY
REFERENCE
DATUM
(FIREWALL, FRONT FACE,
LOWER PORTION)
CESSNA SECTION 6
MODEL 206H W E I G H T & B A L A N C E / E Q U I P M E N T LIST LOCATING C G WITH AIRPLANE ON LANDING GEAR
F O R M U L A for Longitudinal C G :
3. W e i g h i n g :
(X) = (A) (NOSE GEAR NET WEIGHT) ( ) X (B) INCHES
a. W e i g h the airplane in a c l o s e d h a n g a r to avoid errors )AFT OF
= (
c a u s e d by air c u r r e n t s , N O S E A N D MAIN L A N D I N G G E A R W E I G H T DATUM
i b. W i t h the airplane level a n d brakes released, record the TOTALED( )
NOTE
§ W h e n a c a r g o pack is installed, it is n e c e s s a r y to d e t e r m i n e t h e
U-
< LU O C.G. a r m a n d calculate the m o m e n t / 1 0 0 0 of items c a r r i e d in t h e
I- EO pack. T h e a r m for any location in the p a c k c a n be d e t e r m i n e d f r o m
a ^
o. the d i a g r a m on Figure 6-5. Multiply the w e i g h t of the item by the
o C.G. a r m , then divide by 1 0 0 0 to get the m o m e n t / 1 0 0 0 . T h e
111 5 ^
m a x i m u m loading capacity of the p a c k is 3 0 0 p o u n d s .
CC
o
UJ
CC
Z5 NOTE
H
o
E a c h loading should be f i g u r e d in a c c o r d a n c e with the
cr
a b o v e p a r a g r a p h s . W h e n the loading is light (such as pilot
2o a n d copilot, a n d no o x y g e n s y s t e m , rear seats or c a r g o ) , be
5S sure to c h e c k the fonward b a l a n c e limits. W h e n loading is
:uj
h e a v y (near gross w e i g h t ) , b e s u r e to c h e c k the aft b a l a n c e
« < D
limits.
UJ ~^ O
0585C1009
6-6 O c t 5/98
CESSNA SECTION 6
MODEL 206H W E I G H T & B A L A N C E / E Q U I P M E N T LIST
CESSNA SECTION 6
MODEL 206H W E I G H T & B A L A N C E / E Q U I P M E N T LIST
MAXIMUM
ITEM LOCATION RATED LOAD
(POUNDS)
M a y 30/01 6-9
O c t 5/98 6-11
SECTION 6 CESSNA
WEIGHT & B A L A N C E / E Q U I P M E N T LIST M O D E L 206H
SECTION 6 CESSNA
BEAR WALL OF CABIN CABIN HEIGHT M E A S U R E M E N T S
W E I G H T & B A L A N C E / EQUIPMENT LIST MODEL 206H
AGGAGE SHELF
LOADING A R R A N G E M E N T S
24.00
*37 -
(32-43)
21.00
(94-100) 65.00-
* * 127 - -BAGG.
145 - CABIN WIDTH M E A S U R E M E N T S
CAHGO B-j—CARGO A -
STA STA STA STA
145.00 109.00 50.00 0.00 124 65.3
STA STA
84.00 10.00 CODE
* CABIN FLOOR
• LWR WINDOW LINE DOOR OPENING DIMENSIONS
* Pilot or p a s s e n g e r center of gravity o n adjustable seats
positioned for a v e r a g e o c c u p a n t . N u m b e r s in WIDTH WIDTH HEIGHT HEIGHT
p a r e n t h e s e s indicate f o r w a r d a n d aft limits of o c c u p a n t (TOP) (BOTTOM) (FRONT) (REAR)
center of gravity range. CABIN DOOR 32.50 37.00 41.00 39.00
* * A r m s m e a s u r e d to the c e n t e r of the areas s h o w n . CARGO DOORS 43.00 40.00 39.25 37.50
NOTE 1- Use the forward face of the rear door post as a reference point to,locate C.G
N O T E 1 : T h e usable fuel C.G. a r m is located at station 4 6 . 5 0 . arms. For example, a box with its center of weight located 13.00 inches aft of
N O T E 2 : T h e aft b a g g a g e wall ( a p p r o x i m a t e station 145.00) can be the rear door post would have a C.G. arm of (65.30 + 13.00 = 78.30) 78.30
u s e d as a c o n v e n i e n t interior reference point for NOTE 2 : w S f r n u m allowable floor loading: 200 pounds/square foot. However when
d e t e r m i n i n g the location of b a g g a g e a r e a f u s e l a g e items with small or sharp support areas are carried, the installation of a .25 inch
plywood floor Is highly recommended to protect the aircraft structure.
stations. NOTE 3: All dimensions shown are in inches.
1285X1005
WEIGHT A N D MOMENT
TABULATION
SAMPLE YOUR
ITEM DESCRIPTION AIRPLANE AIRPLANE
Moment Moment
Weight Weight
(Lb-ins. (Lb-ins.
(lbs.) (lbs.)
/1000) /1000)
1. Basic Empty Weight (Use the
data pertaining to your
airplane as it Is presently
1
equipped. Includes unusable
fuel and full oil) 2204 76.4
2. Usable Fuel (At 6 Lbs./Gal.)
Std Fuel (88 Gallons 528 24.6
Maximum)
Reduced Fuel
(65 Gallons)
3. Pilot and Front Passenger
(Station 32 to 43) 340 12.6 1
4. Center Passengers (Sta 69 to 79) 340 23.8
Aft Passengers (Sta. 94 to 100) 155 15.0
1
Baggage IV or V (Sta. 109 to
145; 180 Lbs. Max.) 48 5.2
5. 'Cargo "A" (Station 10 to 50)
"Cargo "B" (Station 50 to 84)
•Cargo "C" (Station 84 to 109)
•Cargo "D" (Station 109 to 145)
6. Cargo Pack (Station 10 to 84;
300 lbs. Max.)
7. RAMPWEIGHTANDMOMENT 3614 157.6 1
1
8. Fuel allowance for engine start,
taxi and runup -14 -.7
9. T A K E O F F WEIGHT AND
NOTES: Lines representing adjustable seats show the pilot or passenger M O M E N T (Subtract Step 8 from 3600 156.9
center of gravity on adjustable seats positioned for an average
1 0 . L o c a t e this p o i n t ( 3 6 0 0 at 1 5 6 . 9 ) o n t h e C e n t e r of G r a v i t y M o m e n t E n v e l o p e ,
occupant. Refer to the Loading Arrangements diagram for fonward
a n d s i n c e this p o i n t falls w i t h i n t h e e n v e l o p e , t h e l o a d i n g is a c c e p t a b l e
and aft limits of occupant e.g. range.
M a x i m u m a l l o w a b l e c a r g o l o a d s will b e d e t e r m i n e d b y t h e t y p e a n d
n u m b e r of t i e - d o w n s u s e d , a s w e l l a s b y t h e a i r p l a n e w e i g h t a n d C . G .
l i m i t a t i o n s . F l o o r l o a d i n g m u s t n o t e x c e e d 2 0 0 l b s . p e r s q u a r e foot.
. F i g u r e 6-7. L o a d i n g G r a p f i
Figure 6-6. S a m p l e L o a d i n g P r o b l e m (Sheet 1 of 2)
1700
1650
rlSOO
C3
O
X
C3
5
<
6-16 O c t 5/98
CESSNA SECTION 6
MODEL 206H W E I G H T & B A L A N C E / E Q U I P M E N T LIST CESSNA SECTION 6
MODEL 206H W E I G H T & B A L A N C E / E Q U I P M E N T LIST
22 - AUTO FLIGHT
22-01-S DUAL AXIS A U T O P I L O T 3900032 20.5- 103.0-
- KAP 140 C O M P U T E R WITH ALTITUDE 065-00176-7702 2.6 15.0
PRESELECT
- KAP 140 C A B L E A S S E M B L Y 3924135 4.7 62.8
- K S 2 7 1 C R O L L SERVO INSTALLATION 3940415-1 3.6 54.2
- R O L L S E R V O INSTL C A B L E ASSY 3924137-3 0.4 66.0
- R O L L A C T U A T O R CABLE A S S Y 3924111-2 0.9 56.0
- KS 270C PITCH S E R V O INSTL 3924107 0.9 12.0
- KS 272C PITCH TRIM S E R V O INSTL 1201989-1 4.1 170.6
- KMC 100 C O N F I G U R A T I O N M O D U L E 071-00073-5000 0.1 15.0
22-02-O SINGLE AXIS A U T O P I L O T 3900010-1 8.0- 36.7- 32 34 36 38 40 42 44 46 48 50
- KAP 140 SINGLE AXIS A U T O P I L O T 057-05628-2602 2.5 15.0 AIRPLANE C.G. LOCATION - INCHES AFT OF DATUM (STA. 0.0)
COMPUTER
- ROLL S E R V O INSTALLATION 3940415-1 1.6 49.2
- C A B L E ASSY, R O L L A C T U A T p R 1222150-2, -3 0.9 56.0
- C A B L E A S S Y , KAP 140 A U T O P I L O T 3924107 0.9 12.0
- CONFIGURATION MODULE 071-00073-5000 0.1 18.0
- K S 2 7 1 C ROLL SERVO 065-00179-0100 2,4 53.1
22-03-O DUAL AXIS A U T O P I L O T 3900011 21.4- 109.9-
- KAP 140 DUAL AXIS A U T O P I L O T 065-00176-5402 2.6 15.0
C O M P U T E R W I T H ELECTRIC
E L E V A T O R (REPLACES 22-02-O)
M a y 30/01 6-19
O c t 5/98 6-17
SECTION 6 CESSNA
SECTION 6
WEIGHT & BALANCE / EQUIPMENT LIST MODEL 206H
W E I G H T & B A L A N C E / E Q U I P M E N T LIST CESSNA
MODEL 206H
SECTION 6 CESSNA
FTEM WT ARM
No.
EQUIPMENT LIST DESCRIPTION REF DRAWING WEIGHT & BALANCE / EQUIPMENT LIST MODEL 206H
LBS INS.
25 - EQUIPMENT/FURNISHINGS
25-01-R SEAT, PILOT, ADJUSTABLE W I T H RECLINING 0719025-3 34.5 39.2 rrEM WT ARM
BACK & VERTICAL ADJUST. -VINYL/CLOTH EQUIPMENT LIST DESCRIPTION R E F DRAWING
No. LBS INS.
COVER
25-02-S SEAT, PILOT, ADJUSTABLE W I T H RECLINING 0719025-6 35.0 39.2 25-36-0 S E A T BELT A N D S H O U L D E R H A R N E S S , 504851-401 2.0 66.0
BACK & VERTICAL ADJUST. - VINYL C O V E R INERTIA R E E L , M A N U A L ADJUST, F R O N T
25-03-S SEAT, PILOT, A D J U S T A B L E W I T H RECLINING 0719025-7 35.1 39.2 PASSENGER
BACK & VERTICAL ADJUST. - 25-37-S S E A T BELT A N D S H O U L D E R H A R N E S S , 504516-405 5.2 90.0
LEATHERA/INYL COVER INERTIA REEL, A U T O ADJUST, 3RD & 4 T H
25-04-O SEAT, PILOT, ADJUSTABLE W I T H RECLINING 0514211-3 34.5 40.8 25-38-0 S E A T BELT A N D S H O U L D E R H A R N E S S , 504851-405 4.0 90.0
BACK & V E R T I C A L ADJUST. - C L O T H C O V E R INERTIA R E E L , M A N U A L ADJUST, 3 R D & 4 T H
25-05-O SEAT, PILOT, A D J U S T A B L E W I T H RECLINING 0514211-4 35.0 40.8 25-39-S S E A T BELT A N D S H O U L D E R H A R N E S S , 504516-403 5.2 110.0
BACK & V E R T I C A L ADJUST. - VINYL COVER INERTIA R E E L , A U T O ADJUST, REAR S E A T
25-06-O SEAT, PILOT, A D J U S T A B L E W I T H RECLINING 0514211-7 35.2 40.8 25-40-O S E A T BELT A N D SHOULDER H A R N E S S , 504851-403 4.0 110.0
BACK & V E R T I C A L ADJUST. - L E A T H E R INERTIA REEL, M A N U A L ADJUST, REAR
COVER SEAT
25-07-O SEAT, PILOT, A D J U S T A B L E W I T H RECLINING 0514211-10 35.1 40.8 25-41-S C A R G O TIE D O W N RINGS (10 TIE D O W N S ) 1201123-2 2.5 71.5
BACK & V E R T I C A L ADJUST. - (INSTALLED A R M S H O W N )
LEATHERA/INYL COVER 25-42-S S U N V I S O R S (SET O F 2) 0514166-1 1.2 33.0
25-08-O SEAT, PILOT, ADJUSTABLE W I T H RECLINING 0514211-13 35.1 40.8 25-43-0 S U N VISORS (SET O F 2) - MILLENNIUM 0519004-3 1.2 33.0
BACK & V E R T I C A L ADJUST. - M I L L E N N I U M 25-44-S A P P R O A C H PLATE HOLDER 0715083-1 0.1 22.0
COVER
25-45-S B A G G A G E RETAINING NET 1215036-3 0.5 127.0
25-09-S SEAT, FRONT PASSENGER, A D J U S T A B L E 0719025-3 34.5 39.2 25-46-S C A R P E T INSTALLATION - DELUXE 1219042-1 16.8 67.0
W I T H RECLINING BACK & V E R T I C A L
A D J U S T . -VINYL/CLOTH C O V E R 25-47-0 CARPET, W A L L T O W A L L 1215212-2- 16.8 67.0
25-10-S 25-48-0 UTILITY FLOOR C O V E R I N G 1215213-1 13.4 67.0
SEAT, FRONT PASSENGER, A D J U S T A B L E 0719025-6 35.0 39.2
W I T H RECLINING BACK & V E R T I C A L 25-49-0 UTILITY C O V E R E D SIDEWALLS 1219017-1,-2 -7.0 64.0
ADJUST. - VINYL COVER 25-50-0 UTILITY C O V E R E D SIDEWALLS 1215212-5 -7.0 64.0
25-11-S SEAT, FRONT PASSENGER, A D J U S T A B L E 0719025-7 35.1 39.2 25-51-R P I L O T S O P E R A T I N G CHECKLIST ( S T O W E D 1200901 0.3 0.0
W I T H RECLINING BACK & V E R T I C A L IN I N S T R U M E N T PANEL MAP CASE)
A D J U S T . - LEATHERA/INYL COVER 25-52-R P I L O T S O P E R A T I N G H A N D B O O K A N D FAA 1200901 1.6 49.5
25-12-0 SEAT, FRONT P A S S E N G E R , A D J U S T A B L E 0514211-3 34.5 40.8 A P P R O V E D A I R P L A N E FLIGHT M A N U A L
W I T H RECLINING BACK & V E R T I C A L A D J U S T ( S T O W E D IN P I L O T S SEAT BACK)
- C L O T H COVER 25-53-S FUEL S A M P L I N G C U P (STOWED IN P I L O T S S2107-1 0.1 49.5
25-13-0 SEAT, FRONT P A S S E N G E R , A D J U S T A B L E 0514211-4 35.0 40.8 S E A T BACK)
W I T H RECLINING BACK & V E R T I C A L A D J U S T 25-54-S M O L D E D HEADLINER INSTL 1215211 14.9 64.5
- VINYL COVER 25-55-S UTILITY S E A T KIT 1215212-6 ... ...
25-14-0 SEAT, FRONT PASSENGER, A D J U S T A B L E 0514211-7 35.2 40.8 25-56-S T O W BAR, N O S E G E A R (STOWED) 0501019-1 1.7 127.0-
W I T H RECLINING BACK & V E R T I C A L A D J U S T 25-57-S E M E R G E N C Y LOCATOR T R A N S M I T T E R 3940414-1 3.3- 135.9*
- LEATHER COVER INSTL
25-15-0 SEAT, FRONT PASSENGER, A D J U S T A B L E 3514211-10 35.1 40.8 - ELT T R A N S M I T T E R 3000-11 1.9 158.8
W I T H RECLINING BACK & VERTICAL A D J U S T
- ANTENNA AND CABLE ASSY 3003-45 0.5 147.7
- LEATHERA/INYL COVER
- WIRING & MSIC. H A R D W A R E 0.9 78.9
25-16-0 SEAT, FRONT P A S S E N G E R , A D J U S T A B L E 3514211-13 35.1 40.8
W I T H RECLINING BACK & VERTICAL A D J U S T 26 - FIRE PROTECTION
- MILLENNIUM COVER 26-01-S FIRE EXTINGUISHER INSTALLATION 0501011-6 5.3- 43.6*
- FIRE EXTINGUISHER, HAND TYPE C421001-0201 4.8 44.0
• MOUNTING CLAMP & HARDWARE 0501011-6 0.5 40.0
26-02-O FIRE EXTINGUISHER INSTALLATION 0501011-4 5.3- 35.0"
- FIRE EXTINGUISHER, HAND T Y P E A352GS 4.8 35.0
Figure 6-10. E q u i p m e n t List D e s c r i p t i o n (Stieet 4 of 13)
- MOUNTING CLAMP & HARDWARE 0501011-4 0.5 35.0
• •
6-24
OC^.^ 1 l U I N D
W E I G H T & BALANCE / E Q U I P M E N T LIST MODEL 206H
SECTIONS CESSNA
WT ARM
W E I G H T & B A L A N C E / E Q U I P M E N T LIST MODEL 206H
ITEM EQUIPMENT LIST DESCRIPTION R E F DRAWING
No. LBS INS.
INDICATOR CLOCK & OAT INDICATOR AT43200 0.3 17.5 1 33-01-S MAP LIGHT IN CONTROL WHEEL 0760149-11 0.2 22.5
31-01-S
- OAT PROBE CNP-100-001 0.1 49.0 COURTESY LIGHTS UNDER WING 1201054-5 0.7 61.9
1 33-02-S
INDICATOR CLOCK & OAT INDICATOR M803B-20/28V- 0.3 17.5 33-03-S NAVIGATION LIGHT DETECTORS 1221201-3, -4 0.0 0.0
31-02-S
g 33-04-S FLASHING BEACON ON VERTICAL FIN TIP 0701042-5 0.8 256.1
OAT PROBE C307PRF-11 0.1 49.0 33-05-S STROBE LIGHT INSTL ON WING TIPS 0501027-5 3.2 47.0
31-03-S HOURMETER C664503-0103 0.5 9.0 33-06-S LANDING AND TAXI LIGHT INSTL 1221059-7, -8 2.2 33.0
31-C4-R STALL WARNING INDICATOR 0718007-1 0.5 36.0 34 - NAVIGATION
32 - LANDING GEAR 34-01-R INDICATOR, TRUE AIRSPEED S3325-8 0.8 17.0
1241118-5, -6 39.6* 61.4* 34-02-S ALTERNATE STATIC AIR SOURCE 1201121-3 0.2 15.4
32-01-R WHEEL BRAKE AND TIRE, 6.00 X 6 MAIN (2)
C I 63001-0301 7.8 62.1 34-03-R ALTIMh 1fcR,20,000 FT, SENSITIVE WITH 20 S3328-1 0.9 16.5
- WHEEL ASSY, CLEVELAND 40-758 (EA)
FT. MARKINGS, INCHES OF MERCURY
- BRAKE ASSY, CLEVELAND 30-52 (LH) 0163030-0303 2.8 57.8
34-04-0 ALTIMh 1 hR, 20,000 FT. SENSITIVE WITH 20 S3371-1 0.9 16.5
- BRAKE ASSY, CLEVELAND 30-52 (RH) 0163030-0304 2.8 57.8
FT. MARKINGS, MILLIBARS
- TIRE, fi-PLY (EACH) C262003-0204 7.9 62.1
34-05-S BLIND ALTITUDE ENCODER INSTL 3940413-4 0.8 15.0
- TUBE (EACH) C262023-0102 1.3 62.1 34-06-R COMPASS INSTL, MAGNETIC 1213679-5 0.5 21.1
32-02-O WHEEL BRAKE & TIRE 8.00 X 6 MAIN (£) V41113-3, -4 48.4 61.5* 34-07-S GYRO, INSTALLATION (REQUIRES 37-01-S) 1201990-1 6.7- 15.2-
WHEEL ASSY, CLEVEIJ^ND 4o-7-5D (EA) 0133001-C302 7.8 62.1 - DIRECTIONAL INDICATOR S3330-2 2.8 15.8
- BRAKE ASSY, CLEVELAND 3C-52N (i.H) C i 63030-0313 2.9 57.8 - ATTITUDE INDICATOR 33326-1 2.1 15.9 '
- BRAKE ASSV, CLEVELAND 30-5PN (PH) C I 63030-0.314 2.S 57.8 - HOSES AND MISC HARDWARE 201990-1 1.9 8.7
1 ^ TlhE,6 ?LV{EACH) C2G2003-0207 M.6 1
1 34-08-O HSI INSTALLATION (REQUIRES 3900034-1 12.5* 64.1-
- 1U3E (EACi-i) C2n2023-01C4 1.9 d2.1 37-01-S)
i
• STANDARD GYROS REMOVED -13.7 5.5
• NAV INDICATOR REMOVED -1.2 16.4
I F i g u r e 6 - 1 0 . E q u i p m e n t List D e s c r i p t i o n ( S h e e t 7)
Figure 6-10. Equipment List Description (Sheet 8 of 13)
16-28 Revision 4
6-26 M a y 30/01
C3CH-> I ILJIM t
MODEL 206H W E I G H T & B A L A N C E / E Q U I P M E N T LIS1
CESSNA SECTION 6
MODEL 206H W E I G H T & B A L A N C E / E Q U I P M E N T LIST
ITEM WT ARM
EQUIPMENT LIST DESCRIPTION R E F DRAWING
No. LBS INS.
— —
- TIRE, 6-PLY (EACH) C262003-0204 7.9 62.1 25-55-S UTILITY SEAT KIT 1215212-6
- TUBE (EACH) C262023-O102 1.3 62.1 25-56-0 TOW BAR, NOSE GEAR (STOWED) 0501019-1 1.7127.0
32-02-O WHEEL BRAKE & TIRE S.o'o X 6 MAIN (2)
- WHEEL ASSY, CLEVELAND 40-75D (EA)
1241118-3, -4 48.4*
61.5- 1 25-E7-S EMERGENCY LOCATOR TRANSMITTER 3940428-1 3.1 • 137.7'
32-03-R
- TUBE (EACH)
WHEEL AND TIRE ASSY, 5.00 X 5 NOSE
:262023-0104
3540000-2
1.9
8.8-
62.1
-7.7'
2? - rtKE DHOTFCTION 1
.
26-L1-S FIRE Li.X': INSUIS;-iER l,\;STALI..ATION 1050^011-7 I 5,3- ^.3.6-
- WHEEL ASSY.CLEVELAND 40-77 241156-12 2.8 -7.7
- F I R E EXTINGUISHER, HAND T Y P E IA352GS 4.8 44.0
- TIRE, 6-PLY :262003-0202 4.6 -7.7
1 - MOUNTING CLAMP & HARD'A^ARE io501011-6 1 0.5 40.0
- TUBE :262023-0101 1.4 -7.7
F i g u r e 6 - 1 0 . E q u i p m e n t List D e s c r i p t i o n ( S h e e t 6 )
Revision 4 6-27
M a y 30/01 6-25
C3CV^ I l U I N D
W E I G H T & B A L A N C E / E Q U I P M E N T LIST MODEL 206H
SECTION 6 CESSNA
W E I G H T & BALANCE / E Q U I P M E N T LIST MODEL 206H
ITEM WT ARM
EQUIPMENT LIST DESCRIPTION R E F DRAWING
No. LBS INS.
!
27 - FLIGHT CONTROLS 1 32-04-O WHEEL AND TIRE ASSY, 6.00 X 6 NOSE 0540000-4 11.2* •8.1*
27-01-S DUAL CONTROLS INSTL, RIGHT SEAT 6.9* 15.6* - WHEEL ASSY,CLEVELAND 40-77 1241156-43 3.9- -8.1
- TIRE, 4-PLY
- CONTROL WHEEL, COPILOT 0760149-10
1260517-1
2.6
4.3
31.7
5.9
1 - TUBE
C262003-0101
C252023-0102
5.5
1.3
-8.1
-8.1
- RUDDER & BRAKE PEDAL INSTL.,
COPILOT - NOSE GEAR STRUT INSTL OVERSIZE 1243615-16 0.5 -7.4
DUAL CONTROLS INSTL, RIGHT SEAT 1260004-14 6.9* 15.6* WHEEL (NET CHANGE)
27-02-O
0760149-10 2.6 31.7 32-05-A WHEEL FAIRING INSTL - STANDARD TIRES 1241116-1 19.4- 44.8*
- CONTROL WHEEL, COPILOT
1260410-7 4.3 5.9 - WHEEL FAIRING. MAIN (EACH) 0541223-24, -25 5.6 62,0
- RUDDER & BRAKE PEDAL INSTL.,
COPILOT • BRAKE FAIRING, MAIN (EACH^ 1241113-1, -2 0.6 61.4
27-03-O RUDDER PEDAL EXTENSION INSTL S E T OF 0501082-1 2.9 8.0 - WHEEL FAIRING . NOSE 0543079-7 3.8 -5,2
2 {INSTALLED ARM SHOWN) 1 • MOUNTING PLATE, MAIN WHEEL 1241114-1.-2 0.9 61.6
1 32-06-A WHEEL FAIRING INSTL - OVERSIZE TIRES 1241231-4 25.3* 51.6*
28-FUEL
- WHEEL FAIRING, MAIN (EACH) 1241229-1, -2 8.0 62.0
28-01-R FUEL QUANTITY INDICATORS, LEFT & RIGHT S3317-3 0.7 17.5 - BRAKE FAIRING, MAIN (EACH) 1241232-1,-2 0.8 61.4
28-02-R FUEL PUMP, AUXII.IA.RY, ELECTRIC A-10056-8 13.0 13.1 - WHEEL FAIRING, NOSE 1243045-12 4.7 -5.6
30 - ICE a RAIN PROTECTION - MOUNTING PLATE, LH & RH 12411 14-1, -4 0.9 61.6
30-01-A ELECTRIC HEATED BOOTS, PROPELLER 1201991-1 5.1 -43.0 32-07-O PREMIUM TIRES, 6.00 X 6, 160 MPH RATING, 0501166-1 4.1 50.2
(DE-ICE) - REQUIRES 24-05-O EXHANGE WITH STANDARD TIRES (NET
CHANGE)
30-02-S HEATING SYSTEM, STALL SENSOR & RITOT 1201200-1 0.7 28.0
HEATER 32-08-O HUBCAPS, WHEEL 0741048-8 0.1 62.1
31 - INDICATING/RECORDING SYSTEM 33-LIGHTS
AT43200 0.3 17.5 1 33-01-S MAP LIGHT IN CONTROL WHEEL 0760149-11 0.2 22.5
31-01-S INDICATOR CLOCK & OAT INDICATOR
- OAT PROBE CNP-100-001 0.1 49.0 COURTESY LIGHTS UNDER WING 1201054-5 0.7 61.9
1 33-02-8
M803B-20/28V- 0.3 33-03-S NAVIGATION LIGHT DETECTORS 1221201-3. -4 0.0 0.0
31-02-S INDICATOR CLOCK & OAT INDICATOR 17.5
33-04-S FLASHING BEACON ON VERTICAL FIN TIP 0701042-5 0.8 256.1
-,.OAT PROBE C307PRF-11 0.1 49.0 33-05-S STROBE LIGHT INSTL ON WING TIPS 0501027-6 3.2 47.0
31-03-S HOURMETER C664503-01C3 0.5 9.0 33-06-S LANDING AND TAXI LIGHT INSTL 1221059-7, -8 2.2 33.0
31-C4-R STALL WARNING INDICATOR 0718007-1 0.5 36.0 34 - NAVIGATION
32-LANDING GEAR 34-01-R INDICATOR, TRUE AIRSPEED S3325-8 0.8 17.0
1241118-5, -6 39.6* 61.4* 34-02-S ALTERNATE STATIC AIR SOURCE 1201121-3 0.2 15.4
32-01-R WHEEL BRAKE AND TIRE, 6.00 X 6 MAIN (2)
0163001-0301 7.8 62.1 34-03-R ALTIMEItH, 20,000 FT, SENSITIVE WITH 20 S3328-1 0.9 1,6.5
- WHEEL ASSY, CLEVELAND 40-758 (FA)
FT. MARKINGS, INCHES OF MERCURY
- BRAKE ASSY, CLEVELAND 30-52 (LH) 016.3030-0303 2.8 57.8
34-04-0 ALTIMETER, 20,000 FT. SENSITIVE WITH 20 S3371-1 0.9 16.5
- BRAKE ASSY, CLEVELAND 30-52 (RH) 0163030-0304 2.8 57.8
FT. MARKINGS, MILLIBARS
- TIPE, fi-PLY (HACri) C262003-0204 7.9 62.1
34-05-S BLIND ALTITUDE ENCODER INSTL 3940413-4 0.8 15.0
- TilBE(EACH; C262023-0102 1.3 62.1 34-06-R COMPASS INSTL, MAGNETIC 1213679-5 0.5 21.1
32-02-0 WHEEL BRAKE & TIRE 8.00 X 6 MAIN (2) V J i n S - a , -4 48.4 61.5* 34-07-S GYRO. INSTALLATION (REQUIRES 37-01-S) 1201990-1 6.7- 15.2-
WHEEL ASSY, C L E V E I ^ N D 4'..-7.5D (EM C1S3001-C302 7.8 62.1 - DIRECTIONAL INDICATOR S3330-2 2.8 15.8
• BRAi^E A3=:Y, CLEVELAND 3C-52N ( l H ) C1S3030-0313 2.9 57.8 - Al IIIUDE INDICATOR S3326-1 2.1 15.9 '
- BRAKE ASS> , CLEVELAND 30-52N (RH) C16303U-0314 2.S 57.8 - HOSES AND MISC HARDWARE 201990-1 1.9 8.7
j - TIhE, 6 PLV (EACH) C2G2003-0207 11.6 62 1 34-08-0 HSI INSTALLATION (REQUIRES 3900034-1 12.5* 64,1-
- 1 USE (cACI-i) C2n2023-01C4 1.9 b2.^ 37-01-S)
i
- STANDARD GYROS REMOVED •13.7 5.5
- NAV INDICATOR REMOVED -1.2 16,4
I F i g u r e 6 - 1 0 . E q u i p m e n t L i s t D e s c r i p t i o n ( S h e e t 7)
Figure 6-10. Equipment List Description (Sheet 8 of 13)
16-28 Revision 4
6-26 M a y 30/01
CESSNA SECTION 6
MODEL 206H W E I G H T & B A L A N C E / EQUIPMENT LIST
CESSNA SECTION 6
MODEL 206H W E I G H T & B A L A N C E / E Q U I P M E N T LIST
M a y 30/01 6-29
SECTION 6 CESSNA
W E I G H T & BALANCE / EQUIPMENT LIST MODEL 206H
6-30 M a y 30/01
AIRPLANE & SYSTEMS , » i
DESCRIPTIONS ^
^. AIRPLANE & SYSTEMS
r** DESCRIPTIONS
CESSNA SECTION 7 CESSNA SECTION 7
MODEL 206H AIRPLANE & SYSTEMS DESCRIPTION MODEL 206H AIRPLANE & SYSTEMS DESCRIPTION
SECTION?
TABLE OF CONTENTS (Continued) AIRPLANE & SYSTEMS DESCRIPTION
Page
C a b i n H e a t i n g , V e n t i l a t i n g A n d Defrosting S y s t e m 7-47
Pitot-Static S y s t e m A n d I n s t r u m e n t s 7-49
A i r s p e e d Indicator 7-49 TABLE OF CONTENTS
Vertical S p e e d Indicator 7-49 Page
Altimeter 7-51
Introduction 7-5
V a c u u m S y s t e m A n d Instruments 7-51
Airframe 7-5
Attitude Indicator 7-51
Flight Controls 7-6
Direction Indicator 7-51
Trim System 7-9
Vacuum Gauge 7-53
Instrument P a n e l 7-9
Low Vacuum Annunciation 7-53
Pilot Side P a n e l L a y o u t 7-9
C l o c k / O . A . T . Indicator •. 7-54
Center P a n e l L a y o u t 7-12
Stall W a r n i n g S y s t e m 7-54
Copilot Side Panel L a y o u t -. 7-12
Standard Avionics 7-55
Center P e d e s t a l L a y o u t .. 7-12
Avionics Support Equipment 7-55
G r o u n d Control 7-13
Avionics Cooling Fan . . .*. 7-55
W i n g Flap S y s t e m 7-14
M i c r o p h o n e A n d H e a d s e t Installations 7-55
Landing G e a r S y s t e m 7-15
Static D i s c h a r g e r s 7-57 Baggage Compartment 7-15
Cabin Features 7-57 Seats 7-15
Emergency Locator Transmitter 7-57
Integrated S e a t B e l t / S h o u l d e r H a r n e s s 7-16
C a b i n Fire Extinguisher 7-58 Entrance D o o r s A n d C a b i n W i n d o w s 7-18
Control L o c k s 7-21
Engine 7-21
Engine C o n t r o l s 7-22|
Engine I n s t r u m e n t s 7-22
N e w Engine B r e a k - I n A n d O p e r a t i o n 7-24
Engine Lubrication S y s t e m 7-25
CESSNA SECTION 7
MODEL 206H AIRPLANE & SYSTEMS DESCRIPTION
AILERON CONTROL SYSTEM
INTRODUCTION
This section p r o v i d e s description a n d operation of the airplane
a n d its s y s t e m s . S o m e e q u i p m e n t d e s c r i b e d herein is optional a n d
m a y not be installed in t h e airplane. Refer to t h e S u p p l e m e n t s , !
Section 9, for details of other optional s y s t e m s a n d e q u i p m e n t . |
AIRFRAME
T h e airplane is a n all m e t a l , six-place, h i g h - w i n g , single e n g i n e l
airplane e q u i p p e d with tricycle landing gear a n d is d e s i g n e d for
general utility p u r p o s e s .
1285X1008
1285X1009
T h e e m p e n n a g e (tail a s s e m b l y ) c o n s i s t s of a c o n v e n t i o n a l
vertical stabilizer, rudder, horizontal stabilizer, a n d elevator. T h e
vertical stabilizer consists of fonward a n d aft spar, f o r m e d s h e e t
metal ribs a n d r e i n f o r c e m e n t s , four skin p a n e l s , f o r m e d leading
e d g e skins a n d a dorsal f i n .
FLIGHT CONTROLS
T h e airplane's flight control s y s t e m (Refer to Figure 7-1) c o n s i s t s
of c o n v e n t i o n a l aileron, elevator a n d r u d d e r control s u r f a c e s . T h e
control surfaces are m a n u a l l y o p e r a t e d t h r o u g h m e c h a n i c a l linkage
using a control w h e e l for t h e ailerons a n d elevator, and
rudder/brake pedals for the rudder. T h e elevator control s y s t e m is
e q u i p p e d with d o w n s p r i n g s w h i c h provide i m p r o v e d stability in
flight.
1285X1006
1285X1007
F i g u r e 7 - 1 . F l i g h t C o n t r o l a n d T r i m S y s t e m s ( S h e e t 2 o f 2)
7-6 O c t 5/98
TRIM SYSTEMS ,
1. Oil Temperature/Oil 25. Auxiliary Cabin Air Control
P r e s s u r e Indicator
A m a n u a l l y - o p e r a t e d rudder a n d elevator trim is provided (refer to
2. Fuel Quantity Indicators 26. Cabin Heat Control Figure 7-1). R u d d e r t r i m m i n g is a c c o m p l i s h e d t h r o u g h a b u n g e e
3. Vacuum Gauge/ 27. C a b i n Air Control unit c o n n e c t e d to the rudder control s y s t e m a n d a trim control w h e e l
Ammeter m o u n t e d o n the control p e d e s t a l . R u d d e r t r i m m i n g is a c c o m p l i s h e d
4. Digital C l o c k / O . A . T . Indicator 28.
by rotating the horizontally m o u n t e d trim control w h e e l either left or
Wing Flap Switch Lever and
Flap Position Indicator right to the d e s i r e d trim position. Rotating the trim w h e e l to the right,
will trim nose-right; c o n v e r s e l y , rotating it to the left will trim n o s e -
5. E G T / C H T Indicator 29. Mixture Control
left. Elevator t r i m m i n g is a c c o m p l i s h e d t h r o u g h the elevator trim tab
6. Turn Coordinator 30. Propeller Control by utilizing the vertically m o u n t e d trim control w h e e l . F o r w a r d
7. A i r s p e e d Indicator 31. Throttle Control rotation of the trim w h e e l will trim n o s e - d o w n , conversely, aft
rotation will trim n o s e - u p .
3. Directional Indicator 32. Alternate Static Air Control
33.
9. Attitude Indicator Glareshield and Pedestal
Dimming Control
INSTRUMENT PANEL
10. Tachometer 34. Radio and Panel Dimming
Control T h e instrument p a n e l (Refer to Figure 7-2) is of all-metal
c o n s t r u c t i o n , a n d is d e s i g n e d in s e g m e n t s to allow related g r o u p s of
11. Vertical S p e e d Indicator 35. Avionics Master Switch
i n s t r u m e n t s , switches a n d controls to be r e m o v e d without r e m o v i n g
12. Altimeter 36. Manifold P r e s s u r e G a u g e / F u e l the entire p a n e l . For specific details c o n c e r n i n g the i n s t r u m e n t s ,
Flow Indicator s w i t c h e s , circuit b r e a k e r s , a n d controls 'on the instrument p a n e l ,
13. C o u r s e Deviation and Glide 37. Circuit Breal<ers a n d refer to related topics in this s e c t i o n .
Slope Indicators Switch/Breakers
14. Audio Control Panel 38. Auxiliary Fuel P u m p Switch PILOT SIDE PANEL LAYOUT
15. Annunciator Panel 39. Master Switch
Flight i n s t r u m e n t s are c o n t a i n e d in a single p a n e l located in front
16. G P S Receiver 40. Ignition S w i t c h i of the pilot. T h e s e i n s t r u m e n t s are d e s i g n e d a r o u n d the basic "T"
17. N a v / C o m R a d i o #1 41. Rudder Trim c o n f i g u r a t i o n . T h e g y r o s are l o c a t e d i m m e d i a t e l y in front of the pilot,
a n d a r r a n g e d vertically o v e r the control c o l u m n . T h e a i r s p e e d
18. Nav/Com Radio #2 42. Cowl Flap Control Lever and
Position Indicator indicator a n d altimeter are located to the left a n d right of the g y r o s ,
respectively. T h e r e m a i n d e r of the flight i n s t r u m e n t s are c l u s t e r e d
19. Transponder 43. Elevator Trim Control and
a r o u n d the basic "T". ',
Position Indicator
M a y 30/01 7-9
M a y 30/01 7-11
SECTION 7 CESSNA
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTION MODEL 206H
AIRPLANE & SYSTEMS DESCRIPTION MODEL 206H
CENTER PANEL L A Y O U T
COPILOT SIDE P A N E L L A Y O U T
1218T1012
T h e landing g e a r is of the tricycle type, with a steerabie nose Effective g r o u n d control w h i l e taxiing is a c c o m p l i s h e d t h r o u g h
w h e e l a n d t w o m a i n w h e e l s . W h e e l fairings are s t a n d a r d for both n o s e w h e e l s t e e r i n g b y u s i n g t h e r u d d e r p e d a l s ; left r u d d e r p e d a l t o
the m a i n a n d n o s e w h e e l s . S h o c k absorption is provided by the leaf s t e e r left a n d r i g h t r u d d e r p e d a l t o s t e e r r i g h t . W h e n a r u d d e r p e d a l
spring steel m a i n l a n d i n g gear struts a n d the air/oil nose gear shock is d e p r e s s e d , a s p r i n g - l o a d e d s t e e r i n g b u n g e e ( w h i c h is c o n n e c t e d
strut. Each m a i n g e a r w h e e l is e q u i p p e d with a hydraulically- to the n o s e gear a n d to the rudder bars) will turn the nose wheel
a c t u a t e d disc-type b r a k e on the inboard side of e a c h w h e e l . t h r o u g h a n a r c of a p p r o x i m a t e l y 1 5 ° e a c h s i d e of c e n t e r . B y
O v e r s i z e d w h e e l s a r e available to facilitate o p e r a t i o n s from a p p l y i n g e i t h e r left or r i g h t b r a k e , t h e d e g r e e o f t u r n m a y b e
unimproved runways. i n c r e a s e d u p to 3 5 ° e a c h s i d e of center.
BAGGAGE COMPARTMENT M o v i n g t h e a i r p l a n e b y h a n d is m o s t e a s i l y a c c o m p l i s h e d b y
a t t a c h i n g a t o w b a r t o t h e n o s e g e a r s t r u t . If a t o w b a r i s n o t
T h e b a g g a g e c o m p a r t m e n t consists of the area f r o m the b a c k of a v a i l a b l e , o r p u s h i n g is r e q u i r e d , u s e t h e w i n g s t r u t s a s p u s h p o i n t s .
the rear p a s s e n g e r s e a t s to the aft cabin b u l k h e a d . A c c e s s to the D o n o t u s e t h e v e r t i c a l o r h o r i z o n t a l s u r f a c e s t o m o v e t h e a i r p l a n e . If
b a g g a g e c o m p a r t m e n t is g a i n e d through the c a r g o d o o r s on the
t h e a i r p l a n e is t o b e t o w e d b y v e h i c l e , n e v e r t u r n t h e n o s e w h e e l
right side of t h e a i r p l a n e , or f r o m within the airplane c a b i n . A
more than 3 5 ° either side of center or structural d a m a g e to t h e
b a g g a g e net with t i e d o w n straps is provided for s e c u r i n g b a g g a g e
nose g e a r c o u l d result.
a n d is a t t a c h e d b y t y i n g t h e straps to t i e d o w n n n g s p r o v i d e d in the
airplane. W h e n l o a d i n g t h e airplane, children should not be placed
or permitted in t h e b a g g a g e c o m p a r t m e n t , a n d a n y material that T h e m i n i m u m t u r n i n g r a d i u s of t h e . a i r p l a n e , u s i n g d i f f e r e n t i a l
might b e h a z a r d o u s to the airplane or o c c u p a n t s should not be b r a k i n g a n d n o s e w h e e l s t e e r i n g d u r i n g t a x i , is a p p r o x i m a t e l y 2 7
placed a n y w h e r e in t h e airplane. For b a g g a g e / c a r g o area a n d door feet. T o obtain a m i n i m u m radius turn d u r i n g g r o u n d h a n d l i n g , t h e
d i m e n s i o n s , refer to S e c t i o n 6. airplane m a y b e rotated a r o u n d either m a i n landing gear by
pressing d o w n on a tailcone b u l k h e a d just forward of the horizontal
SEATS s t a b i l i z e r t o r a i s e t h e n o s e w h e e l off t h e g r o u n d . C a r e s h o u l d b e
e x e r c i s e d t o e n s u r e t h a t p r e s s u r e is e x e r t e d o n l y o n t h e b u l k h e a d
T h e airplane is e q u i p p e d with the conventional style six seat area a n d not on skin between t h e bulkheads. Pressing d o w n o n t h e
arrangement. C o n v e n t i o n a l seating consists of four separate h o r i z o n t a l s t a b i l i z e r to r a i s e t h e n o s e w h e e l off t h e g r o u n d i s n o t
fonward f a c i n g seats a n d the rear seat is a fixed o n e - p i e c e seat recommended.
b o t t o m a n d a t h r e e - p o s i t i o n , reclining back. I
*
7-16 M a y 30/01
7-14 Oct 5/98
CESSNA SECTION 7
MODEL 206H AIRPLANE & SYSTEMS DESCRIPTION CESSNA SECTION 7
MODEL 206H AIRPLANE & SYSTEMS DESCRIPTION
p l a c a r d at its b a s e w h i c h reads O P E N , C L O S E , a n d L O C K . T h e
h a n d l e is spring l o a d e d to the C L O S E (up) position. W h e n t h e door
has b e e n pulled shut a n d l a t c h e d , lock it by rotating the door handle
f o r w a r d to t h e L O C K position (flush with t h e a r m rest). W h e n t h e
h a n d l e is rotated to t h e L O C K position, a n over-center action will
hold it in that position. All c a b i n doors s h o u l d be locked prior to
flight, a n d s h o u l d not be o p e n e d intentionally during flight.
NOTE
A c c i d e n t a l o p e n i n g of t h e c a b i n door in flight d u e to VERTICAL
i m p r o p e r closing d o e s not constitute a n e e d to land t h e (HEIGHT)
a i r p l a n e . T h e best p r o c e d u r e is to set up the airplane in a ADJUSTMENT
t r i m m e d condition at a p p r o x i m a t e l y 90 K I A S , m o m e n t a r i l y CRANK
s h o v e t h e d o o r o u t w a r d slightly, a n d forcefully close a n d
lock t h e door.
NOTE
If t h e fonward c a r g o door s h o u l d c o m e unlatched a n d o p e n
slightly in flight, it is s u g g e s t e d that a landing be m a d e at a
suitable airport to close a n d latch t h e door, unless a
p a s s e n g e r is available to close it. It cannot be r e a c h e d by SEAT BACK
t h e pilot. It s h o u l d be r e m e m b e r e d that the wing flaps will ANGLE
n o t o p e r a t e with t h e c a r g o door o p e n , e v e n very slightly, BUTTON
a n d t h e landing s h o u l d be p l a n n e d accordingly.
FORE A N D A F T
T h e d o u b l e c a r g o d o o r s c a n be o p e n e d from o u t s i d e the ADJUSTMENT BUCKLE
a i r p l a n e , only w h e n t h e f o n v a r d door inside handle is in the C L O S E LEVER P R E S S TO (NON ADJUSTABLE)
p o s i t i o n , by utilizing t h e r e c e s s e d door handle near the aft e d g e of RELEASE
t h e f o r w a r d door. D e p r e s s t h e fo'rward e n d of t h e handle to rotate it AVAILABLE MANUAL (PUSH B U T T O N )
out of its r e c e s s , a n d t h e n pull o u t b o a r d . After the f o n v a r d door is ADJUSTMENT
7-18 M a y 30/01
7-20 M a y 30/01
CESSNA SECTION 7
MODEL 206H AIRPLANE & SYSTEMS DESCRIPTION CESSNA SECTION 7
MODEL 206H AIRPLANE & SYSTEMS DESCRIPTION
t h r o u g h the panel a n n u n c i a t o r . This annunciator is wired to a A control lock is p r o v i d e d to lock the aileron and elevator control
p r e s s u r e s w i t c h located on the rear of the engine accessory c a s e . surfaces to prevent d a m a g e to these systems by w i n d buffeting
W h e n oil p r e s s u r e is b e l o w 20 P S I , the switch grounds and while the airplane is p a r k e d . T h e lock consists of a s h a p e d steel rod
c o m p l e t e s the a n n u n c i a t o r circuit, illuminating the red OIL P R E S S a n d flag. T h e flag identifies the control lock and cautions about its
a n n u n c i a t o r . W h e n pressure e x c e e d s 20 P S I , the g r o u n d isl removal before starting the engine. To install the control lock, align
r e m o v e d a n d the O I L P R E S S a n n u n c i a t o r extinguishes. | the hole on the side of the pilot's control wheel shaft with the hole
on the side of the shaft collar on the instrument panel and insert the
NOTE rod into the a l i g n e d h o l e s . Installation of the lock will secure the
ailerons in a neutral position a n d the elevators in a slightly trailing
T h e low oil p r e s s u r e switch is also wired into the hour edge d o w n position. Proper installation of the lock will place the flag
( H o b b s ) meter. W h e n p r e s s u r e e x c e e d s 20 P S I , the switch over the ignition switch. In areas w h e r e high or gusty winds occur, a
closes a n d a g r o u n d is supplied to the hour meter, control surface lock s h o u l d be installed over the vertical stabilizer
c o m p l e t i n g the hour m e t e r circuit. a n d rudder. T h e control lock and any other type of locking device
should be r e m o v e d prior to starting the engine.
T h e E G T / C H T indicator unit is located on the left side of the
i n s t r u m e n t p a n e l . M a r k i n g s for the e x h a u s t gas t e m p e r a t u r e portion ENGINE
of the indicator are in 2 5 ° F i n c r e m e n t s , with no range m a r k i n g s or
red lines. M a r k i n g for the cylinder h e a d t e m p e r a t u r e portion of the T h e airplane is p o w e r e d by a horizontally o p p o s e d , s i x - c y l i n d e r , |
indicator a r e in 5 0 ° F i n c r e m e n t ? , with n u m b e r s at 2 0 0 ° F , 3 0 0 ° F , o v e r h e a d v a l v e , air c o o l e d , fuel-injected engine with a wet s u m p
4 0 0 ° F a n d 5 0 0 ° F . N o r m a l o p e r a t i n g t e m p e r a t u r e s (green arc) for lubrication s y s t e m . T h e engine is the L y c o m i n g M o d e l 10-540-
the C H T indicator are 2 0 0 ° F to 4 8 0 ° F , with red line at 4 8 0 ° F . A C 1 A 5 a n d is rated at 300 horsepower at 2 7 0 0 R P M , Major
a c c e s s o r i e s include a starter a n d . b e l t driven alternator m o u n t e d on
the front of the e n g i n e , a n d dual m a g n e t o s , dual v a c u u m p u m p s ,
E G T signals are g e n e r a t e d f r o m a t h e r m o c o u p l e probe in the
and a full flow oil filter m o u n t e d on the rear of the engine a c c e s s o r y
e x h a u s t s y s t e m . This p r o b e allows a small a m o u n t of current to flow
case. '
t h r o u g h it, a n d as t e m p e r a t u r e a c r o s s the probe c h a n g e s , so does
current flow. T h i s c h a n g e in current flow registers on the indicator
as a c h a n g e in t e m p e r a t u r e . A l t h o u g h the E G T indicator contains no
red lines or o p e r a t i n g r a n g e m a r k s , it is essential in establishing
p e a k E G T a n d cruise E G T r e f e r e n c e points for leaning the mixture.
7-22 M a y 30/01
7-24 M a y 30/01
CESSNA SECTION 7
MODEL 206H AIRPLANE & SYSTEMS DESCRIPTION CESSNA SECTION 7
MODEL 206H AIRPLANE & SYSTEMS DESCRIPTION
COOLING SYSTEM
ENGINE LUBRICATION SYSTEM
R a m air for e n g i n e cooling enters ttirougfi t w o intake o p e n i n g s in
the front of the e n g i n e c o w l i n g . T h e c o o l i n g air is directed from T h e engine utilizes a full p r e s s u r e , wet s u m p type lubrication
a b o v e t h e e n g i n e , a r o u n d the cylinders a n d other areas of the s y s t e m . T h e capacity of the e n g i n e s u m p (located on the bottom of
e n g i n e b y baffling, a n d t h e n exits t h r o u g h c o w l flaps on the lower aft the engine) is 11 quarts (one additional quart is contained in the
e d g e of t h e c o w l i n g . T h e c o w l f l a p s are m e c h a n i c a l l y o p e r a t e d f r o m e n g i n e oil filter). Oil is d r a w n f r o m the s u m p through a filter screen
the c a b i n by m e a n s of a cowl flap lever on the right side of the on the end of a pickup tube to the engine-driven oil p u m p . Oil from
c o n t r o l p e d e s t a l . Before starting the e n g i n e , during takeoff or high the p u m p p a s s e s t h r o u g h a full-flow oil filter, a pressure relief v a l v e |
p o w e r o p e r a t i o n , the c o w l flap lever s h o u l d be p l a c e d in the O P E N at the rear of the right oil gallery, and a thermostatically controlled
position for m a x i m u m c o o l i n g . T h i s is a c c o m p l i s h e d by m o v i n g the remote oil cooler. Oil f r o m the r e m o t e cooler is then circulated to the
lever to the right to clear the detent, t h e n m o v i n g the lever up to the left oil gallery a n d propeller governor. The engine parts are then
O P E N position. lubricated by oil f r o m the galleries. After lubricating the engine, the
oil returns to the s u m p by gravity. T h e filter adapter in the full flow
W h i l e in cruise flight, c o w l flaps s h o u l d be c l o s e d unless hot day filter is e q u i p p e d with a b y p a s s valve w h i c h will c a u s e lubricating oil
c o n d i t i o n s require t h e m to be a d j u s t e d to k e e p the cylinder h e a d to bypass the filter in the event the filter b e c o m e s p l u g g e d , or the oil
t e m p e r a t u r e at a p p r o x i m a t e l y two-thirds of the n o r m a l operating t e m p e r a t u r e is extremely c o l d .
r a n g e ( g r e e n a r c ) . During e x t e n d e d l e t - d o w n s , it m a y be n e c e s s a r y
to c o m p l e t e l y close the c o w l flaps by m o v i n g the c o w l flap lever to A n oil dipstick/filler tube is located on the right side of the engine
the C L O S E D position. c a s e . T h e dipstick a n d oil filler are accessible through a door on the
right side of the e n g i n e c o w l i n g . T h e e n g i n e , should not be o p e r a t e d
on less than 6 quarts of oil. For e x t e n d e d flight, fill to eleven quarts
D u r i n g g r o u n d o p e r a t i o n , position the aircraft into the w i n d fori
optimal engine cooling. ' (dipstick indication only). For e n g i n e oil grade a n d specifications,
refer to Section 8 of this h a n d b o o k .
A w i n t e r i z a t i o n kit is available for the airplane. Details of this kit
are p r e s e n t e d in the S u p p l e m e n t s s e c t i o n . IGNITION A N D STARTER SYSTEM
Engine ignition is p r o v i d e d by two engine driven m a g n e t o s , and
PROPELLER t w o spark plugs in each cylinder. T h e right m a g n e t o fires the lower
right a n d upper left spark plugs, a n d the left magneto fires the lower
T h e airplane h a s an all m e t a l , t h r e e - b l a d e d , constant s p e e d , left a n d upper right spark p l u g s . N o r m a l operation is c o n d u c t e d with
g o v e r n o r - r e g u l a t e d propeller. Setting the g o v e r n o r with the both m a g n e t o s due to the m o r e c o m p l e t e burning of the fuel/air
propeller control establishes the propeller s p e e d , a n d t h u s the mixture with dual ignition.
e n g i n e s p e e d to be m a i n t a i n e d . T h e g o v e r n o r controls the flow of
e n g i n e oil, b o o s t e d to high pressure by an internal p u m p , to or from Ignition a n d starter o p e r a t i o n is controlled by a rotary type switch
a piston in t h e propeller h u b . Oil p r e s s u r e a c t i n g on the piston twists located on the left switch a n d control panel. The switch is labeled
the b l a d e s t o w a r d high pitch (low R P M ) . W h e n oil pressure to the c l o c k w i s e , O F F , R, L, B O T H , a n d S T A R T , T h e engine should be
piston in the propeller h u b is r e d u c e d , centrifugal force, a s s i s t e d by o p e r a t e d on both m a g n e t o s ( B O T H position) except for m a g n e t o
a n internal s p r i n g , twists the blades t o w a r d low pitch (high R P M ) . checks.
T h e e n g i n e air induction s y s t e m receives ram air f r o m the u p p e r T h e propeller control knob in the lower center of the instrument
engine c o m p a r t m e n t . T h e intal<e is c o v e r e d by an air filter vi^hich panel is u s e d to set the g o v e r n o r a n d control e n g i n e R P M as
r e m o v e s dust a n d o t h e r T o r e i g n matter f r o m the induction air. Airflow desired for v a r i o u s flight c o n d i t i o n s . T h e knob is labeled
passing through the filter enters an air box. T h e air box has a P R O P E L L E R , P U S H I N C H R P M . W h e n the control k n o b is p u s h e d
spring-loaded alternate air door. If the air induction filter s h o u l d in, blade pitch will d e c r e a s e , giving a higher R P M . W h e n the control
b e c o m e b l o c k e d , suction c r e a t e d by the e n g i n e will o p e n the d o o r knob is pulled out, the blade pitch i n c r e a s e s , t h e r e b y d e c r e a s i n g
and d r a w unfiltered air f r o m inside the lower c o w l area. A n o p e n R P M . T h e propeller control k n o b is e q u i p p e d with a v e r n i e r feature
alternate air door will result in a n a p p r o x i m a t e 1 0 % p o w e r loss at w h i c h allows slow or fine RPI\ a d j u s t m e n t s by rotating the knob
full throttle. After passing t h r o u g h the air box, induction air e n t e r s a clockwise to increase R P M , a n d c o u n t e r c l o c k w i s e to d e c r e a s e it. T o
fuel/air control unit on top of the e n g i n e , a n d is then d u c t e d to the m a k e rapid or large a d j u s t m e n t s , d e p r e s s the button on the e n d of
engine cylinders t h r o u g h intake m a n i f o l d t u b e s . the control k n o b a n d reposition the control a s d e s i r e d .
EXHAUST SYSTEM
FUEL SYSTEM
Exhaust gas f r o m e a c h cylinder p a s s e s t h r o u g h riser a s s e m b l i e s
to a muffler a n d tailpipe. O u t s i d e air is pulled a r o u n d s h r o u d s T h e airplane fuel s y s t e m (see Figure 7-6) c o n s i s t s of t w o v e n t e d
w h i c h are constructed a r o u n d the outside of the muffler to f o r m integral fuel tanks (one tank in e a c h w i n g ) , t w o resen/oir t a n k s
heating c h a m b e r s which supply heat to the c a b i n . ( u n d e r n e a t h the cockpit floor), a n electrically-driven auxiliary fuel
p u m p , a four-position selector valve a n d fuel strainer. T h e e n g i n e -
m o u n t e d portion of the s y s t e m consists of the e n g i n e - d r i v e n fuel
FUEL INJECTION SYSTEM
p u m p , a fuel/air control unit, a flow divider, fuel distribution v a l v e
and fuel injection nozzles.
T h e engine is e q u i p p e d with a fuel injection s y s t e m . T h e s y s t e m
is c o m p r i s e d of an engine-driven fuel p u m p , fuel/air control unit, fuel
manifold, fuel flow indicator, a n d air-bleed type injector n o z z l e s . A WARNING
CESSNA SECTION 7
MODEL 206H AIRPLANE & SYSTEMS DESCRIPTION
NOTE
M a y 30/01 7-31
Oct 5/98 7-29
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTION MODEL 206H
CESSNA
AIRPLANE & SYSTEMS DESCRIPTION MODEL 206H
VENTED FUEL QUANTITY INDICATORS
FILLER CAR FUEL FUEL
QUANTIPr' QUANTITY VENTED AUXILIARY FUEL PUMP OPERATION
.TRANSMITTER TRANSMIT .FILLER CAP
REDUCED T h e auxiliary fuel p u m p is u s e d p n m a r i l y for priming the e n g i n e
REDUCED
CAPACITY CAPACITY before starting. Priming is a c c o m p l i s h e d t h r o u g h the fuel injection
STANDPIPE STANDPIPE system. If the auxiliary fuel p u m p s w i t c h is accidentally p l a c e d in the
O N position for p r o l o n g e d periods (with m a s t e r switch t u r n e d on a n d
LEFT RIGHT mixture rich) with the engine s t o p p e d , the e n g i n e m a y be f l o o d e d .
FUEL FUEL
TANK TANK T h e auxiliary fuel p u m p is also u s e d for v a p o r s u p p r e s s i o n in hot
weather. Normally, m o m e n t a r y use will be sufficient for v a p o r
DRAIN °=n DRAIN VENT
VENT VALVE WITH s u p p r e s s i o n ; however, c o n t i n u o u s o p e r a t i o n is permissible if
VALVE
WITH (5 TOTAL) CHECK required. T u r n i n g on the auxiliary fuel p u m p with a normally
(5 TOTAL)
CHECK VALVE operating engine p u m p will result in only a very m i n o r e n r i c h m e n t of
VALVE the mixture.
j FUEL SUPPLY
FUEL
VENT STRAINER
DRAIN
MECHANICAL
UNKAGE
ELECTRICAL
CONNECTION
FUEL/AIR
CONTROL
UNIT TO
O MIXTURE
CONTROL
ENGINE
0785C1007
NOTE
A CAUTION
it is n o t p r a c t i c a l t o m e a s u r e t h e t i m e r e q u i r e d t o c o n s u m e
PRIOR TO TURNING T H E MASTER SWITCH ON
all of t h e f u e l in o n e t a n k , a n d , a f t e r s w i t c h i n g t o t h e
OR O F F , STARTING THE ENGINE OR APPLYING
opposite tank, expect an equal duration from the remaining
AN E X T E R N A L POWER S O U R C E , THE AVIONICS
f u e l . T h e a i r s p a c e in b o t h f u e l t a n k s is i n t e r c o n n e c t e d b y a
MASTER SWITCH, SHOULD B E TURNED OFF TO I
v e n t line a n d , t h e r e f o r e , s o m e s l o s h i n g of f u e l b e t w e e n
P R E V E N T ANY HARMFUL TRANSIENT V O L T A G E
FROM DAMAGING THE AVIONICS EQUIPMENT. ' t a n k s c a n b e e x p e c t e d w h e n t h e t a n k s a r e n e a r l y full a n d
t h e w i n g s a r e not l e v e l .
T h e airplane uses a p o w e r distribution m o d u l e (J-Box), l o c a t e d l NOTE
o n the left f o r w a r d side of the firewall, to h o u s e all relays used
t h r o u g h o u t the airplane e l e c t r i c a l ' s y s t e m . In addition, the alternator , U n u s a b l e f u e l is at a m i n i m u m d u e t o t h e d e s i g n of t h e f u e l
control unit a n d the e x t e r n a l p o w e r c o n n e c t o r are h o u s e d within the system. H o w e v e r , w i t h 1/4 t a n k o r l e s s , prolonged
module. u n c o o r d i n a t e d flight s u c h as slips or skids c a n u n c o v e r t h e
fuel tank outlets c a u s i n g fuel starvation and engine
s t o p p a g e . T h e r e f o r e , w i t h l o w f u e l r e s e r v e s , d o not a l l o w
t h e a i r p l a n e to r e m a i n in u n c o o r d i n a t e d f l i g h t for p e r i o d s in
e x c e s s of o n e m i n u t e .
M a y 30/01 7-35
Oct 5/98 7-33
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTION MODEL 206H
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTION M O D E L 206H
F o r m a x i m u m b r a k e life, k e e p t h e b r a k e s y s t e m properly
maintained, and minimize brake usage during taxi operations and
TO CLOCK
landings.
S o m e of t h e s y m p t o m s of i m p e n d i n g b r a k e f a i l u r e a r e : g r a d u a l
d e c r e a s e in b r a k i n g a c t i o n after b r a k e a p p l i c a t i o n , n o i s y o r d r a g g i n g
b r a k e s , soft o r s p o n g y p e d a l s , a n d e x c e s s i v e t r a v e l a n d w e a k
b r a k i n g a c t i o n . If a n y of t h e s e s y m p t o m s a p p e a r , t h e b r a k e s y s t e m
is i n n e e d of i m m e d i a t e a t t e n t i o n . If, d u r i n g t a x i o r l a n d i n g r o l l ,
BATTERY
b r a k i n g a c t i o n d e c r e a s e s , let u p o n t h e p e d a l s a n d t h e n r e a p p l y t h e POWER
b r a k e s w i t h h e a v y p r e s s u r e . If t h e b r a k e s b e c o m e s p o n g y or p e d a l DISTRIBUTION
MODULE
travel increases, p u m p i n g the pedals s h o u l d build braking pressure.
If o n e b r a k e b e c o m e s w e a k o r f a i l s , u s e t h e o t h e r b r a k e s p a r i n g l y + + - TO ALT FLD
CIRCUIT
EXTERNAL BREAKER
while u s i n g opposite rudder, as r e q u i r e d , to offset the g o o d b r a k e . POWER
Figure 7-7. Electrical S c h e m a t i c (Serials 2 0 6 0 8 0 0 1 thru 2 0 6 0 8 1 3 8 )
(Sheet 1 of 2)
7-36 M a y 30/01
7-34 Oct 5/98
CESSNA SECTION?
CESSNA SECTION 7
M O D E L 206H AIRPLANE & SYSTEMS DESCRIPTION
MODEL 206H AIRPLANE & SYSTEMS DESCRIPTION
a - T O G L A R E S H I E L D LT
TO NAV/C0M2
CABIN O V E R H E A D LTS TO
TAV SPKR P W R
LTS/ C O U R T E S Y LTS •INSTRUMENTS
COM2 ^^KR B C N
PWR 12V P O W E R ^ 0 « - T 0 AVN FAN INST A N D IGNITION
RCVR
AVN FAN SWITCH
T O INSTRUMENTS T O FUEL Q — TO TRANSPONDER
NST A N D IGNITION O—TO GPS FUEL PUMP
MFD XPOND
SWITCH GPS PUMP TO A U T O PILOT(2,3)
•TO F U E L > ^ — ^ T O LANDING AUTO
FUEL PUMP O — T O HSI LAND L I G H T PILOT
PUMP GYRO TO A D F (2)
LANDING •O—TO NAV/COMM 1
BCN
•TO F L A S H I N G < ADF
BEACON
1
LAND LIGHT NAV/ AUDIOPANEL (1) . / Q — T O HSI & G Y R O (3)
.TO FLASHING COM TO FLAPS ^^GYRO
BCN BEACON FLAP
•0—TO FLAPS .
AVN
FLAP ^ BUS 2 AVIONICS
. . ( J ) . AVIONICS
MASTER
SWITCH
AVN BUS 1 MASTER O—-TO VARIOUS
SWITCH WARN ANNUNCIATORS
•TO V A R I O U S
W/ARN A N N U N C I A T O R S
|S TO GLARESHIELD
-(1)^ INTERIOR
LUU. INSTRUMENT
LTS LIGHTS
LUO
TO MASTER
ALT SWITCH
TO MASTER ^ FPtL D
n
SWITCH
AVN ^
TO
ANNUNCIATOR PANEL
ACU
ANNUNCIATOR
PANEL-" ] LOW VOLT
A n a n n u n c i a t o r panel (with integral toggle switch) is located
^ FIELD
a b o v e the avionics stack a n d p r o v i d e s c a u t i o n ( a m b e r ) and w a r n i n g
GROUND (red) m e s s a g e s for selected p o r t i o n s of the airplane systems. T h e
a n n u n c i a t o r is designed to f l a s h m e s s a g e s for approximately 10
s e c o n d s to gain the attention of the pilot before c h a n g i n g to steady
o n . T h e a n n u n c i a t o r panel c a n n o t be t u r n e d off by the pilot.
TO CLOCK NOTE
BATTERY
TO ALT FLD
CIRCUIT
EXTERNAL BREAKER
POWER
Figure 7-8. Electrical S c h e m a t i c (Serials 2 0 6 0 8 1 3 9 a n d On)
(Srteet 1 of 2)
May 3 0 / 0 1 7-43
M a y 30/01 7-41
SECTION? CESSNA
AIRPLANE & SYSTEMS DESCRIPTION M O D E L 206H
SECTION 7 CESSNA
NOTE AIRPLANE & S Y S T E M S DESCRIPTION . M O D E L 206H
E a c h a v i o n i c s bus also incorporates a s e p a r a t e circuit breaker Use of the g r o u n d service pfug receptacle for s t a r t i n g an
airplane with a " d e a d " battery or c h a r g i n g a " d e a d " battery
installed b e t w e e n the primary bus a n d the a v i o n i c s m a s t e r switch. In
in the airplane is not r e c o m m e n d e d . T h e battery s h o u l d be
the e v e n t of a n electrical malfunction, t h i s b r e a k e r will trip a n d take
r e m o v e d f r o m the airplane a n d sen/iced in a c c o r d a n c e with
the e f f e c t e d a v i o n i c s bus off-line.
Maintenance Manual procedures. Failure to o b s e r v e this
precaution c o u l d result in loss of electrical p o w e r d u r i n q
AMMETER
flight.
T h e a m m e t e r / v a c u u m gauge unit is l o c a t e d o n the lower left side
NOTE
of the i n s t r u m e n t p a n e l . It indicates t h e a m o u n t of current, in
a m p e r e s , f r o m the alternator to the battery or f r o m the battery to the
If no avionics e q u i p m e n t is to be u s e d or w o r k e d o n , ' the
airplane e l e c t n c a l s y s t e m . W h e n the e n g i n e is o p e r a t i n g and the
avionics m a s t e r s w i t c h s h o u l d be turned off. If m a i n t e n a n c e
m a s t e r s w i t c h is t u r n e d o n , the a m m e t e r indicates the c h a r g i n g rate
is required o n the avionics equipment, it is a d v i s a b l e to
a p p l i e d to the battery. In the event the alternator is not functioning
I utilize a r e g u l a t e d external power source to p r e v e n t d a m a g e
or t h e electrical load e x c e e d s the o u t p u t of the alternator, the
to the avionics e q u i p m e n t by transient v o l t a g e . Do not crank
a m m e t e r indicates the battery d i s c h a r g e rate.
or start the e n g i n e with the avionics m a s t e r s w i t c h t u r n e d
on.
LOW VOLTAGE ANNUNCIATION
NOTE
I T h e low v o l t a g e w a r n i n g a n n u n c i a t o r is i n c o r p o r a t e d in the
I Just before c o n n e c t i n g a n external p o w e r s o u r c e ( g e n e r a t o r
a n n u n c i a t o r p a n e l and activates a n y t i m e v o l t a g e falls below 24.5
type or battery cart), the avionics m a s t e r s w i t c h a n d the
volts. If low v o l t a g e is d e t e c t e d , the red a n n u n c i a t i o n V O L T S will
master switch s h o u l d be t u r n e d O F F .
flash for a p p r o x i m a t e l y 10 s e c o n d s b e f o r e illuminating steadily. T h e
pilot c a n n o t turn off the annunciator.
If there is a n y q u e s t i o n as to the condition of the battery, the
following c h e c k s h o u l d b e m a d e after engine has b e e n s t a n e d a n d ^
external p o w e r s o u r c e h a s b e e n r e m o v e d .
1. Master S w i t c h - - O F F .
2. Taxi a n d L a n d i n g Light S w i t c h e s - - O N .
3. Engine R P M - - R E D U C E to idle.
4. Master S w i t c h - - O N (with taxi and landing lights t u r n e d on)
7-42 M a y 30/01
I
7-/I /t
CESSNA SECTION?
MODEL 206H AIRPLANE & SYSTEMS DESCRIPTION CESSNA SECTION 7
MODEL 206H AIRPLANE & SYSTEMS DESCRIPTION
DEFROSTING SYSTEM
LIGHTING SYSTEMS
T h e t e m p e r a t u r e a n d v o l u m e of airflow into the c a b i n c a n be
r e g u l a t e d by m a n i p u l a t i o n of t h e push-pull C A B I N H T a n d C A B I N I EXTERIOR LIGHTING '
A I R controls (Refer to F i g u r e ? - 9 ) . W h e n partial c a b i n heat is
d e s i r e d , b l e n d i n g w a r m a n d c o l d air will result in i m p r o v e d Exterior lighting c o n s i s t s of navigation lights on the w i n g tips a n d
ventilation a n d h e a t distribution t h r o u g h o u t the c a b i n . A d d i t i o n a l tip of the stinger, a d u a l landing/taxi light l o c a t e d in the left wing
o u t s i d e air for s u m m e r v e n t i l a t i o n is provided t h r o u g h the heat a n d leading e d g e , a f l a s h i n g b e a c o n m o u n t e d on top of the vertical fin,
a n d a s t r o b e light on e a c h w i n g tip. In addition, t w o c o u r t e s y lights
v e n t s y s t e m by o p e r a t i o n of t h e p u s h - p u l l AUX C A B I N A I R k n o b . All
are r e c e s s e d into the l o w e r surface of e a c h w i n g to provide
t h r e e control k n o b s a r e the d o u b l e - b u t t o n type with locks to p e r m i t |
illumination for e a c h c a b i n d o o r area.
i n t e r m e d i a t e settings.
Front cabin heat a n d v e n t i l a t i n g air is supplied by outlet h o l e s T h e exterior c o u r t e s y lights are turned on by pressing the
s p a c e d a c r o s s a c a b i n m a n i f o l d just fonward of the pilot's a n d courtesy light s w i t c h l o c a t e d in the pilot's o v e r h e a d c o n s o l e .
Pressing the c o u r t e s y light switch again will extinguish the lights.
copilot's feet. Rear c a b i n heat a n d air is s u p p l i e d by t h r e e d u c t s
T h e r e m a i n i n g exterior lights are o p e r a t e d by s w i t c h / b r e a k e r s
f r o m the m a n i f o l d , o n e outlet at e a c h front d o o r p o s t a r e a at floor
located o n the lower left i n s t r u m e n t panel. To activate these lights,
level a n d o n e e x t e n d i n g u n d e r the center of the c a b i n floor to an
place switch in t h e O N p o s i t i o n . To deactivate light, place in the
outlet in the floor b e h i n d t h e pilot a n d copilot seats. T h e c a b i n floor
O F F position.
outlet is flush m o u n t e d , w i t h a removable airflow diverter.
W i n d s h i e l d defrost air is- also s u p p l i e d by a duct f r o m t h e c a b i n
NOTE
m a n i f o l d an outlet o n top ol t h e glareshield; t h e r e f o r e , the
t e m p e r a t u r e of the d e f r o s t i n g air i s t h e s a m e as h e a t e d c a b i n air. A
The s t r o b e s a n d f l a s h i n g b e a c o n should not be used w h e n
rotating control k n o b , l a b e l e d D E F R O S T , regulates the v o l u m e of air
flying t h r o u g h c l o u d s or overcast; the flashing light reflected
to t h e w i n d s h i e l d . T u r n the k n o b c l o c k w i s e to O N a n d c o u n t e r -
from w a t e r d r o p l e t s or particles in the atmosphere,
c l o c k w i s e to O F F . Earlier serial n u m b e r e d a i r p l a n e s h a v e a p u s h - j
particularty a L night, c a n produce vertigo a n d loss of
pull control to regulate t h e v o l u m e of defrost air. I
orientation.
Additional c a b i n ventilation c a n be o b t a i n e d f r o m s e p a r a t e
INTERIOR LIGHTING
a d j u s t a b l e ventilators, o n e near e a c h upper c o r n e r of t h e w i n d s h i e l d
for the pilot a n d copilot, a n d f o u r a d j u s t a b l e ventilators in t h e c a b i n
Interior lighting is c o n t r o l l e d by a c o m b i n a t i o n of o v e r h e a d flood
ceiling adjacent to the c e n t e r a n d rear seat p a s s e n g e r s .
lighting, glareshield lighting, pedestal lighting, panel lighting, radio
lighting a n d pilot control w h e e l lighting.
M a y 30/01 7-4?
May 30/01 7-45
S E C T I O N 7. CESSNA
AIRPLANE & SYSTEMS DESCRIPTION M O D E L 206H
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTION MODEL 206H
Flood lighting is a c c o m p l i s h e d u s i n g two lights in t h e front a n d
two dome lights in t h e rear. T h e s e lights are c o n t a i n e d in t h e ' o v e r -
EXHAUST RAM AIR INLET h e a d console. T h e t w o rear lights are turned on a n d off w i t h p u s h
MUFFLER ( E N G I N E COMPARTMENT) type switches l o c a t e d near e a c h light a n d are fixed p o s i t i o n lights
SHROUD that provide for g e n e r a l illumination in the rear cabin a r e a . . T h e t w o
C A B I N HEAT C O N T R O L front lights are individually d i m m a b l e f r o m two k n o b s l o c a t e d next to
. HEATER the lights, rotating the k n o b c l o c k w i s e for m a x i m u m b r i g h t n e s s .
VALVE C A B I N AIR C O N T R O L T h e s e two lights provide lighting for the pilot a n d front p a s s e n g e r .
DEFROSTER C O N T R O L
VENTILATING
Glareshield lighting is a c c o m p l i s h e d using a f l u o r e s c e n t light
AIR DOOR
m o l d e d into the g l a r e s h i e l d . T h i s light is controlled by r o t a t i n g t h e
G L A R E S H I E L D L T d i m m e r , l o c a t e d b e l o w the pilot's p a n e l . R o t a t i n g
FRONT CABIN the dimmer c l o c k w i s e i n c r e a s e s light intensity, a n d r o t a t i n g t h e
AIR OUTLET
dimmer c o u n t e r c l o c k w i s e d e c r e a s e s light intensity.
(TYPICAL)
1285X1011
F i g u r e 7-9. C a b i n H e a t i n g , V e n t i l a t i n g , a n d Defrosting S y s t e m
ALTIMETER
PITOT-STATIC SYSTEM AND INSTRUMENTS
Airplane altitude is d e p i c t e d by a barometric t y p e altimeter. A
knob near the l o w e r left p o r t i o n of the indicator p r o v i d e s a d j u s t m e n t T h e pitot-static s y s t e m s u p p l i e s d y n a m i c air pressure to the
of the instrument's b a r o m e t r i c s c a l e to the current altimeter s e t t i n g . a i r s p e e d indicator a n d static p r e s s u r e to the airspeed indicator,
vertical s p e e d indicator a n d altimeter. T h e systems are c o m p o s e d of
VACUUM SYSTEM AND INSTRUMENTS a h e a t e d pitot tube m o u n t e d on the lower surtace of the left w i n g ,
two external static ports on the lower left and nght sides of the
T h e v a c u u m s y s t e m ( R e f e r to Figure 7-10) p r o v i d e s v a c u u m i f o r w a r d fuselage, an alternate static source valve a n d the
necessary to o p e r a t e t h e attitude indicator a n d h e a d i n g indicator. a s s o c i a t e d plumbing n e c e s s a r y to c o n n e c t the instruments to the
T h e system c o n s i s t s of t w o engine-driven v a c u u m p u m p s , t w o sources.
transducers for m e a s u r i n g v a c u u m available t h r o u g h e a c h p u m p , a
v a c u u m relief v a l v e , a v a c u u m s y s t e m air filter, v a c u u m o p e r a t e d T h e heated pitot s y s t e m c o n s i s t s of a heating element in the pitot
instruments, a v a c u u m g a u g e , a low v a c u u m w a r n i n g on the t u b e , a 10-amp s w i t c h / b r e a k e r labeled P I T O T H E A T , and a s s o c i a t e d
annunciator, a n d a m a n i f o l d w i t h check valves to allow for n o r m a l wiring. T h e switch/breaker is located on the lower left side of the
v a c u u m s y s t e m o p e r a t i o n if o n e of the v a c u u m p u m p s s h o u l d fail. i n s t r u m e n t panel. W h e n the pitot heat switch is turned o n , the
e l e m e n t in the pitot t u b e is h e a t e d electrically to maintain proper
ATTITUDE INDICATOR o p e r a t i o n in possible icing c o n d i t i o n s .
The attitude i n d i c a t o r is a vacuum/air-driven gyro t h a t gives a | A static pressure alternate s o u r c e valve is installed a b o v e the
visual indication of flight attitude. Bank attitude is p r e s e n t e d by a throttle, a n d can be u s e d if the external static s o u r c e is
pointer at the top of t h e indicator relative to the b a n k scale w h i c h m a l f u n c t i o n i n g . This v a l v e supplies static pressure from inside the
h a s index m a r k s at 1 0 ° , 2 0 ° , 3 0 ° , 6 0 ° , and 90° either side of the c a b i n instead of the external static port.
center mark. Pitch a n d roll attitudes are presented by a m i n i a t u r e
airplane s u p e r i m p o s e d o v e r a symbolic horizon a r e a d i v i d e d into If e r r o n e o u s instrument r e a d i n g s are s u s p e c t e d due to w a t e r or
t w o sections by a w h i t e h o r i z o n bar. T h e upper "blue sky" a r e a a n d ice in the pressure lines going to the standard external static
the lower " g r o u n d " a r e a h a v e pitch reference lines useful for pitch p r e s s u r e source, the alternate static s o u r c e valve should be pulled
attitude control. A k n o b at t h e b o t t o m of the instrument is p r o v i d e d on.
for in-flight a d j u s t m e n t of t h e s y m b o l i c airplane to the h o r i z o n b a i f
for a more a c c u r a t e flight a t t i t u d e indication. P r e s s u r e s within the cabin will vary with o p e n heater/vents a n d
w i n d o w s . Refer to S e c t i o n 5 for the configuration applicable to the
DIRECTIONAL INDICATOR * I use of the alternate static s o u r c e a n d the correction charts.
M a y 30/01 7-51
M a y 30/01 7-49
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTION MODEL 206H
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTION M O D E L 206H
A I R S P E E D INDICATOR
OVERBOARD
T h e a i r s p e e d indicator is c a l i b r a t e d in k n o t s . It incorporates an , VENT LINES .
internal, rotatabie ring w h i c h a l l o w s true a i r s p e e d to be read off the
CODE
f a c e of the dial. T h e indicator i n c o r p o r a t e s w i n d o w s at the six a n d 553 ENGINE- ^
t w e l v e o ' c l o c k positions. T h e w i n d o w at the six o'clock position I N L E T AIR DRIVEN
d i s p l a y s true a i r s p e e d , a n d the w i n d o w at the twelve o'clock T VACUUM
LOW V A C U U M
position d i s p l a y s pressure altitude o v e r l a y e d with a temperature PUMPS
VACUUM TRANSDUCERS
scale. (CONNECTED TO
ANNUNCIATOR
y. DISCHARGE
Limitation a n d range m a r k i n g s (in K I A S ) include the white arc (44 PANEL)
AIR
to 100 k n o t s ) , g r e e n arc (54 to 149 k n o t s ) , y e l l o w arc (149 to 182
knots), a n d a red line (182 k n o t s ) . MANIFOLD
VACUUM
CHECK VALVE
T o find true a i r s p e e d , first d e t e r m i n e p r e s s u r e altitude a n d SYSTEM
o u t s i d e air t e m p e r a t u r e . Using this d a t a , rotate the lower left k n o b AIR F I L T E R
until p r e s s u r e altitude aligns with o u t s i d e air t e m p e r a t u r e in the
t w e l v e o'clock w i n d o w . T r u e a i r s p e e d ( c o r r e c t e d for pressure a n d
t e m p e r a t u r e ) c a n now be read in t h e six o'clock window. For
m a x i m u m a c c u r a c y the true a i r s p e e d s h o u l d be r e a d opposite the
c a l i b r a t e d a i r s p e e d value. /
V E R T I C A L S P E E D INDICATOR
0785C1013
Figure 7 - 1 0 . V a c u u m System S c h e m a t i c
Standard avionics for tfie Model 206H airplanes include t h e T h e v a c u u m g a u g e is part of the v a c u u m g a u g e / a m m e t e r u n i t |
following e q u i p m e n t : located o n t h e l o w e r left corner of t h e instrument panel. It is
calibrated in inches of m e r c u r y and indicates v a c u u m available f o r .
Nav/Com Radio o p e r a t i o n of t h e attitude a n d directional indicators. T h e d e s i r e d !
N a v / C o m R a d i o with Glide S l o p e v a c u u m r a n g e is 4.5 to 5.5 inches of mercury. Normally, a v a c u u m
Indicator H e a d reading o u t of this r a n g e m a y indicate a s y s t e m malfunction or
Indicator H e a d improper a d j u s t m e n t , a n d in this c a s e , the gyros should not b e |
Transponder • c o n s i d e r e d reliable. H o w e v e r , due to lower a t m o s p h e r i c pressures
Audio P a n e l at higher altitudes, t h e v a c u u m gauge m a y indicate as low as 4.5 in.
E m e r g e n c y L o c a t o r T r a n s m i t t e r (ELT) H g . at 15,000 feet a n d still be a d e q u a t e for n o r m a l s y s t e m f
Global P o s i t i o n i n g S y s t e m ( G P S ) operation.
Dual Axis A u t o p i l o t
LOW V A C U U M ANNUNCIATION ' ' '
For c o m p l e t e o p e r a t i n g instructions o n the s t a n d a r d a n d optional
avionics s y s t e m s , refer to t h e S u p p l e m e n t s , Section 9. | Each e n g i n e - d r i v e n v a c u u m pump is p l u m b e d to a c o m m o n t e e ,
located fonward of t h e firewall. From the t e e , a single line runs into
the cabin to o p e r a t e t h e v a r i o u s v a c u u m .system instruments. T h e
tee c o n t a i n s c h e c k v a l v e s to prevent back flow into a p u m p if it fails.
T r a n s d u c e r s a r e l o c a t e d just upstream of t h e t e e -and m e a s u r e
v a c u u m o u t p u t of e a c h p u m p .
CLOCK/O.A.T. INDICATOR
An integrated c l o c k / O . A . T . / v o l t m e t e r is installed in the upper left AVIONICS SUPPORT EQUIPMENT
side of the i n s t r u m e n t p a n e l as s t a n d a r d e q u i p m e n t . For a
complete d e s c r i p t i o n a n d o p e r a t i n g instructions, refer to the A v i o n i c s operations are s u p p o r t e d by the avionics cooling fan,
I S u p p l e m e n t s , S e c t i o n 9. microphone and headset installations a n d static discharge w i c k s .
The airplane is e q u i p p e d w i t h a v a n e - t y p e stall w a r n i n g s y s t e m , A n avionics cooling fan is installed on the left side of the interior
in the leading e d g e of the left w i n g , w h i c h is electrically c o n n e c t e d firewall. The system utilizes a single electric fan a n d associated
to a stall w a r n i n g h o r n l o c a t e d in the headliner a b o v e the left c a b i n Iductwork to force-cool the center stack radios.
door. A 5 - a m p p u s h - t o - r e s e t circuit breaker labeled W A R N , o n the
right side of the s w i t c h a n d control p a n e l , protects the stall w a r n i n g P o w e r to the electric fan is s u p p l i e d through the A V N F A N circuit
I Each control
w h e e l contains a miniature push-to-talk s w i t c h . This
switch allows the pilot or front p a s s e n g e r to transmit on the C o m
Iradios using remote mics.
M a y 30/01
CESSNA SECTION 7
M O D E L 206H AIRPLANE & SYSTEMS DESCRIPTION
NOTE
STATIC DISCHARGERS
M a y 30/01 7-57
SECTION 7 CESSNA
AIRPLANE & SYSTEMS DESCRIPTION MODEL 206H
C A B I N FIRE EXTINGUISHER
1. L o o s e n retaining c l a m p ( s ) a n d r e m o v e extinguisher f r o m
bracket.
2. H o l d extinguisher upright, pull o p e r a t i n g lever lock pin, a n d
p r e s s lever while directing t h e d i s c h a r g e at the base of the fire
at t h e near edge. P r o g r e s s t o w a r d the b a c k of the fire by
m o v i n g t h e nozzle rapidly w i t h a s i d e to s i d e s w e e p i n g m o t i o n .
A WARNING
INTRODUCTION SECTION 8
T h i s section c o n t a i n s factory r e c o m m e n d e d p r o c e d u r e s for
p r o p e r ground h a n d l i n g a n d routine care and servicing of y o u r AIRPLANE HANDLING, SERVICE
a i r p l a n e . It also identifies c e r t a i n inspection and m a i n t e n a n c e !
r e q u i r e m e n t s w h i c h m u s t be f o l l o w e d if your airplane is to retain that
& MAINTENANCE
n e w airplane p e r f o r m a n c e a n d d e p e n d a b i l i t y . It is important to f o l l o w |
a p l a n n e d s c h e d u l e of lubrication a n d preventive m a i n t e n a n c e
b a s e d o n climatic a n d flying c o n d i t i o n s e n c o u n t e r e d in y o u r l o c a l
area. • TABLE OF CONTENTS Page
M a y 30/01 8-3
Oct 5/98 8-1
SECTION 8 CESSNA
HANDLING, SERVICE & MAINTENANCE MODEL 206H
SECTION 8 CESSNA
HANDLING, SERVICE & MAINTENANCE MODEL 206H
T o b e c a r r i e d in t h e airplane at all t i m e s :
UNITED S T A T E S AIRPLANE O W N E R S
1. C u r r e n t Pilot's Operating H a n d b o o k a n d FAA Approved!
A i r p l a n e Flight M a n u a l .
If y o u r airplane is r e g i s t e r e d in the U.S., appropriate C e s s n a
2. W e i g h t a n d B a l a n c e , a n d a s s o c i a t e d p a p e r s (latest c o p y of the
O w n e r A d v i s o r i e s will be m a i l e d to y o u automatically according to
R e p a i r a n d Alteration F o r m , F A A F o r m 3 3 7 , if applicable).
the latest aircraft registration n a m e a n d a d d r e s s which you have
3. E q u i p m e n t List.
p r o v i d e d to the FAA. T h e r e f o r e , it is important that you provide
correct a n d up-to-date mailing information to the FAA.
T o b e m a d e a v a i l a b l e u p o n request:
If y o u require a duplicate O w n e r A d v i s o r y to be sent to an
1. A i r p l a n e L o g B o o k .
a d d r e s s different from the F A A aircraft registration address, please
2. Engine Log Book.
c o m p l e t e a n d return an O w n e r A d v i s o r y Application (othenwise no
a c t i o n is required on your part).
M o s t of t h e i t e m s listed are r e q u i r e d by t h e U n i t e d States Federal
A v i a t i o n R e g u l a t i o n s . Since the R e g u l a t i o n s of other nations m a y
INTERNATIONAL AIRPLANE OWNERS
require o t h e r d o c u m e n t s a n d d a t a , o w n e r s of airplanes not
r e g i s t e r e d in t h e U n i t e d States s h o u l d c h e c k with their o w n aviation
T o receive C e s s n a O w n e r A d v i s o r i e s , please complete and
officials t o d e t e r m i n e their individual r e q u i r e m e n t s . , ,
return a n O w n e r Advisory A p p l i c a t i o n .
CESSNA SECTION 8
MODEL 206H HANDLING, SERVICE & MAINTENANCE
TIE-DOWN
P r o p e r t i e - d o w n p r o c e d u r e is t h e b e s t p r e c a u t i o n a g a i n s t d a m a g e
to the p a r k e d airplane b y gusty or strong w i n d s . T o t i e - d o w n t h e PILOT CONDUCTED PREVENTIVE MAINTENANCE
airplane securely, p r o c e e d as follows:
A certified pilot w h o o w n s or operates a n a i r p l a n e not u s e d as an
1. Set the parking b r a k e a n d install t h e c o n t r o l w h e e l lock. air carrier is a u t h o r i z e d by FAR Part 43 to p e r f o r m limited
2 . Install a surface control lock over the fin a n d rudder. m a i n t e n a n c e o n his a i r p l a n e . Refer to FAR Part 4 3 for a list of the
specific m a i n t e n a n c e o p e r a t i o n s which are a l l o w e d .
3. T i e sufficiently strong ropes or c h a i n s (700 p o u n d s tensile
strength) to t h e w i n g , tail a n d n o s e t i e - d o w n fittings a n d
NOTE
s e c u r e e a c h rope or c h a i n to a r a m p t i e - d o w n .
4 . I n s t a l l a pitot t u b e c o v e r .
Pilots o p e r a t i n g a i r p l a n e s of other than U.S. registry s h o u l d
refer to t h e r e g u l a t i o n s of the country of certification for
JACKING information on p r e v e n t i v e maintenance that may be
p e r f o r m e d by pilots.
W h e n a r e q u i r e m e n t e x i s t s t o j a c k t h e e n t i r e a i r p l a n e off t h e
g r o u n d , o r w h e n w i n g j a c k p o i n t s a r e u s e d in t h e j a c k i n g o p e r a t i o n , A M a i n t e n a n c e M a n u a l m u s t be obtained prior to p e r f o r m i n g any
r e f e r t o t h e M a i n t e n a n c e M a n u a l for s p e c i f i c p r o c e d u r e s a n d preventive m a i n t e n a n c e to e n s u r e that proper p r o c e d u r e s are
equipment required. " followed. Y o u r local C e s s n a Sen/ice Station s h o u l d be c o n t a c t e d f o r j
further i n f o r m a t i o n or for required m a i n t e n a n c e w h i c h must be
Individual main gear may be j a c k e d by using the jack pad w h i c h a c c o m p l i s h e d by a p p r o p r i a t e l y licensed p e r s o n n e l .
is i n c o r p o r a t e d in t h e m a i n l a n d i n g g e a r s t r u t s t e p b r a c k e t . W h e n
u s i n g t h e i n d i v i d u a l g e a r s t r u t j a c k p a d , f l e x i b i l i t y of t h e g e a r s t r u t ALTERATIONS OR REPAIRS
w i l l c a u s e t h e m a i n w h e e l t o s l i d e i n b o a r d a s t h e w h e e l is r a i s e d ,
t i l t i n g t h e j a c k . T h e j a c k m u s t t h e n b e l o w e r e d for a s e c o n d j a c k i n g It is e s s e n t i a l that the F A A be contacted prior to any alterations
operation. Do not j a c k both m a i n w h e e l s s i m u l t a n e o u s l y using the on the a i r p l a n e to e n s u r e that ainworthiness of t h e airplane is not
individual main gear jack pads. violated. A l t e r a t i o n s or repairs to the airplane m u s t b e a c c o m p l i s h e d
by licensed p e r s o n n e l , utilizing only FAA A p p r o v e d c o m p o n e n t s and
FAA A p p r o v e d d a t a , s u c h a s C e s s n a Service Bulletins.
A CAUTION
DO NOT A P P L Y P R E S S U R E ON T H E E L E V A T O R
OR HORIZONTAL STABILIZER SURFACES.
W H E N PUSHING ON T H E T A I L C O N E , A L W A Y S
A P P L Y P R E S S U R E AT A B U L K H E A D TO AVOID
BUCKLING THE SKIN.
If n o s e g e a r m a i n t e n a n c e is r e q u i r e d , t h e n o s e w h e e l m a y b e
r a i s e d off t h e g r o u n d b y p r e s s i n g d o w n o n a t a i l c o n e b u l k h e a d , j u s t
f o r w a r d of t h e h o r i z o n t a l s t a b i l i z e r , a n d a l l o w i n g t h e tail to rest o n
t h e tail t i e - d o w n r i n g .
T o a s s i s t in r a i s i n g a n d h o l d i n g t h e n o s e w h e e l off t h e g r o u n d ,
GROUND HANDLING g r o u n d a n c h o r s s h o u l d b e u t i l i z e d at t h e tail t i e d o w n p o i n t . '
TOWING NOTE
L o n g i t u d i n a l l e v e l i n g of t h e a i r p l a n e is a c c o m p l i s h e d b y p l a c i n g a
A CAUTION l e v e l o n l e v e l i n g s c r e w s l o c a t e d o n t h e left s i d e of t h e t a i l c o n e .
REMOVE ANY INSTALLED RUDDER L O C K BEFORE Deflate the n o s e tire and/or lower or raise the nose strut to properly
TOWING. c e n t e r t h e b u b b l e in t h e l e v e l . C o r r e s p o n d i n g p o i n t s o n b o t h u p p e r
door sills m a y b e u s e d to level t h e a i r p l a n e laterally.
If the airplane is t o w e d or p u s h e d o v e r a rough s u r f a c e d u r i n g
h a n g a r i n g , w a t c h that the n o r m a l c u s h i o n i n g action of t h e n o s e strut FLYABLE STORAGE
d o e s not cause e x c e s s i v e vertical m o v e m e n t of the t a i l ' a n d the
resulting contact w i t h low h a n g a r d o o r s or structure. A flat n o s e tire A i r p l a n e s p l a c e d in n o n o p e r a t i o n a l s t o r a g e f o r a m a x i m u m of 3 0
or deflated strut will also i n c r e a s e tail height. d a y s o r t h o s e w h i c h r e c e i v e o n l y i n t e r m i t t e n t o p e r a t i o n a l u s e for t h e
first 2 5 h o u r s a r e c o n s i d e r e d in f l y a b l e s t o r a g e s t a t u s . E v e r y
PARKING II s e v e n t h d a y d u r i n g these periods, the propeller s h o u l d be rotated by
h a n d t h r o u g h f i v e r e v o l u t i o n s . T h i s a c t i o n " l i m b e r s " t h e oil a n d
W h e n parking t h e airplane, h e a d into the w i n d a n d set the h e l p s p r e v e n t a n y a c c u m u l a t i o n of c o r r o s i o n o n e n g i n e c y l i n d e r
I p a r k i n g brake. Do not set the p a r k i n g brake during c o l d w e a t h e r walls.
w h e n a c c u m u l a t e d m o i s t u r e m a y freeze the brakes, or w h e n the
b r a k e s are o v e r h e a t e d . C l o s e the c o w l flaps, install t h e c o n t r o l
w h e e l lock a n d c h o c k the w h e e l s . In s e v e r e w e a t h e r a n d high w i n d
conditions, tie the airplane d o w n a s outlined in t h e f o l l o w i n g
paragraph.
CESSNA SECTION 8
MODEL 206H H A N D L I N G , SERVICE & MAINTENANCE
A WARNING
F O R MAXIMUM S A F E T Y , C H E C K T H A T T H E
CAPACITY O F ENGINE SUMP IGNITION S W I T C H IS O F F , T H E T H R O T T L E IS
C L O S E D , T H E M I X T U R E C O N T R O L I S IN T b E
T h e engine h a s a total c a p a c i t y of 11 quarts, with the oil filter I D L E C U T O F F P O S I T I O N , AND T H E A I R P L A N E
a c c o u n t i n g for a p p r o x i m a t e l y o n e quart of that total. T h e e n g i n e oil IS SECURED BEFORE ROTATING THE
s u m p has a c a p a c i t y of 10 q u a r t s . T h e engine must not be o p e r a t e d P R O P E L L E R B Y H A N D . DO N O T S T A N D W I T H I N
o n less than 6 q u a r t s (as m e a s u r e d by the dipstick). For e x t e n d e d THE A R C O F THE PROPELLER B L A D E S WHILE
flights, the e n g i n e s h o u l d b e filled t o capacity. TURNING T H E P R O P E L L E R .
May 30/01
8-13
SECTION 8
CESSNA
HANDLING, SERVICE & M A I N T E N A N C E MODEL 206H
CESSNA
HANDUNG, SERVICE & MAINTENANCE MODEL 206H FUEL
«
A P P R O V E D F U E L G R A D E S (AND C O L O R S )
D e p e n d i n g o n v a r i o u s flight o p e r a t i o n s , your local G o v e r n m e n t
Aviation A g e n c y m a y r e q u i r e additional service, i n s p e c t i o n s , or 1 0 0 L L G r a d e Aviaiion Fuel ( B l u e ) .
t e s t s . For t h e s e r e g u l a t o r y r e q u i r e m e n t s , owners s h o u l d c h e c k w i t h 100 G r a d e Aviation Fuel ( G r e e n ) .
local aviation officials w h e r e t h e a i r p l a n e is being o p e r a t e d .
NOTE
For quick a n d r e a d y r e f e r e n c e , quantities, m a t e r i a l s and
specifications for f r e q u e n t l y u s e d s e n / i c e items are a s f o l l o w s . Isopropyl alcohol or d i e t h y l e n e glycol m o n o m e t h y l ether
( D i E G M E ) may be a d d e d to the f u e l s u p p l y in quantities not
OIL to e x c e e d 1 % (alcohol) or 0 . 1 5 % ( D i E G M E ) of total v o l u m e .
R e f e r to Fuel Additives in later p a r a g r a p h s for additional
information. _ , /
OIL S P E C I F I C A T I O N
I M I L - L - 6 0 8 2 o r S A E J 1 9 6 6 Aviation Grade Straight M i n e r a l O i l :
U s e d w h e n t h e a i r p l a n e w a s d e l i v e r e d from the factory a n d s h o u l d FUEL CAPACITY
b e used to replenish t h e s u p p l y d u r i n g the first 25 h o u r s . T h i s oil
s h o u l d be d r a i n e d a n d filter r e p l a c e d after the first 25 h o u r s of
9 2 . 0 U.S. Gallons T o t a l : 4 6 . 0 U.S. G a l l o n s per tank.
o p e r a t i o n . Refill the e n g i n e a n d c o n t i n u e to use until a total of 5 0
h o u r s has a c c u m u l a t e d o r oil c o n s u m p t i o n has stabilized. .
NOTE
I M I L - L - 2 2 8 5 1 or S A E J 1 8 9 9 A v i a t i o n G r a d e A s h l e s s D i s p e r s a n t
T o e n s u r e m a x i m u m f u e l c a p a c i t y w h e n refueling a n d
Oil: Oil c o n f o r m i n g to T e x t r o n L y c o m i n g Sen/ice Instruction N o .
m i n i m i z e cross f e e d i n g , t h e f u e l s e l e c t o r valve s h o u l d b e
1014, a n d all revisions a n d s u p p l e m e n t s thereto, m u s t b e u s e d after
p l a c e d in either the L E F T or R I G H T position a n d t h e
first 5 0 h o u r s o r oil c o n s u m p t i o n h a s stabilized.
a i r p l a n e parked in a w i n g s l e v e l , n o r m a l g r o u n d attitude.
RECOMMENDED VISCOSITY FOR TEMPERATURE RANGE R e f e r to Figure 1-1 for a d e f i n i t i o n of n o r m a l ground attitude.
8-14 M a y 30/01
CESSNA SECTION 8
MODEL 206H HANDLING, SERVICE & MAINTENANCE
CESSNA SECTION 8
MODEL 206H HANDLING, SERVICE & MAINTENANCE
O n e exception to this c a n b e e n c o u n t e r e d w h e n o p e r a t i n g under
. t h e c o m b i n e d effect of: (1) u s e of c e r t a i n f u e l s , with (^) high h u m i d -
ity c o n d i t i o n s on the g r o u n d (3) f o l l o w e d by flight at high altitude
2. A n alternate m e t h o d that m a y be u s e d is to premix the
a n d low t e m p e r a t u r e . U n d e r t h e s e u n u s u a l conditions, s m a l l
c o m p l e t e alcohol d o s a g e w i t h s o m e fuel in a separate clean
a m o u n t s of water in solution c a n precipitate f r o m the fuel s t r e a m
J c o n t a i n e r (approximately 2-3 gallon capacity) and then
a n d f r e e z e in sufficient q u a n t i t i e s to i n d u c e partial icing of the e n -
t r a n s f e r r i n g this mixture to the tank prior to the fuel
gine fuel s y s t e m .
operation.
W h i l e t h e s e conditions a r e q u i t e rare a n d will not normally p o s e a
D i e t h y l e n e glycol m o n o m e t h y l e t h e r ( D i E G M E ) c o m p o u n d must p r o b l e m to o w n e r s a n d o p e r a t o r s , t h e y d o exist in certain a r e a s of
be carefully m i x e d with the fuel in c o n c e n t r a t i o n s between 0.10% t h e w o r l d a n d consequently m u s t b e d e a l t w i t h , w h e n e n c o u n t e r e d .
( m i n i m u m ) a n d 0 . 1 5 % ( m a x i m u m ) of total fuel v o l u m e . Refer to
Figure 8-1 f o r a D i E G M E - t o - f u e l m i x i n g chart. T h e r e f o r e , to help alleviate t h e possibility of fuel icing occurring
u n d e r t h e s e unusual c o n d i t i o n s , it is p e r m i s s i b l e to add isopropyl
a l c o h o l o r diethylene glycol m o n o m e t h y l ether ( D i E G M E ) c o m p o u n d
A WARNING
to t h e fuel supply.
ANTI-ICING ADDITIVE IS DANGEROUS TO
T h e introduction of a l c o h o l o r D i E G M E c o m p o u n d into the fuel
HEALTH WHEN BREATHED AND/OR ABSORBED
p r o v i d e s t w o distinct effects: (1) it a b s o r b s the dissolved w a t e r f r o m
INTO THE SKIN.
the g a s o l i n e a n d (2) a l c o h o l h a s a f r e e z i n g t e m p e r a t u r e d e p r e s s a n t
effect.
A CAUTION
NOTE
M I X I N G O F D i E G M E W I T H F U E L IS E X T R E M E L Y
I M P O R T A N T . A C O N C E N T R A T I O N IN E X C E S S OF W h e n using fuel a d d i t i v e s , it m u s t b e r e m e m b e r e d that the
THAT RECOMMENDED (0.15% BY VOLUME final g o a l is to obtain a c o r r e c t fuel-to-additive ratio in the
M A X I M U M ) W I L L R E S U L T IN DETRIMENTAL t a n k , a n d not just w i t h fuel c o m i n g out of the refueling I
EFFECTS TO THE FUEL T A N K S AND SEALANT, nozzle. For e x a m p l e , a d d i n g 15 gallons of correctly
A N D D A M A G E TO 0 - R I N G S A N D S E A L S USED p r o p o r t i o n e d fuel to a t a n k w h i c h c o n t a i n s 20 gallons of
IN THE FUEL SYSTEM AND ENGINE u n t r e a t e d fuel will result in a lower-than-acceptable
C O M P O N E N T S . A C O N C E N T R A T I O N OF LESS c o n c e n t r a t i o n level to t h e 3 5 g a l l o n s of fuel which now
T H A N T H A T R E C O M M E N D E D ( 0 . 1 0 % BY T O T A L reside in the tank.
VOLUME MINIMUM) WILL RESULT IN
INEFFECTIVE TREATMENT. USE ONLY A l c o h o l , if u s e d , is to b e b l e n d e d w i t h the fuel in a concentration
BLENDING EQUIPMENT THAT IS of 1 % by v o l u m e . C o n c e n t r a t i o n s g r e a t e r than 1 % are not
R E C O M M E N D E D BY T H E M A N U F A C T U R E R TO r e c o m m e n d e d since they c a n b e d e t r i m e n t a l to fuel tank materials.
^ O B T A I N PROPER PROPORTIONING.
T h e m a n n e r in w h i c h t h e a l c o h o l is a d d e d to the fuel is
significant " b e c a u s e alcohol is m o s t effective w h e n it is c o m p l e t e l y
P r o l o n g e d s t o r a g e of the airplane will result in a water buildup in d i s s o l v e d in the fuel. T o e n s u r e p r o p e r m i x i n g , the following is
the fuel w h i c h "leeches out" the additive. A n indication of this is recommended:
w h e n an e x c e s s i v e a m o u n t of w a t e r a c c u m u l a t e s in the fuel tank
s u m p s . T h e c o n c e n t r a t i o n can be c h e c k e d using a differential 1. For best results, t h e a l c o h o l s h o u l d be added during the
r e f r a c t o m e t e r . It is imperative that the technical manual for the fueling o p e r a t i o n by p o u r i n g the alcohol directly on the
differential refractometer be f o l l o w e d explicitly w h e n checking the fuel stream issuing f r o m the f u e l i n g nozzle.
additive c o n c e n t r a t i o n .
M a y 30/01 8-17
O c t 5/98 8-19
SECTION 8 CESSNA
HANDLING, SERVICE & MAINTENANCE MODEL 206H SECTION 8 CESSNA
HANDLING, SERVICE & MAINTENANCE M O D E L 206H
FUEL CONTAMINATION
I If c o n t a m i n a t i o n is d e t e c t e d , drain all f u e l d r a i n p o i n t s a g a i n ,
including the fuel reservoirs a n d the fuel s e l e c t o r q u i c k d r a i n v a l v e ,
and t h e n gently rock the wings and lower t h e tail to t h e g r o u n d to
m o v e a n y additional contaminants to the s a m p l i n g p o i n t s . T a k e
| r e p e a t e d s a m p l e s f r o m all fuel drain points until all c o n t a m i n a t i o n
has b e e n r e m o v e d . If, after repeated s a m p l i n g , e v i d e n c e of
c o n t a m i n a t i o n still exists, the airplane s h o u l d not b e f l o w n . T a n k s
should be d r a i n e d a n d s y s t e m p u r g e d by q u a l i f i e d m a i n t e n a n c e
p e r s o n n e l . All e v i d e n c e of contamination m u s t be r e m o v e d before
further flight. If the airplane has been s e r v i c e d w i t h t h e i m p r o p e r fuel
grade, defuel c o m p l e t e l y a n d refuel with t h e correct g r a d e . Do not
fly the airplane with c o n t a m i n a t e d or u n a p p r o v e d f u e l .
In a d d i t i o n , O w n e r s / O p e r a t o r s w h o are not a c q u a i n t e d w i t h a
particular fixed b a s e operator should be a s s u r e d t h a t t h e f u e l s u p p l y
has b e e n c h e c k e d for contamination a n d is p r o p e r l y f i l t e r e d before
allowing the airplane to be serviced. Fuel t a n k s s h o u l d b e kept full
between flights, p r o v i d e d weight a n d b a l a n c e c o n s i d e r a t i o n s will
permit, to r e d u c e the possibility of water c o n d e n s i n g o n t h e w a l l s of
partially filled t a n k s .
LANDING G E A R
M a y 30/01 8-21
SECTION 8
CESSNA
H A N D L I N G , SERVICE & M A I N T E N A N C E MODEL 206H
SECTION 8 CESSNA
HANDLING, SERVICE & MAINTENANCE MODEL 206H
INTERIOR CARE ,
Follow by c a r e f u l l y w a s h i n g with a mild detergent a n d plenty of T o r e m o v e dust and loose dirt f r o m the upholstery a n d carpet,
w a t e r . Rinse t h o r o u g h l y , t h e n dry with a clean moist c h a m o i s . Do c l e a n t h e interior regularly w i t h a v a c u u m cleaner.
not rub the plastic w i t h a dry cloth since this builds up a n
electrostatic c h a r g e w h i c h attracts dusL W a x i n g w i t h a g o o d Blot up any spilled liquid p r o m p t l y w i t h cleansing tissue or rags.
c o m m e r c i a l w a x will finish the c l e a n i n g job. A thin, e v e n c o a t of Don't pat the spot; press t h e blotting m a t e r i a l firmly a n d hold it for
w a x , polished out by h a n d with clean soft flannel c l o t h s , will fill in s e v e r a l s e c o n d s . C o n t i n u e b l o t t i n g until n o m o r e liquid is t a k e n u p .
m i n o r scratches a n d h e l p p r e v e n t further scratching. S c r a p e off sticky materials w i t h a dull knife, then spot clean the
area.
Do not use a c a n v a s c o v e r on^the windshield u n l e s s f r e e z i n g rain
o r sleet is a n t i c i p a t e d s i n c e the cover may s c r a t c h the plastic O i l y spots may be c l e a n e d w i t h h o u s e h o l d spot r e m o v e r s , u s e d
surface. s p a r i n g l y . Before using a n y s o l v e n t , r e a d t h e instructions o n the
c o n t a i n e r a n d test it o n a n o b s c u r e place o n the fabric to be
PAINTED SURFACES c l e a n e d . Never saturate t h e f a b r i c w i t h a volatile solvent; it m a y
d a m a g e the padding a n d b a c k i n g m a t e r i a l s .
T h e painted e x t e h o r s u r f a c e s of your new Cessna have a
d u r a b l e , long lasting f i n i s h . S o i l e d upholstery a n d c a r p e t m a y b e c l e a n e d w i t h f o a m t y p e
d e t e r g e n t , used according to t h e m a n u f a c t u r e r ' s instructions. T o
Generally, the p a i n t e d s u r f a c e s c a n be kept bright by w a s h i n g m i n i m i z e wetting the fabric, k e e p t h e f o a m a s dry a s p o s s i b l e a n d
with water a n d m i l d s o a p , f o l l o w e d by a rinse with w a t e r a n d d r y i n g r e m o v e it with a v a c u u m c l e a n e r .
with cloths or a c h a m o i s . H a r s h or abrasive s o a p s or d e t e r g e n t s
w h i c h cause c o r r o s i o n or s c r a t c h e s should never be u s e d . R e m o v e For complete information r e l a t e d to interior cleaning, refer to t h e
s t u b b o r n oil a n d g r e a s e with a cloth moistened w i t h S t o d d a r d i M a i n t e n a n c e Manual.
solvent. T a k e s p e c i a l c a r e to m a k e sure that the exterior g r a p h i c s
a r e not t o u c h e d b y t h e solvent. For complete c a r e of exterior
I g r a p h i c s , refer to t h e M a i n t e n a n c e M a n u a l .
8-24
M a y 30/01
8-22 M a y 30/01
Q> SUPPLEMENTS
SUPPLEMENTS (O
CESSNA SECTION 9
MODEL 206H SUPPLEMENTS
CESSNA SECTION 9
MODEL 206H SUPPLEMENTS
11 Reserved 0
12 Reserved ,, 0
13 Reserved 0 206H-S1-04
14 Reserved 0
• R e v i s i o n L e v e l of S u p p l e m e n t
•Supplement Number
• T y p e of A i r p l a n e S u p p l e m e n t A p p l i e s T o
M a y 30/01 9-1/(9-2 b l a n k )
Oct 5/98 LOG 1
1 SECTION 9 CESSNA
SUPPLEMENTS MODEL 206H
Bendix/King K X I S S A V M B f A •
CESSNA MODEL 206H
1 0
N A V / C O M M with Kl 2 0 8 or Kl 209A Jsl
Indicator Head A , ^ ^, ,
AIRPLANES 206H8001 AND ON 2 Bendix/King K T 7 6 0 Transponder 0 •
^ M e m b e r of G A M A 14 Reserved 0
COPYRIGHT ^ 1 9 9 8
5 October 1998
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA
206HPHUS-S1-00 S1-1
SUPPLtlvitiN I a
SECTION 9 - SUPPLEMENTS CESSNA
S U P P L E M E N T 1 - FAA A P P R O V E D MODEL 206H
( 0 (Original) O c L 5, 1 9 9 8
Airplane
Unit Revision Incorporated
Number Title Effectivity Incorporation In A i r p l a n e
Oct 18/99
LOG 2
ZM2
Figure 1 . B e n d i x / K i n g K X 1 5 5 A V H F N A V / C O M M with Kl 2 0 8 or
K l 2 0 9 A I n d i c a t o r H e a d ( S h e e t 1 of 7)
I I D . B D L D E ^
Figure 1. B e n d i x / K i n g K X 1 5 5 A V H F N A V / C O M M with Kl 2 0 8 or
Kl 2 0 9 A I n d i c a t o r H e a d ( S h e e t 2 o f 7)
F i g u r e 1 . B e n d i x / K i n g . K X 1 5 5 A V H F N A V / C O M M w i t h Kl 2 0 8 o r Kl F i g u r e 1 . B e n d i x / K i n g K X 1 5 5 A V H F N A V / C O M M w i t h Kl 2 0 8 or K l
2 0 9 A I n d i c a t o r H e a d ( S h e e t 5 of 7) 2 0 9 A I n d i c a t o r H e a d ( S h e e t 3 of 7 )
T h e t r a n s c e i v e r is a l w a y s t u n e d t o t h e f r e q u e n c y a p p e a r i n g in 13. M O D E S E L E C T O R B U T T O N - D e p r e s s i n g t h e m o d e button
t h e A C T I V E d i s p l a y . It i s , t h e r e f o r e , p o s s i b l e to h a v e t w o will c a u s e the N A V display to go from the A C T I V E / S T A N D B Y
d i f f e r e n t f r e q u e n c i e s s t o r e d in t h e A C T I V E a n d S T A N D B Y f o r m a t to t h e A C T I V E / C D I ( C o u r s e D e v i a t i o n l n d i c a t o r ) ' f o r m a t .
d i s p l a y s a n d to c h a n g e b a c k a n d f o r t h b e t w e e n t h e m a t t h e In t h e C D I m o d e , t h e f r e q u e n c y i n c / d e c k n o b ( p u s h e d in)
s i m p l e p u s h of t h e t r a n s f e r b u t t o n . c h a n n e l s t h e A C T I V E f r e q u e n c y . W h e n t h e A C T I V E w i n d o w is
t u n e d to a V O R f r e q u e n c y , t h e s t a n d b y f r e q u e n c y a r e a is
r e p l a c e d by a three digit O B S ( O m n i B e a r i n g Selector)
6. C O M M F R E Q U E N C Y S E L E C T O R K N O B (OUTER) - The
display. T h e desired O B S course can be selected by pulling
o u t e r , l a r g e r s e l e c t o r k n o b is u s e d t o c h a n g e t h e M H z p o r t i o n
o u t t h e i n n e r N A V f r e q u e n c y k n o b a n d t u r n i n g it. T h i s O B S
of t h e f r e q u e n c y d i s p l a y . A t e i t h e r b a n d - e d g e of t h e 1 1 8 - 1 3 6
d i s p l a y is i n d e p e n d e n t of a n y O B S c o u r s e s e l e c t e d o n a n
M H z f r e q u e n c y s p e c t r u m , an offscale rotation will w r a p t h e
e x t e r n a l C D I . A n " O B S " in t h e m i d d l e of t h e N A V d i s p l a y w i l l
d i s p l a y a r o u n d t o t h e o t h e r f r e q u e n c y b a n d - e d g e (i.e., 1 3 6
f l a s h w h i l e t h e i n n e r N A V f r e q u e n c y k n o b is p u l l e d o u L The
M H z a d v a n c e s to 118 M H z ) .
C D I is d i s p l a y e d o n t h e l i n e b e l o w t h e f r e q u e n c y / O B S . W h e n
t h e A C T I V E w i n d o w is t u n e d to a l o c a l i z e r f r e q u e n c y , t h e
7. C O M M F R E Q U E N C Y S E L E C T O R K N O B ( I N N E R ) - This
s t a n d b y f r e q u e n c y a r e a is r e p l a c e d b y " L O C " . W h e n the
s m a l l e r k n o b is d e s i g n e d t o c h a n g e t h e i n d i c a t e d f r e q u e n c y in
r e c e i v e d s i g n a l is t o o w e a k to e n s u r e a c c u r a c y t h e d i s p l a y w i l l
s t e p s of 5 0 - k H z w h e n it is p u s h e d i n , a n d in 2 5 - k H z s t e p s
"FLAG".
w h e n it is p u l l e d o u L For 8.33 k H z v e r s i o n s , c h a n n e l s are
i n c r e m e n t e d in 2 5 k H z s t e p s w i t h t h e k n o b p u s h e d in a n d
8.33 kHz with the knob pulled out. D e p r e s s i n g the m o d e button a g a i n will c a u s e t h e N A V display
to go from the ACTIVE/CDI format to the A C T I V E / B E A R I N G
8. N A V A / O L U M E C O N T R O L ( P U L L I D E N T ) - A d j u s t s v o l u m e of f o r m a t . In t h e B E A R I N G m o d e , t h e f r e q u e n c y i n c / d e c k n o b
n a v i g a t i o n r e c e i v e r a u d i o . W h e n t h e k n o b is p u l l e d o u t , t h e channels the ACTIVE frequency window. Depressing the
I d e n t s i g n a l p l u s v o i c e m a y b e h e a r d . T h e v o l u m e of f r e q u e n c y transfer button will c a u s e the A C T I V E f r e q u e n c y to
voice/ident c a n b e a d j u s t e d by turning this k n o b . b e p l a c e d in b l i n d s t o r a g e a n d t h e S T A N D B Y f r e q u e n c y (in
b l i n d s t o r a g e ) to b e d i s p l a y e d in t h e A C T I V E w i n d o w d i s p l a y .
9. N A V / F R E Q U E N C Y TRANSFER BUTTON (-^r-^ ) - In b e a r i n g m o d e , t h e r i g h t h a n d w i n d o w of t h e N A V d i s p l a y
Interchanges the N A V Active and S T A N D B Y frequencies. s h o w s t h e b e a r i n g T O t h e s t a t i o n . W h e n a t o o w e a k or i n v a l i d
D e p r e s s i n g t h e N A V f r e q u e n c y t r a n s f e r b u t t o n for 2 s e c o n d s V O R s i g n a l is r e c e i v e d t h e d i s p l a y f l a g s ( d a s h e s ) .
o r m o r e w i l l c a u s e t h e d i s p l a y to g o i n t o t h e A C T I V E E N T R Y
m o d e . O n l y t h e A C T I V E f r e q u e n c y w i l l b e d i s p l a y e d a n d it c a n A n o t h e r p u s h of t h e m o d e b u t t o n w i l l c a u s e t h e N A V d i s p l a y
be directly c h a n g e d by using the N A V inc/dec knobs. The to go from the ACTIVE/BEARING format to the
d i s p l a y will return to the A C T I V E / S T A N D B Y m o d e w h e n t h e A C T I V E / R A D I A L f o r m a t . In t h e R A D I A L m o d e , t h e f r e q u e n c y
N A V f r e q u e n c y t r a n s f e r b u t t o n is p u s h e d . inc/dec knobs channel the A C T I V E frequency w i n d o w and
depressing the frequency transfer button will c a u s e the
A C T I V E f r e q u e n c y to b e p l a c e d in b l i n d s t o r a g e a n d t h e
S T A N D B Y f r e q u e n c y (in b l i n d s t o r a g e ) t o b e d i s p l a y e d in t h e
A C T I V E w i n d o w d i s p l a y . In r a d i a l m o d e of o p e r a t i o n , t h e right-
h a n d w i n d o w of N A V d i s p l a y s h o w s t h e r a d i a l F R O M t h e
s t a t i o n . W h e n a t o o w e a k o r i n v a l i d V O R s i g n a l is r e c e i v e d
the display flags (dashes).
F i g u r e 1 . B e n d i x / K i n g K X ^ 5 ^ A V H F N A V / C O M M w i t h K l 2 0 8 or K l F i g u r e 1 . B e n d i x / K i n g K X 1 5 5 A V H F N A V / C O M M w i t h K l 2 0 8 or Kl
2 0 9 A I n d i c a t o r H e a d ( S h e e t 4 of 7 ) 2 0 9 A I n d i c a t o r H e a d ( S h e e t 6 of 7 )
6. M i c Button: A n o t h e r p u s h of t h e m o d e b u t t o n w i l l c a u s e t h ^ u n i t t o g o i n t o
a . T o t r a n s m i t - P r e s s b u t t o n a n d s p e a k in m i c r o p h o n e . t h e T I M E R m o d e . W h e n t h e u n i t is t u r n e d o n , t h e e l a p s e d
timer (ET) begins c o u n t i n g u p w a r d s f r o m z e r o . T h e timer c a n
N O T E be s t o p p e d a n d reset to zero by p u s h i n g t h e N A V f r e q u e n c y
t r a n s f e r b u t t o n for 2 s e c o n d s o r m o r e c a u s i n g t h e E T o n t h e
D u r i n g C O M M t r a n s m i s s i o n , a lighted " T " will a p p e a r display to flash. In t h i s s t a t e , t h e t i m e r c a n b e s e t a s a
b e t w e e n the " C O M M " a n d " S T B Y " displays to indicate that c o u n t d o w n timer or t h e e l a p s e d t i m e r c a n be restarted. T h e
t h e t r a n s c e i v e r is o p e r a t i n g i n t h e t r a n s m i t m o d e . c o u n t d o w n t i m e r is s e t b y u s i n g t h e N A V f r e q u e n c y i n c / d e c
k n o b s to s e t t h e d e s i r e d t i m e a n d t h e n p u s h i n g t h e N A V
b. T o R e c e i v e - R E L E A S E m i k e b u t t o n . f r e q u e n c y t r a n s f e r b u t t o n to s t a r t t h e t i m e r . T h e l a r g e k n o b
s e l e c t s m i n u t e s , t h e s m a l l k n o b in t h e " i n " p o s i t i o n s e l e c t s 1 0
NAVIGATION RECEIVER OPERATION: s e c o n d i n t e r v a l s , a n d t h e s m a l l k n o b in t h e " o u t " p o s i t i o n
selects individual s e c o n d s . After t h e c o u n t d o w n timer r e a c h e s
1. N A V F r e q u e n c y Selector K n o b s - S E L E C T desired operating z e r o , t h e c o u n t e r w i l l b e g i n to c o u n t u p w a r d s i n d e f i n i t e l y w h i l e
f r e q u e n c y in " S T B Y " d i s p l a y . f l a s h i n g f o r t h e first 1 5 s e c o n d s . W h e n t h e e l a p s e d t i m e r is
2. N A V T R A N S F E R B U T T O N - P R E S S to transfer desired r e s e t t o z e r o it m a y b e r e s t a r t e d a g a i n b y m o m e n t a r i l y
f r e q u e n c y from the " S T B Y " display into the " N A V " display. pushing the NAV frequency transfer button.
3 . S p e a k e r S e l e c t o r ( o n a u d i o c o n t r o l p a n e l ) -- S E T to d e s i r e d
mode..
14. V O R / L o c a l i z e r N e e d l e or CDI n e e d l e .
4. N A V Volume Control -
a. A D J U S T to desired a u d i o level.
15. Glideslope Flag
b. P U L L o u t t o i d e n t i f y s t a t i o n .
16. T O - F R O M - N A V F L A G
VOR OPERATION:
17. Azimuth Card
C h a n n e l the N A V Receiver to the d e s i r e d V O R a n d monitor the
a u d i o to positively identify the station. T o select an O B S course, 18. O B S K n o b
t u r n t h e O B S k n o b to s e t t h e d e s i r e d c o u r s e u n d e r t h e l u b b e r line.
W h e n a s i g n a l is r e c e i v e d , t h e N A V f l a g w i l l p u l l o u t of v i e w a n d
19. Glideslope Needle
s h o w a " T O " or " F R O M " f l a g a s a p p r o p r i a t e for t h e s e l e c t e d
course.
LOC OPERATION
L o c a l i z e r c i r c u i t r y is e n e r g i z e d w h e n t h e N A V R e c e i v e r is
c h a n n e l e d to a n I L S f r e q u e n c y . Monitor the L O C audio and
p o s i t i v e l y i d e n t i f y t h e s t a t i o n . T h e N A V f l a g w i l l b e o u t of v i e w w h e n
t h e s i g n a l is of s u f f i c i e n t s t r e n g t h t o b e u s a b l e .
F i g u r e 1 . B e n d i x / K i n g K X 1 5 5 A V H F N A V / C O M M w i t h Kl 2 0 8 o r K l
2 0 9 A I n d i c a t o r H e a d ( S h e e t 7 of 7)
LIMITATIONS T h e g l i d e s l o p e r e c e i v e r is a u t o m a t i c a l l y c h a n n e l e d w h e n a
l o c a l i z e r f r e q u e n c y is s e l e c t e d . A s e p a r a t e w a r n i n g f l a g is p r o v i d e d
T h e r e is n o c h a n g e to t h e a i r p l a n e l i m i t a t i o n s w h e n t h i s a v i o n i c
to i n d i c a t e u s a b l e s i g n a l c o n d i t i o n s .
e q u i p m e n t is installed.
PILOT CONFIGURATION
NORMAL P R O C E D U R E S 3?
Adjustment Mnemonic Min L e v e l Max L e v e l
S u b s e q u e n t p r e s s e s of t h e M O D E b u t t o n sequences through
S W R V , B R I M , SIDE, a n d t h e n back to S W R V .
P r e s s i n g t h e N A V T r a n s f e r B u t t o n m o m e n t a r i l y e x i t s Pilot
c o n f i g u r a t i o n m o d e . T h e N A V r e t u r n s to its p r e - P i l o t C o n f i g s t a t e
ATextron Company
w i t h t h e n e w b r i g h t n e s s a n d s i d e t o n e l e v e l s s t o r e d in n o n v o l a t i l e
memory.
Pilot's Operating Handbook and
FAA Approved Airplane Flight Manual
SECTION 5
PERFORMANCE
CESSNA MODEL 206H
T h e r e is n o c h a n g e t o t h e a i r p l a n e p e r f o r m a n c e w h e n t h i s
AIRPLANES 206H8001 AND ON a v i o n i c e q u i p m e n t is i n s t a l l e d . H o w e v e r , t h e i n s t a l l a t i o n of a n
externally m o u n t e d a n t e n n a , or s e v e r a l related a n t e n n a s , will result
SUPPLEMENT 2 in a m i n o r r e d u c t i o n in c r u i s e p e r f o r m a n c e .
BENDIX/KING KT 76C
T R A N S P O N D E R WITH BLIND E N C O D E R
S E R I A L NO..
REGISTRATION NO.
FAA APPROVAL
FAA APPROVED UNDER FAR 21 SUBPART J
The Cessna Aircraft Co
Delegation Option Manufacturer CE-1
^wiU/^/'mmff ExeeutivoEnjinMr
itier 1998
^ Member of G A M A
COPYRIGHT ® 1998
5 October 1998
CESSNA AIRCRAFT COMPANY
WICHITA. KANSAS, USA • S2-1
206HPHUS-S2-00
SUPPLEMENT 2
BENDIX/KING KT 76C TRANSPONDER with BLIND
ENCODER
T h e f o l l o w i n g L o g of E f f e c t i v e P a g e s p r o v i d e s t h e d a t e of i s s u e
f o r o r i g i n a l a n d r e v i s e d p a g e s , a s w e l l a s a l i s t i n g o f all p a g e s in
the Supplement. Pages which are affected by the current
r e v i s i o n will c a r r y t h e d a t e of t h a t r e v i s i o n
0 (Original) O c L 5, 1 9 9 8
Airplane
Unit Revision incorporated '
Number Title Effectivity Incorporation In A i r p l a n e
S2-2 O c t 5/98
CESSNA SECTION 9 - SUPPLEMENTS CESSNA SECTION 9 - SUPPLEMENTS
MODEL 206H S U P P L E M E N T 2 - FAA A P P R O V E D MODEL 206H S U P P L E M E N T 2 - FAA A P P R O V E D
SUPPLEMENT
BENDIX/KING KT 76C TRANSPONDER
with BLIND ENCODER
SECTION 1
GENERAL
5 T h e B e n d i x / K i n g T r a n s p o n d e r ( T y p e K T 7 6 0 ) , s h o w n in F i g u r e
1 , is t h e a i r b o r n e c o m p o n e n t of a n A i r T r a f f i c C o n t r o l R a d a r B e a c o n
System (ATCRBS). The transponder enables the A T C ground
c o n t r o l l e r to " s e e " a n d i d e n t i f y m o r e r e a d i l y t h e a i r c r a f t o n t h e
radarscope. The blind encoder (SSD120-20) enables the
1 . M O D E S E L E C T O R K N O B - C o n t r o l s application of power a n d transponder to automatically report aircraft altitude to A T C .
selects transponder operating m o d e as follows:
T h e B e n d i x / K i n g T r a n s p o n d e r s y s t e m c o n s i s t s of a p a n e l -
OFF - T u r n s s e t off. m o u n t e d unit a n d an e x t e r n a l l y - m o u n t e d ' a n t e n n a . T h e transponder
receives interrogating pulse signals on 1030 M H z and transmits
SBY - T u r n s set o n for s t a n d b y p o w e r a n d c o d e selection. c o d e d pulse-train reply signals o n 1090 M H z . It is c a p a b l e of
" S B Y " is a n n u n c i a t e d . replying to M o d e A a n d also to M o d e C (altitude reporting)
i n t e r r o g a t i o n s o n a s e l e c t i v e r e p l y b a s i s o n a n y of 4 0 9 6 i n f o r m a t i o n
TST - Self-test function. T i i e transmitter is d i s a b l e d . All c o d e s e l e c t i o n s . A s i d e w a l l - m o u n t e d S S D 1 2 0 - 2 0 B l i n d E n c o d e r is
display s e g m e n t s will illuminate. i n c l u d e d in t h e a v i o n i c c o n f i g u r a t i o n , t h e t r a n s p o n d e r c a n p r o v i d e
a l t i t u d e r e p o r t i n g in 1 0 0 - f o o t i n c r e m e n t s b e t w e e n - 1 0 0 0 and
ON - T u r n s s e t o n a n d e n a b l e s t r a n s p o n d e r to transmit -1- 2 0 , 0 0 0 f e e t .
M o d e A r e p l y p u l s e s . O N is a n n u n c i a t e d .
T h e K T 7 6 C features microprocessor a n d LSI (Large Scale
ALT - T u r n s set o n a n d e n a b l e s t r a n s p o n d e r to t r a n s m i t Integrated) control. M o d e and c o d e selection are performed using
either M o d e A reply pulses and M o d e C pulses t h e r o t a r y k n o b a n d n u m e r i c b u t t o n s a n d all f u n c t i o n s i n c l u d i n g t h e
selected automatically by the interrogating signal. flight level altitude are p r e s e n t e d on a g a s d i s c h a r g e display. All
A L T is a n n u n c i a t e d . display s e g m e n t s are automatically d i m m e d by a photocell type
sensor.
2. A L T I T U D E D I S P L A Y - D i s p l a y s t h e p r e s s u r e a l t i t u d e o n t h e left
A V F R p r o g r a m m i n g s e q u e n c e , d e s c r i b e d in S e c t i o n 4 , a l l o w s s i d e of t h e d i s p l a y . T h e d i s p l a y is in h u n d r e d s of f e e t . " F L " is
t h e p i l o t to p r e p r o g r a m a n y s i n g l e c o d e s u c h a s " 1 2 0 0 " i n t o t h e K T a n n u n c i a t e d t o i n d i c a t e F l i g h t L e v e l a l t i t u d e . F l i g h t L e v e l is a
7 6 0 . Pressing the V F R button instantly returns the KT 7 6 0 to the t e r m t o i n d i c a t e t h a t t h e a l t i t u d e is not t r u e a l t i t u d e , b u t
p r e p r o g r a m m e d c o d e without having to manually enter " 1 2 0 0 " . b a r o m e t r i c a l t i t u d e w h i c h is not c o r r e c t e d f o r l o c a l p r e s s u r e . F o r
E x a m p l e , " F L - 0 4 0 " c o r r e s p o n d s to a n a l t i t u d e o f 4 0 0 0 f e e t ,
Ail Bendij</King T r a n s p o n d e r operating controls are located on m e a n i n g s e a l e v e l p r e s s u r e of 2 9 . 9 2 i n c h e s of m e r c u r y .
t h e f r o n t p a n e l of t h e u n i t . F u n c t i o n s of t h e o p e r a t i n g c o n t r o l s a r e
d e s c r i b e d in F i g u r e 1 . T h e F l i g h t L e v e l a l t i t u d e is o n l y d i s p l a y e d w h e n t h e a l t i t u d e
r e p o r t i n g is e n a b l e d , i.e. in A l t i t u d e m o d e . If a n i n v a l i d c o d e
f r o m t h e a l t i m e t e r is d e t e c t e d d a s h e s w i l l a p p e a r _ i n t h e
a l t i t u d e w i n d o w . A l t i t u d e r e p o r t i n g is d i s a b l e d if t h e a l t i t u d e
w i n d o w is b l a n k or h a s d a s h e s .
3. M O D E A N N U N C I A T O R S - D i s p l a y s t h e o p e r a t i n g m o d e of t h e
transponder.
5 . N U M E R I C K E Y S 0-7 - S e l e c t s t r a n s p o n d e r r e p l y ( S Q U A W K )
code. T h e n e w c o d e w i l l b e t r a n s m i t t e d after a 5 - s e c o n d
delay.
6 . I D E N T B U T T O N (IDT) - W h e n d e p r e s s e d , s e l e c t s s p e c i a l
i d e n t i f i e r p u l s e to b e t r a n s m i t t e d w i t h t r a n s p o n d e r r e p l y t o
e f f e c t i m m e d i a t e i d e n t i f i c a t i o n of t h e a i r p l a n e o n t h e g r o u n d
controller's display. ("R" will illuminate steadily for
a p p r o x i m a t e l y 18 s e c o n d s . B u t t o n i l l u m i n a t i o n is c o n t r o l l e d b y
t h e avionic light d i m m i n g rheostat.
1. M o d e Selector K n o b ~ A L T .
T h e r e is n o c h a n g e to t h e a i r p l a n e p e r f o r m a n c e w h e n this
2. Numeric Keys 0-7 - S E L E C T 7 7 0 0 operating code.
avionic e q u i p m e n t is installed. H o w e v e r , t h e i n s t a l l a t i o n of a n
e x t e r n a l l y - m o u n t e d a n t e n n a , or r e l a t e d e x t e r n a l a n t e n n a s , w i l l r e s u l t
TO TRANSMIT A SIGNAL REPRESENTING LOSS OF ALL
i n a m i n o r r e d u c t i o n in c r u i s e p e r f o r m a n c e .
C O M M U N I C A T I O N S ( W H E N IN A C O N T R O L L E D
ENVIRONMENT):
1. M o d e Selector Knob ~ A L T .
2. Numeric Keys 0-7 ~ S E L E C T 7 6 0 0 operating code.
SECTION 4
NORMAL P R O C E D U R E S
BEFORE TAKEOFF:
1. M o d e Selector K n o b - S B Y .
T O T R A N S M I T M O D E A C O D E S IN FLIGHT:
1. N u m e r i c Keys 0-7 ~ S E L E C T a s s i g n e d c o d e . .
2 . M o d e S e l e c t o r K n o b -- O N .
NOTES
• M o d e A r e p l i e s a r e t r a n s m i t t e d in A L T a l s o ;
however, M o d e C replies are suppressed w h e n the
M o d e S e l e c t o r K n o b is p o s i t i o n e d t o O N .
3. I D T B u t t o n -- D E P R E S S momentarily w h e n instructed by
g r o u n d c o n t r o l l e r to " s q u a w k I D E N T " ( " R " w i l l i l l u m i n a t e
steadily indicating IDENT operation).
T O T R A N S M I T M O D E C C O D E S IN F L I G H T :
1. N u m e r i c Keys 0-7 ~ S E L E C T a s s i g n e d c o d e .
2. M o d e Selector K n o b ~ A L T .
NOTES
• A l t i t u d e t r a n s m i t t e d b y t h e t r a n s p o n d e r for a l t i t u d e
s q u a w k a n d d i s p l a y e d o n t h e K T 7 6 C p a n e l is
pressure altitude (referenced to 2 9 . 9 2 " ) and
c o n v e r s i o n to i n d i c a t e d a l t i t u d e is d o n e in t h e
ATC computers.
1 . M o d e S e l e c t o r K n o b ~ T S T C h e c k all d i s p l a y s .
2. M o d e Selector K n o b - S E L E C T desired function.
SUPPLEMENT
BENDIX/KING KMA 26 AUDIO SELECTOR PANEL
ATextron Company
SECTION 1
GENERAL Pilot's Operating Handbook and
FAA Approved Airplane Fiiglit Manual
T h e B e n d i x / K i n g K M A 2 6 A u d i o S e l e c t o r P a n e l is a c o m b i n a t i o n
L i g h t d i m m i n g f o r t h e a u d i o c o n t r o l p a n e l is m a n u a l l y c o n t r o l l e d
by t h e R A D I O light rheostat knob. This supplement must be inserted into Section 9 of the Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual when the KMA 26 Audio
Selector Panel is installed.
MARKER FACILITIES
MARKER IDENTIFYING T O N E LIGHT* FAA APPROVAL
FAA APPROVED UNDER FAR 21 SUBPART J
The Cessna Aircraft Co
Inner, Continuous 6 dots/sec (3000 Hz) White D ^ a t i o n option Manubcturer CE-1
Airway &
Fan
Date: 16 No^mber 1998
Middle Alternate dots a n d dashes ( 1 3 0 0 Hz) Amber
* W h e n t h e i d e n t i f y i n g t o n e is k e y e d , t h e COPYRIGHT ®1998
CESSNA AIRCRAFT COMPANY
5 October 1998
respective indicating light will blink WICHITA, KANSAS, USA S3-1
accordingly.
206HPHUS-S3-00
SUPPLEMENTS
11 10
BENDIX/KING KMA 26 AUDIO S E L E C T O R PANEL
T h e f o l l o w i n g L o g of E f f e c t i v e P a g e s p r o v i d e s t h e d a t e of i s s u e
f o r o r i g i n a l a n d r e v i s e d p a g e s , a s w e l l a s a l i s t i n g of a l l p a g e s i n
the S u p p l e m e n t . Pages w h i c h are affected by t h e current
r e v i s i o n w i l l c a r r y t h e d a t e of t h a t r e v i s i o n
Revision Level D a t e of I s s u e
0 (Original) O c L 5, 1998
PAGE DAlb PAGE DATE 1 . CREW INTERCOM VOLUME (VOL CREW) KNOB and INTERCOM VOX
SENSITIVITY SET (INTERCOM PUSH VOX) SWITCH -- Inside knob
adjusts Pilot and Copilot intercom volume. Intercom operation is voice
Title (S3-1) Oct 5/98 S3-5 Oct 5/98 activated (VOX), where intercom becomes active automatically when a
S3-2 Oct 5/98 S3-6 Oct 5/98 crew member or passenger begins to speak. Set the intercom VOX
S3-3 Oct 5/98 S3-7 Oct 5/98 squelch by momentarily pressing and releasing the left inner knob
when no one is speaking.
S3-4 Oct 5/98 S3-8 Oct 5/98
F i g u r e 1 . B e n d i x / K i n g K M A 2 6 A u d i o S e l e c t o r P a n e l ( S h e e t 1 of 3)
S3-4 O c t 5/98
S3-2 Oct 5/98
CESSNA SECTION 9 - SUPPLEMENTS CESSNA SECTION 9 - SUPPLEMENTS
MODEL 206H S U P P L E M E N T 3 - FAA A P P R O V E D MODEL 206H SUPPLEMENT 3 - FAA APPROVED
This action bypasses the K M A 2 6 audio amplifier and 7. INTERCOM MODE SELECT SWITCH - Has three modes " A L L " ,
"CREW", AND "PILOT" which are selected with the toggle switch on
connects the pilot's mic/head set directly to C O M 1 .
the lower left side on the faceplate. In'the " A L L " position the pilot,
copilot, and passengers are all on the same intercom "loop" and
SECTION 4 everyone hears the radios. In the "CREW" positfon the pilot and
copilot are on one intercom loop and can hear the radios while the
NORMAL P R O C E D U R E S passengers have their own dedicated intercom and do not hear the
radios. In the "PILOT" mode the pilot hears the radios but is isolated
AUDIO CONTROL SYSTEM OPERATION: from the intercom while the copilot and passengers are on the same
Intercom loop and do not hear the radios.
1. M I C Selector S w i t c h - - T u r n to desired transmitter.
When either the " A L L " or "CREW" intercom modes are selected, the
pilot's and copilot's intercom volume is controlled by rotating the Crew
2. S P E A K E R a n d Audio Select Button(s) -- S E L E C T desired Intercom Volume Knob (left inner knob) while the passenger's volume
receiver(s). is controlled by rotating the Passenger Intercom Volume Knob (left
outer knob). When the "PILOT" intercom mode is selected, the
copilot's and passenger's volume is controlled with the Passenger
NOTES Intercom Volume Knob. Remember, the volume knobs on the KMA 26
control intercom volume only, not the receiver's volume.
R o t a t i o n of t h e M I C s e l e c t o r s w i t c h s e l e c t s t h e C o m a u d i o
automatically.
F i g u r e 1 . B e n d i x / K i n g K M A 2 6 A u d i o S e l e c t o r P a n e l ( S h e e t 2 of 3)
F i g u r e 1 . B e n d i x / K i n g K M A 2 6 A u d i o S e l e c t o r P a n e l ( S h e e t 3 of 3)
SUPPLEMENT
POINTER MODEL 3000-11 OR 4000-11 ATextron Company
EMERGENCY LOCATOR TRANSMITTER (ELT)
Pilot's Operating Handbook and
SECTION 1
FAA Approved Airplane Flight Manual
GENERAL
CESSNA MODEL 206H
This s u p p l e m e n t p r o v i d e s i n f o r m a t i o n w h i c h m u s t b e o b s e r v e d
w h e n o p e r a t i n g t h e Pointer M o d e l 3 0 0 0 - 1 1 or 4 0 0 0 - 1 1 E m e r g e n c y l AIRPLANES 20608001 AND ON
Locator T r a n s m i t t e r .
T h e Pointer M o d e l 3 0 0 0 - 1 1 E L T (which i n c o r p o r a t e s t h e E n g l i s h l
SUPPLEMENT 4
placard) or 4 0 0 0 - 1 1 E L T ( w h i c h i n c o r p o r a t e s t h e bilingual p l a c a r d ) !
P O I N T E R M O D E L 3000-11 O R M O D E L 4000-11
consists of a s e l f - c o n t a i n e d d u a l - f r e q u e n c y solid-state t r a n s m i t t e r
EMERGENCY LOCATOR TRANSMITTER
p o w e r e d by a battery p a c k c o n s i s t i n g of five alkaline " C " cell
batteries a n d is a u t o m a t i c a l l y a c t i v a t e d by a d e c e l e r a t i o n s e n s i n g
inertia " G " s w i t c h , w h i c h is d e s i g n e d to activate w h e n t h e unit
SERIAL NO.
s e n s e s longitudinal inertia f o r c e s a s required in T S 0 - C 9 1 A . A l s o , a
r e m o t e s w i t c h / a n n u n c i a t o r is installed o n the top right h a n d side of REGISTRATION NO.
t h e copilot's i n s t r u m e n t p a n e l f o r c o n t r o l of t h e E L T f r o m t h e flight
c r e w station. T h e a n n u n c i a t o r , w h i c h is in t h e center of t h e rocker
s w i t c h , illuminates w h e n t h e E L T transmitter is t r a n s m i t t i n g . T h e T h i s s u p p l e m e n t m u s t b e I n s e r t e d into S e c t i o n 9 o f t h e Pilot's Operating
E L T emits an o m n i - d i r e c t i o n a l s i g n a l on t h e international distress H a n d b o o k a n d F A A A p p r o v e d A i r p l a n e Flight M a n u a l w h e n t h e P o i n t e r M o d e l
f r e q u e n c i e s of 1 2 1 . 5 M H z a n d 2 4 3 . 0 M H z . G e n e r a l a v i a t i o n a n d 3000-11 or M o d e l 4 0 0 0 - 1 1 E m e r g e n c y Locator T r a n s m i t t e r is installed.
c o m m e r c i a l aircraft, t h e F A A a n d C A P monitor 121.5 M H z , a n d
2 4 3 . 0 M H z is m o n i t o r e d b y t h e military. FAA A P P R O V A L
PAA APPROVED UNDER FAR 21 SUBPART J
Tfu) Cessna Aircraft Co
T h e E L T is c o n t a i n e d in a h i g h i m p a c t , fire retardant, g l a s s filled lation Option Manufacturer CE-I
L e x a n c a s e with c a r r y i n g h a n d l e a n d is m o u n t e d b e h i n d the aft
Executive Engineer
c a b i n partition wall o n t h e right side of the tailcone. T o g a i n a c c e s s
to the unit, r e m o v e t h e aft c a b i n partition. T h e E L T is o p e r a t e d by a
control panel a t t h e f o r w a r d e n d of the unit or by t h e r e m o t e
^ Member of GAMA
s w i t c h / a n n u n c i a t o r l o c a t e d o n t h e t o p right h a n d portion of the
copilot's instrument p a n e l (see F i g u r e 1).
COPYRIGHT © 1998
CESSNA AIRCRAFT C O M P A N Y
5 October 1998
WICHITA, KANSAS, USA Revision 1 - 30 May 2001
206HPHUS-S4-01
84-1
M a y 30/01 S4-3
SECTION 9 - S U P P L E M E N T S CESSNA SECTION 9 - SUPPLEMENTS CESSNA
SUPPLEMENT 4 - FAA APPROVED MODEL 206H S U P P L E M E N T 4 - FAA A P P R O V E D MODEL 206H
1. E N S U R E E L T A C T I V A T I O N :
a. P o s i t i o n r e m o t e s w i t c h / a n n u n c i a t o r to t h e O N position even ON
if a n n u n c i a t o r light is a l r e a d y o n .
poinief/ SENTRYii
A
b. If a i r p l a n e radio is o p e r a b l e a n d c a n b e safely used (no E
U
t h r e a t of fire or explosion), t u r n O N a n d select 121.5 M H z . fflfi'Jti CRNBB
I tl T n L
If t h e E L T c a n be heard t r a n s m i t t i n g , it is w o r k i n g properly. 0 T
- c. E n s u r e t h a t a n t e n n a is clear of o b s t r u c t i o n s . RESET
NOTE
2. P R I O R T O S I G H T I N G R E S C U E A I R C R A F T -- Consen/e
a i r p l a n e battery. Do not activate radio t r a n s c e i v e r .
3. A F T E R S I G H T I N G R E S C U E A I R C R A F T - Position remote 1. R E M O T E CABLE JACK - Connects to ELT remote
s w i t c h / a n n u n c i a t o r to the R E S E T p o s i t i o n a n d release to the switch/annunciator l o c a t e d o n t h e copilot's instrument p a n e l .
A U T O p o s i t i o n to prevent radio i n t e r f e r e n c e . A t t e m p t contact 2. A N T E N N A R E C E P T A C L E - C o n n e c t s to a n t e n n a m o u n t e d o n
w i t h r e s c u e aircraft with t h e radio t r a n s c e i v e r set to a top of tailcone.
f r e q u e n c y of 121.5 M H z . If no c o n t a c t is e s t a b l i s h e d , return 3. T R A N S M I T T E R A N N U N C I A T O R L I G H T - Illuminates r e d to
t h e r e m o t e s w i t c h / a n n u n c i a t o r to the O N position immediately. indicate the transmitter is t r a n s m i t t i n g a distress s i g n a l .
4. F O L L O W I N G . R E S C U E -- Position r e m o t e switch/annunciator
t o the A U T O position, terminating e m e r g e n c y t r a n s m i s s i o n s .
4 . M A S T E R F U N C T I O N S E L E C T O R S W I T C H (3-position t o g g l e SECTION 4
switch): NORMAL P R O C E D U R E S
ON - Activates t r a n s m i t t e r instantly. U s e d for test
p u r p o s e s a n d if " G " s w i t c h is inoperative. T h e
O N position b y p a s s e s t h e a u t o m a t i c activation A s l o n g a s t h e r e m o t e s w i t c h / a n n u n c i a t o r is in t h e A U T O position
s w i t c h . ( T h e r e d a n n u n c i a t o r in t h e center of a n d t h e E L T m a s t e r f u n c t i o n selector switch r e m a i n s in t h e A U T O
the remote switch/annunciator should position, t h e E L T a u t o m a t i c a l l y activates w h e n t h e unit s e n s e s
illuminate). longitudinal inertia f o r c e s as required in T S 0 - C 9 1 A .
AUTO ~ A r m s transmitter f o r a u t o m a t i c activation if " G "
switch s e n s e s a p r e d e t e r m i n e d deceleration F o l l o w i n g a lightning strike, or an e x c e p t i o n a l l y h a r d l a n d i n g , t h e
level. ELT m a y a c t i v a t e a l t h o u g h no e m e r g e n c y e x i s t s . If t h e r e m o t e
O F F / R E S E T - Deactivates transmitter during handling, switch/annunciator illuminates, the ELT has inadvertently activated
following r e s c u e a n d to reset t h e automatic itself. A n o t h e r w a y t o c h e c k is t o select 1 2 1 . 5 M H z o n t h e radio
activation f u n c t i o n . ( T h e r e d a n n u n c i a t o r in the transceiver a n d listen f o r a n e m e r g e n c y t o n e t r a n s m i s s i o n . If t h e
center of the r e m o t e s w i t c h / a n n u n c i a t o r s h o u l d remote s w i t c h / a n n u n c i a t o r is illuminated or a n e m e r g e n c y t o n e is
; : extinguish). heard, p o s i t i o n t h e r e m o t e s w i t c h / a n n u n c i a t o r in t h e R E S E T position
and r e l e a s e t o t h e A U T O position.
5. R E M O T E S W I T C H / A N N U N C I A T O R (3-position rocker switch):
ON ~ R e m o t e l y activates t h e t r a n s m i t t e r for test or T h e E L T m u s t b e s e r v i c e d in a c c o r d a n c e with F A R Part 9 1 . 2 0 7 .
emergency situations. R e d a n n u n c i a t o r in
center of rocker s w i t c h i l l u m i n a t e s to indicate INSPECTION/TEST .
that t h e t r a n s m i t t e r is t r a n s m i t t i n g a distress
signal. 1. T h e e m e r g e n c y l o c a t o r transmitter s h o u l d b e t e s t e d e v e r y 100
AUTO ~ A r m s transmitter f o r a u t o m a t i c activation if " G " hours.
switch s e n s e s a p r e d e t e r m i n e d deceleration
level. NOTE
RESET — Deactivates and rearms transmitter after
a u t o m a t i c activation b y t h e " G " s w i t c h . Red T e s t s h o u l d o n l y be c o n d u c t e d within t h e first 5
a n n u n c i a t o r in c e n t e r of rocker s w i t c h s h o u l d m i n u t e s of e a c h tiour.
extinguish.
2. Disconnect antenna cable from ELT.
SECTION 2 3. T u r n airplane battery switch a n d avionics p o w e r s w i t c h e s O N .
LIMITATIONS 4. T u r n a i r p l a n e t r a n s c e i v e r O N a n d set f r e q u e n c y to 1 2 1 . 5 M H z .
5. Place r e m o t e s w i t c h / a n n u n c i a t o r in t h e O N p o s i t i o n . The
Refer t o S e c t i o n 2 of the Pilot's O p e r a t i n g H a n d b o o k ( P O H ) . a n n u n c i a t o r s h o u l d illuminate. Permit o n l y t h r e e e m e r g e n c y
tone transmissions, then immediately reposition the remote
s w i t c h / a n n u n c i a t o r to t h e R E S E T position a n d r e l e a s e t o t h e '
A U T O position.
6. P l a c e t h e E L T m a s t e r function s e l e c t o r s w i t c h in t h e O N
p o s i t i o n . Verify t h a t t h e transmitter a n n u n c i a t o r light o n the
ELT a n d the remote switch/annunciator o n the instrument
p a n e l are i l l u m i n a t e d .
^ M e m b e r of G A M A
SECTION 5
COPYRIGHT ® 1998 5 October 1998 PERFORMANCE
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA S4-1 T h e r e is n o c h a n g e in airplane p e r f o r m a n c e w h e n t h e E L T is
206HPHUS-S4-00 installed.
SUPPLEMENT 4
POINTER MODEL 3000-11 EMERGENCY LOCATOR
TRANSMITTER (ELT)
T h e f o l l o w i n g L o g of E f f e c t i v e P a g e s p r o v i d e s t h e d a t e of i s s u e
for o r i g i n a l a n d r e v i s e d p a g e s , a s w e l l a s a l i s t i n g o f a l l p a g e s in
the S u p p l e m e n t . Pages w h i c h are affected by the current
revision will carry t h e date of that revision
Revision Level D a t e of I s s u e
0 (Original) O c L 5, 1 9 9 8
Airplane
Unit Revision Incorporated '
Number Title Effectivity Incorporation In A i r p l a n e
In a c c o r d a n c e w i t h F A A r e g u l a t i o n s , t h e E L T ' s b a t t e r y p a c k m u s t
b e r e p l a c e d after 2 y e a r s s h e l f o r s e r v i c e life or f o r a n y of t h e 1. E N S U R E E L T A C T I V A T I O N :
following reasons: a. Position remote switch/annunciator to the O N position even
if a n n u n c i a t o r l i g h t is a l r e a d y o n .
a. A f t e r t h e t r a n s m i t t e r h a s b e e n u s e d in a n e m e r g e n c y s i t u a t i o n
b. If a i r p l a n e r a d i o is o p e r a b l e a n d c a n b e s a f e l y u s e d (no
( i n c l u d i n g a n y i n a d v e r t e n t a c t i v a t i o n of u n k n o w n d u r a t i o n ) .
t h r e a t of f i r e o r e x p l o s i o n ) , t u r n O N a n d s e l e c t 1 2 1 . 5 M H z .
b. A f t e r t h e t r a n s m i t t e r h a s b e e n o p e r a t e d for m o r e t h a n o n e If t h e E L T c a n b e h e a r d t r a n s m i t t i n g , it is w o r k i n g p r o p e r l y .
c u m u l a t i v e hour (e.g. t i m e a c c u m u l a t e d in several tests a n d
c. E n s u r e t h a t a n t e n n a is c l e a r of o b s t r u c t i o n s .
i n a d v e r t e n t a c t i v a t i o n of k n o w n d u r a t i o n ) .
c. O n o r b e f o r e b a t t e r y r e p l a c e m e n t d a t e . B a t t e r y r e p l a c e m e n t
NOTE "
d a t e is m a r k e d o n t h e b a t t e r y p a c k a n d t h e l a b e l o n t h e
transmitter.
W h e n t h e E L T is a c t i v a t e d , a d e c r e a s i n g t o n e w i l l
be heard before the typical warbling tone begins.
2. P R I O R T O S I G H T I N G R E S C U E A I R C R A F T - Conserve
^ EMERGENCY
ON a i r p l a n e b a t t e r y . D o not a c t i v a t e r a d i o t r a n s c e i v e r .
)jf~Tlf LOCATOR 3. A F T E R S I G H T I N G R E S C U E A I R C R A F T ~ P o s i t i o n r e m o t e
pOintSr A
•
TRANSMnrER
TEMPE, f
E s w i t c h / a n n u n c i a t o r t o t h e R E S E T p o s i t i o n a n d r e l e a s eJ o t h e
POIMTER, INC
U
L A U T O position to prevent radio interference. A t t e m p t contact
T
0 T w i t h r e s c u e a i r c r a f t w i t h t h e r a d i o t r a n s c e i v e r s e t to a
RESET f r e q u e n c y of 1 2 1 . 5 M H z . If n o c o n t a c t is e s t a b l i s h e d , r e t u r n
the remote switch/annunciator to the O N position immediately.
2 5 4. F O L L O W I N G R E S C U E - Position remote switch/annunciator
to the A U T O position, terminating e m e r g e n c y t r a n s m i s s i o n s .
Figure 1. E m e r g e n c y Locator Transmitter (ELT).
SECTION 4
NORMAL PROCEDURES
1. R E M O T E CABLE JACK - Connects to ELT remote
switch/annunciator located on the copilot's instrument panel.
A s l o n g a s t h e r e m o t e s w i t c h / a n n u n c i a t o r is in t h e A U T O p o s i t i o n
2 . A N T E N N A R E C E P T A C L E - C o n n e c t s to a n t e n n a m o u n t e d o n
a n d t h e E L T m a s t e r f u n c t i o n s e l e c t o r s w i t c h r e m a i n s in t h e A U T O
t o p of t a i l c o n e .
position, the E L T automatically activates w h e n the unit senses
3. T R A N S M I T T E R A N N U N C I A T O R L I G H T - I l l u m i n a t e s r e d t o
l o n g i t u d i n a l i n e r t i a f o r c e s a s r e q u i r e d in T S 0 - C 9 1 A .
i n d i c a t e t h e t r a n s m i t t e r is t r a n s m i t t i n g a d i s t r e s s s i g n a l .
4. M A S T E R F U N C T I O N S E L E C T O R S W I T C H (3-position toggle
F o l l o w i n g a l i g h t n i n g s t r i k e , or a n e x c e p t i o n a l l y h a r d l a n d i n g , t h e
switch):
ELT may activate although no e m e r g e n c y exists. If t h e r e m o t e ,
AUTO- A r m s t r a n s m i t t e r for a u t o m a t i c a c t i v a t i o n if " G "
switch/annunciator illuminates, the E L T has inadvertently activated
switch senses a predetermined deceleration level.
itself. A n o t h e r w a y to c h e c k is to s e l e c t 1 2 1 . 5 M H z o n t h e r a d i o
ON ~ Activates transmitter instantly. U s e d for t e s t
t r a n s c e i v e r a n d l i s t e n for a n e m e r g e n c y t o n e t r a n s m i s s i o n . If t h e
p u r p o s e s a n d if " G " s w i t c h is i n o p e r a t i v e . T h e O N
r e m o t e s w i t c h / a n n u n c i a t o r is i l l u m i n a t e d or a n e m e r g e n c y t o n e is
position bypasses the automatic activation switch.
h e a r d , p o s i t i o n t h e r e m o t e s w i t c h / a n n u n c i a t o r in t h e R E S E T p o s i t i o n
( T h e r e d a n n u n c i a t o r in t h e c e n t e r of t h e r e m o t e
and release to the A U T O position.
switch/annunciator should illuminate).
T h e E L T m u s t b e s e r v i c e d in a c c o r d a n c e w i t h F A R P a r t 9 1 . 2 0 7 .
INSPECTION/TEST
Q M e m b e r of GAMA
W i t h o u t its a n t e n n a c o n n e c t e d , t h e E L T w i l l p r o d u c e
COPYRIGHT ^^33a
CESSNA AIRCRAFT COMPANY
5 October 1998 s u f f i c i e n t s i g n a l to r e a c h t h e a i r p l a n e t r a n s c e i v e r ,
y e t it w i l l n o t d i s t u r b o t h e r c o m m u n i c a t i o n s or
WICHITA, KANSAS, USA
d a m a g e output circuitry.
206HPHUS-SS-00 S5-1
NOTE
A c u r r e n t d a t a b a s e is r e q u i r e d b y r e g u l a t i o n in o r d e r to
use the KLN 89B GPS system for nonprecision
approaches.
P r o v i d e d t h e K L N 8 9 B n a v i g a t i o n s y s t e m is r e c e i v i n g a d e q u a t e
u s a b l e s i g n a l s , it h a s b e e n d e m o n s t r a t e d c a p a b l e of a n d h a s b e e n
s h o w n t o m e e t t h e a c c u r a c y s p e c i f i c a t i o n s of: VFR/IFR en route
o c e a n i c a n d remote, en route d o m e s t i c , t e r m i n a l , a n d instrument
approach (GPS, Loran-C, VOR, V O R - D M E , T A C A N , NDB, NDB-
D M E , R N A V ) operation within the U.S. National Airspace S y s t e m ,
North Atlantic M i n i m u m Navigation Performance Specifications
( M N P S ) Airspace a n d latitudes b o u n d e d by 7 4 ° North a n d 6 0 °
S o u t h u s i n g t h e W G S - 8 4 (or N A D 8 3 ) c o o r d i n a t e r e f e r e n c e d a t u m in
a c c o r d a n c e w i t h t h e c r i t e r i a of A C 2 0 - 1 3 8 , A C 9 1 - 4 9 , a n d A C 1 2 0 -
33. N a v i g a t i o n d a t a is b a s e d u p o n u s e of o n l y t h e g l o b a l
positioning system (GPS) operated by the United States.
SUPPLEMENT NOTE
A i r c r a f t u s i n g G P S f c o c e a n i c IFR o p e r a t i o n s m a y u s e t h e
K L N 8 9 8 to r e p l a c e o n e of t h e o t h e r a p p r o v e d m e a n s of
BENDIX/KING KLN 89B long range navigation. A single K L N 8 9 8 G P S installation
m a y also be used on short oceanic routes which require
GPS NAVIGATION SYSTEM (IFR) o n l y o n e m e a n s of l o n g - r a n g e n a v i g a t i o n .
SECTION 1 NOTE
A WARNING
THE KLN 89B IS NOT AUTHORIZED FOR
INSTRUMENT APPROACHES UNLESS THE"
OPERATIONAL REVISION STATUS IS
U P G R A D E D TO " O R S 02" OR LATER, A S R E A D
ON T H E POWER-ON P A G E , AND T H E HOST
S O F T W A R E IS U P G R A D E D T O " H O S T 00880-
0004" O R L A T E R , A S R E A D ON T H E K L N 8 9 8
OTH 6 P A G E .
T h e K L N 8 9 B G P S ( G l o b a l P o s i t i o n i n g S y s t e m ) is a t h r e e -
d i m e n s i o n a l precision navigation system based on 2 4 earth orbiting
s a t e l l i t e s . R e c e i v e r A u t o n o m o u s I n t e g r i t y M o n i t o r i n g ( R A I M ) is a
f u n c t i o n that e v e r y IFR-certified G P S receiver m u s t c o n t i n u o u s l y
p e r f o r m to a s s u r e p o s i t i o n a c c u r a c y . R A I M is a v a i l a b l e w h e n 5 o r
m o r e o f t h e s e s a t e l l i t e s a r e in v i e w , or 4 s a t e l l i t e s a r e in v i e w a n d a
barometrically corrected altitude input f r o m the airplane's altimeter
is m a d e . A n n u n c i a t i o n is p r o v i d e d if t h e r e a r e n o t e n o u g h s a t e l l i t e s
in v i e w t o a s s u r e p o s i t i o n i n t e g r i t y .
O p e r a t i o n a l g u i d a n c e for t h e K L N 8 9 8 G P S N a v i g a t i o n S y s t e m is
p r o v i d e d with t h e B e n d i x / K i n g K L N 8 9 B Pilot's G u i d e (supplied with
the airplane). T h i s Pilot's Guide should be thoroughly studied a n d
V F R o p e r a t i o n s c o n d u c t e d so that you are totally familiar with the
G P S s y s t e m of n a v i g a t i o n b e f o r e a c t u a l l y u s i n g t h i s e q u i p m e n t in
IFR c o n d i t i o n s . *
6. N A V / G P S S W I T C H - T o g g l e s f r o m N a v 1 to G P S a n d vice
v e r s a t o c o n t r o l t h e t y p e of n a v i g a t i o n d a t a t o b e d i s p l a y e d o n
the CDI (Course Deviation Indicator). T h e No. 1 CDI Omni
Bearing Selector ( O B S ) provides a n a l o g c o u r s e input to the
KLN 89B in OBS mode when the NAV/GPS
s w i t c h / a n n u n c i a t o r is in G P S . W h e n t h e N A V / G P S s w i t c h
a n n u n c i a t i o n is in N A V , G P S c o u r s e s e l e c t i o n in O B S m o d e is
d i g i t a l t h r o u g h t h e u s e of t h e c o n t r o l s a n d d i s p l a y at t h e K L N
89B.
NOTE
M a n u a l C D I c o u r s e c e n t e r i n g in O B S m o d e u s i n g t h e
control knob can be difficult, especially at long
distances. Centering the C o u r s e Deviation Indicator
(CDI) n e e d l e c a n best be a c c o m p l i s h e d by pressing t h e
Direct-To button and then manually setting the No. 1
C D I c o u r s e t o t h e c o u r s e v a l u e p r e s c r i b e d in t h e K L N
89B displayed message.
NOTE
1 . G P S M E S S A G E ( M S G ) A N N U N C I A T O R L I G H T - M S G will
T h e H e a d i n g I n d i c a t o r (HI) h e a d i n g ( H D G ) b u g m u s t b e g i n f l a s h i n g w h e n e v e r t h e m e s s a g e p r o m p t (a l a r g e " M " o n
a l s o b e s e t to p r o v i d e p r o p e r c o u r s e d a t u m to t h e t h e left s i d e of t h e s c r e e n ) o n t h e K L N 8 9 B G P S u n i t b e g i n s
a u t o p i l o t if c o u p l e d t o t h e K L N 8 9 B in L E G o r O B S . f l a s h i n g t o alert t h e pilot t h a t a m e s s a g e is w a i t i n g . P r e s s t h e
( W h e n t h e o p t i o n a l H S I is i n s t a l l e d , t h e H S I c o u r s e M e s s a g e ( M S G ) k e y o n t h e G P S t o d i s p l a y t h e m e s s a g e . If a
pointer provides course d a t u m to the autopilot.) m e s s a g e condition exists w h i c h requires a specific action by
t h e p i l o t , t h e m e s s a g e a n n u n c i a t o r w i l l r e m a i n o n b u t w i l l not
flash.
7. N A V I G A T I O N S O U R C E (NAV) A N N U N C I A T O R - T h e N A V
a n n u n c i a t o r will i l l u m i n a t e s t e a d y to i n f o r m t h e pilot t h a t N A V 2. G P S W A Y P O I N T ( W P T ) A N N U N C I A T O R LIGHT - GPS
1 i n f o r m a t i o n is b e i n g d i s p l a y e d o n t h e N A V 1 C D I . W A Y P O I N T a n n u n c i a t o r will b e g i n t o f l a s h a p p r o x i m a t e l y 3 6
s e c o n d s p r i o r to r e a c h i n g a D i r e c t - T o w a y p o i n t . A l s o , w h e n
8. N A V I G A T I O N S O U R C E ( G P S ) A N N U N C I A T O R ~ The G P S t u r n a n t i c i p a t i o n is e n a b l e d in t h e K L N 8 9 B G P S u n i t , t h e
a n n u n c i a t o r will i l l u m i n a t e s t e a d y to i n f o r m t h e pilot t h a t G P S a n n u n c i a t o r will b e g i n to f l a s h 2 0 s e c o n d s p r i o r t o t h e
i n f o r m a t i o n is b e i n g d i s p l a y e d o n t h e N A V 1 C D I . b e g i n n i n g of t u r n a n t i c i p a t i o n , t h e n i l l u m i n a t e s t e a d y at t h e
v e r y b e g i n n i n g of t u r n a n t i c i p a t i o n .
F i g u r e 1 . G P S A n n u n c i a t o r / S w i t c h ( S h e e t 1 of 3)
F i g u r e 1 . G P S A n n u n c i a t o r / S w i t c h ( S h e e t 3 of 3)
A WARNING
SECTION 2
LIMITATIONS
TURN ANTICIPATION IS AUTOMATICALLY
DISABLED FOR F A F WAYPOINTS AND T H O S E
1 . T h e K L N 8 9 8 G P S P i l o t ' s G u i d e , P/N 0 0 6 - 0 8 7 8 6 - 0 0 0 0 , d a t e d
USED EXCLUSIVELY IN SID/STARS WHERE
M a y , 1 9 9 5 (or later a p p l i c a b l e r e v i s i o n ) m u s t b e a v a i l a b l e t o t h e
O V E R F L I G H T IS R E Q U I R E D . FOR WAYPOINTS
f l i g h t c r e w w h e n e v e r I F R G P S n a v i g a t i o n is u s e d . The
SHARED BETWEEN SID/STARS AND
O p e r a t i o n a l R e v i s i o n S t a t u s ( O R S ) of t h e P i l o t ' s G u i d e m u s t
PUBLISHED EN ROUTE S E G M E N T S (REQUIRING
m a t c h t h e O R S level a n n u n c i a t e d o n t h e Self Test p a g e .
OVERFLIGHT IN THE SID/STARS), PROPER
S E L E C T I O N ON THE P R E S E N T E D WAYPOINT
2 . IFR N a v i g a t i o n is r e s t r i c t e d a s f o l l o w s :
P A G E IS N E C E S S A R Y T O PROVIDE A D E Q U A T E
R O U T E P R O T E C T I O N ON T H E S I D / S T A R S .
a. T h e s y s t e m m u s t u t i l i z e O R S l e v e l 0 1 or later F A A approved
revision.
3. G P S A P P R O A C H ( G P S , A P R ) S W I T C H - Pressing the G P S
A P P R O A C H s w i t c h m a n u a l l y selects or d i s a r m s the a p p r o a c h
b. T h e d a t a o n t h e s e l f t e s t p a g e m u s t b e v e r i f i e d p r i o r t o u s e .
A R M m o d e a n d a l s o c a n c e l s t h e a p p r o a c h A C T V m o d e after
being automatically e n g a g e d by the K L N 8 9 B G P S system.
c. I F R e n r o u t e a n d t e r m i n a l n a v i g a t i o n is p r o h i b i t e d u n l e s s t h e
The white background c o l o r of t h e G P S APPROACH
p i l o t v e r i f i e s t h e c u r r e n c y of t h e d a t a b a s e o r v e r i f i e s e a c h
a n n u n c i a t o r m a k e s it v i s i b l e i n d a y l i g h t .
s e l e c t e d w a y p o i n t for a c c u r a c y b y r e f e r e n c e t o c u r r e n t
approved data.
4. A R M ANNUNCIATOR LIGHT - ARM annunciator will
illuminate w h e n the K L N 8 9 8 G P S system automatically
d . T h e s y s t e m m u s t u t i l i z e O R S L e v e l 0 2 or later F A A a p p r o v e d
s e l e c t s t h e a p p r o a c h A R M m o d e or w h e n t h e a p p r o a c h A R M
revision to c o n d u c t nonprecision instrument a p p r o a c h e s . In
m o d e is m a n u a l l y s e l e c t e d . T h e a p p r o a c h A R M m o d e will b e
addition, the software level status f o u n d o n page O T H 6 must
a u t o m a t i c a l l y s e l e c t e d w h e n t h e a i r p l a n e is w i t h i n 3 0 N M of a n
be " H O S T 0 0 8 8 0 - 0 0 0 4 " or later. I n s t r u m e n t a p p r o a c h e s m u s t
a i r p o r t , a n d a n a p p r o a c h is l o a d e d in t h e f l i g h t p l a n for t h a t
b e a c c o m p l i s h e d in a c c o r d a n c e w i t h a p p r o v e d i n s t r u m e n t
airport. T h e approach A R M mode can manually be selected
a p p r o a c h procedures that are retrieved from the K L N 8 9 8
at a g r e a t e r d i s t a n c e t h a n 3 0 N M f r o m t h e a i r p o r t b y p r e s s i n g
database. T h e K L N 8 9 8 database must incorporate the
the G P S A P P R O A C H switch; however, this will not c h a n g e the
current update cycle.
C D I s c a l e until t h e a i r p l a n e r e a c h e s t h e 3 0 N M p o i n t The
approach A R M m o d e can also be disarmed by pressing the
1) T h e K L N 8 9 8 Q u i c k R e f e r e n c e , P/N 0 0 6 - 0 8 7 8 7 - 0 0 0 0 ,
GPS A P P R O A C H switch.
d a t e d 5 / 9 5 (or later a p p l i c a b l e to r e v i s i o n ) m u s t b e
available to the flight crew during instrument approach
5. A C T I V E (ACTV) A N N U N C I A T O R L I G H T - A C T V annunciator
operations.
will illuminate w h e n t h e K L N 8 9 8 G P S s y s t e m automatically
e n g a g e s the a p p r o a c h A C T V m o d e (the A C T V m o d e c a n only
2) I n s t r u m e n t a p p r o a c h e s m u s t b e c o n d u c t e d in t h e a p p r o a c h
b e e n g a g e d b y t h e K L N 8 9 8 G P S s y s t e m w h i c h is a u t o m a t i c . )
m o d e a n d R A I M m u s t b e a v a i l a b l e at t h e F i n a l A p p r o a c h
To cancel the approach A C T V mode, press the GPS Fix.
A P P R O A C H s w i t c h ; t h i s will c h a n g e t h e m o d e t o t h e a p p r o a c h
A R M mode a n d illuminate the A R M annunciator.
F i g u r e 1 . G P S A n n u n c i a t o r / S w i t c h ( S h e e t 2 of 3)
' 6) T h e K L N 8 9 B c a n o n l y b e u s e d f o r a p p r o a c h g u i d a n c e if
IF MISLEADING DATA IS SUSPECTED, A
t h e r e f e r e n c e c o o r d i n a t e d a t u m s y s t e m for t h e i n s t r u m e n t
DIRECT-TO OPERATION TO YOUR DESIRED
a p p r o a c h is W G S - 8 4 o r N A D - 8 3 . (All a p p r o a c h e s in t h e
WAYPOINT WILL C L E A R ANY PREVIOUS O B S
K L N 8 9 B database use the W G S - 8 4 or the NAD-83
C O U R S E , AND C A N C E L TURN ANTICIPATION. geodetic datum).
, v.. NOTE
e. T h e aircraft m u s t have other a p p r o v e d navigation e q u i p m e n t
a p p r o p r i a t e t o t h e r o u t e of f l i g h t i n s t a l l e d a n d o p e r a H o n a l .
A f t e r t h e a b o v e D i r e c t - T o o p e r a t i o n , f u r t h e r r e o r i e n t a t i o n to
the nearest leg of t h e active flight plan may be
a c c o m p l i s h e d by pressing the Direct-To button followed by
pressing the Clear button and finally the Enter Button.
R e f e r t o t h e P i l o t ' s G u i d e s e c t i o n 4 . 2 . 2 f o r a n e x p l a n a t i o n of
turn anticipation, a n d A p p e n d i x A - Navigation T e r m s for the
d e f i n i t i o n of c r o s s tracl< e r r o r ( X T K ) .
T h e K L N 8 9 B m a y b e c o u p l e d t o t h e K A P 1 4 0 a u t o p i l o t by first
selecting G P S on the NAV/GPS switch. M a n u a l s e l e c t i o n of t h e
d e s i r e d t r a c k o n t h e p i l o t ' s HI h e a d i n g b u g is r e q u i r e d t o p r o v i d e
c o u r s e d a t u m to t h e K A P 1 4 0 a u t o p i l o t . (Frequent course datum
c h a n g e s m a y b e n e c e s s a r y , s u c h a s in t h e c a s e of f l y i n g a D M E
arc.) T h e autopilot approach m o d e (APR) should be used w h e n
conducting a coupled GPS approach.
NOTE
S e l e c t H D G m o d e for D M E a r c i n t e r c e p t s . N A V or A P R
coupled D M E a r c i n t e r c e p t s c a n r e s u l t in excessive
overshoots (aggravated by high ground speeds and/or
intercepts from inside the arc).
OPERATION T o d e l e t e or r e p l a c e a S I D , S T A R or a p p r o a c h , s e l e c t
F P L 0 p a g e . P l a c e t h e c u r s o r o v e r t h e n a m e of t h e
N o r m a l operating p r o c e d u r e s are outlined in the K L N 8 9 8 G P S p r o c e d u r e , p r e s s E N T t o c h a n g e it, o r C L R t h e n E N T to
P i l o t ' s G u i d e , P/N 0 0 6 - 0 8 7 8 6 - 0 0 0 0 , d a t e d M a y , 1 9 9 5 , (or later yr. d e l e t e it. .
a p p l i c a b l e r e v i s i o n ) . A K L N 8 9 8 Q u i c k R e f e r e n c e , P/N 0 0 6 - 0 8 7 8 7 -
0 0 0 0 , d a t e d M a y , 1 9 9 5 (or later a p p l i c a b l e r e v i s i o n ) c o n t a i n i n g a n
a p p r o a c h s e q u e n c e , operating tips a n d a p p r o a c h related m e s s a g e s
is i n t e n d e d a s w e l l for c o c k p i t u s e b y t h e pilot f a m i l i a r w i t h K L N 8 9 8
operations when conducting instrument approaches.
c. A f t e r c l i m b i n g in a c c o r d a n c e w i t h t h e p u b l i s h e d m i s s e d
a p p r o a c h p r o c e d u r e , p r e s s t h e D i r e c t T o b u t t o n , v e r i f y or 2 . E n r o u t e , c h e c k f o r R A I M a v a i l a b i l i t y at t h e d e s t i n a t i o n a i r p o r t
c h a n g e the d e s i r e d h o l d i n g fix a n d press E N T . ETA on the OTH 3 page.
• W a y p o i n t s u f f i x e s in t h e f l i g h t p l a n : NOTE
i - lAF
• • f - FAF . . . . . .-...->..• w
O B S n a v i g a t i o n is T O - F R O M (like a V O R ) without
m - MAP waypoint sequencing.
h -- m i s s e d a p p r o a c h h o l d i n g fix.
NOTE
• T h e D M E arc lAF identifier m a y be unfamiliar. E x a m p l e : D 0 9 8 G
w h e r e 0 9 8 s t a n d s f o r t h e 0 9 8 ° r a d i a l off t h e r e f e r e n c e d V O R , Select H D G m o d e for D M E arc intercepts. N A V or A P R
a n d G is t h e s e v e n t h letter in t h e a l p h a b e t i n d i c a t i n g a 7 D M E c o u p l e d D M E arc intercepts c a n result in excessive
arc. overshoots (aggravated by high ground speeds and/or
intercepts from inside the arc).
• A P R A R M t o A P R A C T V is a u t o m a t i c p r o v i d e d t h a t :
A WARNING
a. Y o u a r e in A P R A R M ( n o r m a l l y a u t o m a t i c ) .
FLYING FINAL OUTBOUND FROM AN O F F -
b. Y o u a r e in L E G m o d e .
AIRPORT VORTAC ON AN OVERLAY
c. T h e F A F is t h e a c t i v e w a y p o i n t .
APPROACH; B E W A R E O F THE DME DISTANCE
d. W i t h i n 2 n m of t h e F A F .
INCREASING ON FINAL APPROACH, AND T H E
e. O u t s i d e of t h e F A F .
GPS DISTANCE-TO-WAYPOINT DECREASING,
f. Inbound to the FAF.
AND NOT MATCHING T H E N U M B E R S ON T H E
g. R A I M is a v a i l a b l e .
APPROACH PLATE.
7. C r o s s i n g t h e F A F a n d A P R A C T V is n o t a n n u n c i a t e d :
SECTIONS
PERFORMANCE a. D o not d e s c e n d .
T h e r e is n o c h a n g e t o t h e a i r p l a n e p e r f o r m a n c e w h e n t h i s a v i o n i c s b. E x e c u t e t h e m i s s e d a p p r o a c h .
e q u i p m e n t is i n s t a l l e d . H o w e v e r , i n s t a l l a t i o n of a n e x t e r n a l l y -
8. M i s s e d A p p r o a c h :
m o u n t e d a n t e n n a or r e l a t e d e x t e r n a l a n t e n n a s , w i l l r e s u l t in a m i n o r
r e d u c t i o n in c r u i s e p e r f o r m a n c e .
a. C l i m b .
b. N a v i g a t e t o t h e MAP (in A P R A R M if A P R ACTV is not
available).
NOTE
T h e r e is n o a u t o m a t i c L E G s e q u e n c i n g at t h e M A P .
SUPPLEMENT
BENDIX/KING KR 87 AUTOMATIC DIRECTION
FINDER (ADF)
SECTION 1 ATextron Company
GENERAL
Pilot's Operating Handbook and
T h e B e n d i x / K i n g D i g i t a l A D F is a p a n e l - m o u n t e d , d i g i t a l l y t u n e d
a u t o m a t i c d i r e c t i o n f i n d e r . It is d e s i g n e d t o p r o v i d e c o n t i n u o u s 1 - FAA Approved Airplane Flight Manual
k H z d i g i t a l t u n i n g in t h e f r e q u e n c y r a n g e of 2 0 0 - k H z to 1 7 9 9 - k H z
a n d e l i m i n a t e s t h e n e e d for m e c h a n i c a l b a n d s w i t c h i n g . The
s y s t e m is c o m p r i s e d of a r e c e i v e r , a b u i l t - i n t i m e r , a Kl 2 2 7 b e a r i n g CESSNA MODEL 206H
indicator, a n d a K A - 4 4 B c o m b i n e d loop a n d sense antenna.
O p e r a t i n g c o n t r o l s a n d d i s p l a y s for t h e B e n d i x / K i n g D i g i t a l A D F a r e AIRPLANES 206H8001 AND ON
s h o w n a n d d e s c r i b e d in F i g u r e 1 . T h e a u d i o s y s t e m u s e d i n
c o n j u n c t i o n w i t h t h i s r a d i o f o r s p e a k e r - p h o n e s e l e c t i o n is s h o w n a n d
SUPPLEMENT 6
d e s c r i b e d in S u p p l e m e n t 3 of t h i s h a n d b o o k .
BENDIX/KING KR87
T h e B e n d i x / K i n g Digital A D F c a n b e u s e d for position plotting AUTOMATIC DIRECTION FINDER (ADF)
a n d h o m i n g p r o c e d u r e s , a n d for a u r a l r e c e p t i o n of a m p l i t u d e -
modulated (AM) signals.
in a n o n - v o l a t i l e m e m o r y c i r c u i t ( n o b a t t e r y p o w e r r e q u i r e d ) a n d
displayed in l a r g e , e a s y - t o - r e a d , s e l f - d i m m i n g gas discharge This supplement must be inserted into Section 9 of the Pilot's Operating
n u m e r i c s . T h e a c t i v e f r e q u e n c y is c o n t i n u o u s l y d i s p l a y e d in t h e left Handbook and FAA Approved Airplane Flight Manual when the Automatic
w i n d o w , w h i l e t h e r i g h t w i n d o w will d i s p l a y e i t h e r t h e s t a n d b y Direction Finder is installed.
f r e q u e n c y or t h e s e l e c t e d r e a d o u t f r o m t h e b u i l t - i n e l e c t r o n i c t i m e r . .
FAA APPF^OVAL
PAA APPROVED UNDEfR FAR 21 SUBPART J
T h e built-in timer has two separate a n d i n d e p e n d e n t timing Tfie Cessna Aircraft Co
f u n c t i o n s . A n a u t o m a t i c f l i g h t t i m e r t h a t s t a r t s w h e n e v e r t h e u n i t is legation Option Manufacturer CE-1
t u r n e d o n . This timer functions up to 59 hours a n d 59 minutes. A n
e l a p s e d t i m e r w h i c h w i l l c o u n t u p o r d o w n for u p t o 5 9 m i n u t e s a n d imuu/'4^'>mm9f Execirtlvo Enjineer
59 s e c o n d s . W h e n a preset time interval has b e e n p r o g r a m m e d
a n d t h e c o u n t d o w n r e a c h e s : 0 0 , t h e d i s p l a y w i l l f l a s h for 15 jf^ M e m b e r of G A M A
seconds. S i n c e both the flight timer a n d elapsed timer operate
i n d e p e n d e n t l y , it is p o s s i b l e t o m o n i t o r e i t h e r o n e w i t h o u t d i s r u p t i n g COPYRIGHT ®1998 5 October 1998
the other. T h e pushbutton controls a n d the bearing indicators are CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA
i n t e r n a l l y l i g h t e d . InterTsity is c o n t r o l l e d b y t h e R A D I O light d i m m i n g
206HPHUS-S5-00
rheostat. S6-1
SUPPLEMENT 6
BENDIX/KING KR 87 AUTOMATIC DIRECTION
FINDER (ADF)
T h e f o l l o w i n g L o g of E f f e c t i v e P a g e s p r o v i d e s t h e d a t e of i s s u e
f o r o r i g i n a l a n d r e v i s e d p a g e s , a s w e l l a s a l i s t i n g of all p a g e s in
the Supplement. Pages which are affected by the current
r e v i s i o n w i l l c a r r y t h e d a t e of t h a t r e v i s i o n
0 (Original) O c L 5, 1 9 9 8
LOG OF EFFECTIVITY P A G E S
1. A N T / A D F M O D E A N N U N C I A T O R - A n t e n n a ( A N T ) is
10. F R E Q U E N C Y T R A N S F E R B U T T O N (FRQ) - The FRQ s e l e c t e d b y t h e " o u t " p o s i t i o n of t h e A D F b u t t o n . T h i s m o d e
transfer button w h e n pressed e x c h a n g e s the active a n d i m p r o v e s t h e a u d i o r e c e p t i o n a n d is u s u a l l y u s e d for s t a t i o n
standby frequencies. The new frequency becomes active and i d e n t i f i c a t i o n . T h e b e a r i n g p o i n t e r is d e a c t i v a t e d a n d w i l l p a r k
t h e f o r m e r active f r e q u e n c y g o e s into s t a n d b y . in t h e 9 0 ° r e l a t i v e p o s i t i o n . A u t o m a t i c D i r e c t i o n F i n d e r ( A D F )
m o d e is s e l e c t e d b y t h e d e p r e s s e d p o s i t i o n of t h e A D F b u t t o n .
1 1 . B F O (Beat Frequency Oscillator) B U T T O N - T h e B F O button This m o d e activates the bearing pointer. T h e bearing pointer
s e l e c t s t h e B F O m o d e w h e n in t h e d e p r e s s e d p o s i t i o n . ( S e e w i l l p o i n t in t h e d i r e c t i o n of t h e s t a t i o n r e l a t i v e to t h e a i r c r a f t
note under item 3). heading.
12. A D F B U T T O N - T h e A D F button selects either the A N T m o d e 2. IN-USE F R E Q U E N C Y DISPLAY - T h e frequency J o which the
o r t h e A D F m o d e . T h e A N T m o d e is s e l e c t e d w i t h t h e A D F A D F is t u n e d is d i s p l a y e d h e r e . T h e a c t i v e A D F f r e q u e n c y c a n
b u t t o n in t h e o u t p o s i t i o n . T h e A D F m o d e is s e l e c t e d w i t h t h e b e c h a n g e d d i r e c t l y w h e n e i t h e r o f t h e t i m e r f u n c t i o n s is
A D F b u t t o n in t h e d e p r e s s e d p o s i t i o n . selected.
1 3 . L U B B E R L I N E - I n d i c a t e s r e l a t i v e or m a g n e t i c h e a d i n g of t h e 3. B F O (Beat F r e q u e n c y Oscillator) A N N U N C I A T O R - T h e B F O
a i r c r a f t . T h e h e a d i n g m u s t b e m a n u a l l y i n p u t b y t h e pilot w i t h m o d e , a c t i v a t e d a n d a n n u n c i a t e d w h e n t h e " B F O " b u t t o n is
the heading (HDG) knob. d e p r e s s e d , permits the carrier w a v e a n d associated morse
c o d e identifier b r o a d c a s t o n the carrier w a v e to be h e a r d .
14. C O M P A S S C A R D - Manually rotatabie card that indicates
r e l a t i v e o r m a g n e t i c h e a d i n g of a i r c r a f t , a s s e l e c t e d b y H D G NOTE
knob.
C W signals (Morse Code) are u n m o d u l a t e d a n d no audio
1 5 . B E A R I N G P O I N T E R - I n d i c a t e s r e l a t i v e or m a g n e t i c b e a r i n g w i l l b e h e a r d w i t h o u t u s e of B F O . T h i s t y p e of s i g n a l is n o t
t o s t a t i o n a s s e l e c t e d b y H D G k n o b . If t h e r e l a t i v e h e a d i n g of u s e d in t h e U n i t e d S t a t e s air n a v i g a t i o n . It is u s e d in s o m e
N o r t h ( N ) is m a n u a l l y s e l e c t e d u n d e r t h e l u b b e r l i n e b y t h e foreign countries and marine beacons.
pilot, t h e n t h e b e a r i n g p o i n t e r i n d i c a t e s t h e r e l a t i v e b e a r i n g t o
the station. If t h e a i r c r a f t ' s m a g n e t i c h e a d i n g is s e l e c t e d 4. S T A N D B Y F R E Q U E N C Y / F L I G H T T I M E OR E L A P S E D T I M E
u n d e r t h e lubber line by t h e pilot, t h e n the b e a r i n g pointer A N N U N C I A T I O N - W h e n F R Q is d i s p l a y e d t h e S T A N D B Y
indicates the magnetic bearing to the station. f r e q u e n c y is d i s p l a y e d in t h e r i g h t h a n d d i s p l a y . The
S T A N D B Y f r e q u e n c y is s e l e c t e d u s i n g t h e f r e q u e n c y s e l e c t
1 6 . H E A D I N G K N O B ( H D G ) - R o t a t e s c a r d t o set in r e l a t i v e or knobs. T h e s e l e c t e d S T A N D B Y f r e q u e n c y is p u t i n t o t h e
m a g n e t i c h e a d i n g of a i r c r a f t . A C T I V E frequency w i n d o w s by pressing the frequency transfer
b u t t o n . E i t h e r t h e s t a n d b y f r e q u e n c y , t h e f l i g h t t i m e r , or t h e
e l a p s e d t i m e is d i s p l a y e d in t h i s p o s i t i o n . T h e f l i g h t t i m e r a n d
elapsed timer are displayed replacing the s t a n d b y f r e q u e n c y
w h i c h g o e s into " b l i n d " m e m o r y to b e c a l l e d b a c k at a n y t i m e
b y d e p r e s s i n g t h e F R Q b u t t o n . F l i g h t t i m e or e l a p s e d t i m e a r e
displayed and annunciated alternatively by depressing the
FLT/ET button.
F i g u r e 1 . K R 8 7 A u i o m a t i c D i r e c t i o n F i n d e r ( A D F ) ( S h e e t 4 of 4)
F i g u r e 1 . K R 8 7 A u t o m a t i c D i r e c t i o n F i n d e r ( A D F ) ( S h e e t 2 of 4 )
SECTION 2
5. F L I G H T T I M E R A N D E L A P S E D T I M E R M O D E A N N U N C I A -
T I O N ~ Either t h e e l a p s e d t i m e (ET) or flight t i m e (FLT) m o d e
LIMITATIONS
is a n n u n c i a t e d h e r e .
. T h e r e is n o c h a n g e t o a i r p l a n e l i m i t a t i o n s w h e n t h e K R 8 7 A D F
is i n s t a l l e d .
6. F R E Q U E N C Y SELECT KNOBS ~ Selects the standby
f r e q u e n c y w h e n F R Q is d i s p l a y e d a n d d i r e c t l y s e l e c t s t h e
a c t i v e f r e q u e n c y w h e n e v e r e i t h e r of t h e t i m e f u n c t i o n s is
selected. T h e frequency selector knobs m a y be rotated either SECTION 3^
c l o c k w i s e o r c o u n t e r c l o c k w i s e . T h e s m a l l k n o b is p u l l e d o u t t o EMERGENCY PROCEDURES
t u n e t h e 1's. T h e s m a l l k n o b is p u s h e d in t o t u n e t h e 1 0 ' s .
T h e outer k n o b t u n e s the 1 0 0 ' s with rollover into t h e 1 0 0 0 ' s
up to 1799. T h e s e knobs are also used to set the desired
T h e r e a r e n o c h a n g e s to t h e b a s i c airplane emergency
t i m e w h e n t h e e l a p s e d t i m e r is u s e d in t h e c o u n t d o w n m o d e .
p r o c e d u r e s w h e n t h e K R 8 7 A D F is i n s t a l l e d .
8. S E T / R E S E T E L A P S E D T I M E R B U T T O N ( S E T / R S T ) - T h e
1. O F F A / O L Control ~ O N .
s e f r e s e t button w h e n pressed resets the elapsed timer
2 . F r e q u e n c y S e l e c t o r K n o b s ~ S E L E C T d e s i r e d f r e q u e n c y in
w h e t h e r it is b e i n g d i s p l a y e d o r not.
the standby frequency display.
3. F R Q B u t t o n ~ P R E S S to m o v e t h e d e s i r e d f r e q u e n c y f r o m t h e
9. F L I G H T TIMER/ELAPSED TIMER MODE SELECTOR
s t a n d b y to t h e a c t i v e p o s i t i o n .
B U T T O N ( F L T / E T ) - T h e Flight T i m e r / E l a p s e d T i m e m o d e
4 . A D F S e l e c t o r S w i t c h (on a u d i o c o n t r o l p a n e l ) - S E L E C T a s
selector button w h e n pressed alternatively selects either Flight
desired.
T i m e r m o d e or E l a p s e d T i m e r m o d e .
5. O F F / V O L C o n t r o l ~ S E T to d e s i r e d v o l u m e l e v e l a n d i d e n t i f y
t h a t d e s i r e d s t a t i o n is b e i n g r e c e i v e d .
6. A D F B u t t o n - S E L E C T A D F m o d e a n d n o t e r e l a t i v e b e a r i n g
on indicator.
A D F T E S T ( P R E - F L I G H T or IN-FLIGHT):
1. A D F B u t t o n - S E L E C T A N T m o d e a n d n o t e p o i n t e r m o v e s to
9 0 ° position.
2. A D F B u t t o n - S E L E C T A D F m o d e a n d n o t e t h e p o i n t e r m o v e s
without hesitation to the station bearing. Excessive pointer
F i g u r e 1 . K R 8 7 A u t o m a t i c D i r e c t i o n F i n d e r ( A D F ) ( S h e e t 3 of 4 )
s l u g g i s h n e s s , w a v e r i n g or r e v e r s a l s i n d i c a t e a s i g n a l t h a t is
t o o w e a k or a s y s t e m m a l f u n c t i o n .
T h i s is a d i s t u r b a n c e p a r t i c u l a r l y s t r o n g j u s t a f t e r s u n s e t a n d j u s t 1. O F F / V O L Control - O N .
a f t e r d a w n . A n A D F i n d i c a t o r p o i n t e r m a y s w i n g e r r a t i c a l l y at t h e s e 2. A D F Button - S E L E C T A N T m o d e .
t i m e s . If p o s s i b l e , t u n e to t h e m o s t p o w e r f u l s t a t i o n at t h e l o w e s t 3. F r e q u e n c y S e l e c t o r K n o b s - S E L E C T d e s i r e d f r e q u e n c y in
f r e q u e n c y . If t h i s is n o t p o s s i b l e , t a k e t h e a v e r a g e of p o i n t e r the standby frequency display.
oscillations to determine relative station b e a r i n g . 4 . F R Q B u t t o n - P R E S S to m o v e t h e d e s i r e d f r e q u e n c y f r o m t h e
s t a n d b y to the active position.
MOUNTAIN E F F E C T : 5 . A D F S e l e c t o r B u t t o n s (on a u d i o c o n t r o l p a n e l ) ~ S E T to
desired mode.
R a d i o w a v e s r e f l e c t i n g f r o m t h e s u r f a c e of m o u n t a i n s m a y c a u s e 6. V O L C o n t r o l - A D J U S T to d e s i r e d l i s t e n i n g l e v e l .
t h e pointer to fluctuate or s h o w a n e r r o n e o u s b e a r i n g . T h i s s h o u l d
be t a k e n into a c c o u n t w h e n taking b e a r i n g s over m o u n t a i n o u s
terrain.
COASTAL REFRACTION:
R a d i o w a v e s m a y be refracted w h e n p a s s i n g f r o m land to s e a or
w h e n m o v i n g parallel to t h e coastline. T h i s also s h o u l d be taken
into a c c o u n t . •
1. O F F A / O L Control - O N . SECTION 5
2 . F L T / E T M o d e B u t t o n - P R E S S ( o n c e o r t w i c e ) u n t i l E T is PERFORMANCE
annunciated.
3 . S E T / R S T B u t t o n -- P R E S S m o m e n t a r i l y to r e s e t e l a p s e d t i m e r
to z e r o . T h e r e is n o c h a n g e to t h e a i r p l a n e p e r f o r m a n c e w h e n t h i s
NOTE a v i o n i c e q u i p m e n t is i n s t a l l e d . H o w e v e r , t h e i n s t a l l a t i o n of a n
e x t e r n a l l y m o u n t e d a n t e n n a or r e l a t e d e x t e r n a l a n t e n n a s , w i l l r e s u l t
T h e S t a n d b y F r e q u e n c y w h i c h is in m e m o r y w h i l e F l i g h t in a m i n o r r e d u c t i o n in c r u i s e p e r f o r m a n c e .
T i m e or E l a p s e d T i m e m o d e s a r e b e i n g d i s p l a y e d m a y
b e c a l l e d bacl^ by pressing the F R Q b u t t o n , t h e n
transferred to active use by pressing the F R Q button
again.
1. O F F A / O L Control - - O N .
2. F L T / E T M o d e B u t t o n - P R E S S ( o n c e or t w i c e ) u n t i l E T is
annunciated.
3. S E T / R S T B u t t o n - P R E S S u n t i l t h e E T a n n u n c i a t i o n b e g i n s t o
flash.
4 . F R E Q U E N C Y S E L E C T O R K N O B S - S E T d e s i r e d t i m e in t h e
e l a p s e d t i m e d i s p l a y . T h e s m a l l k n o b is p u l l e d o u t t o t u n e t h e
1's. T h e s m a l l k n o b is p u s h e d in to t u n e t h e 1 0 ' s . T h e o u t e r
k n o b t u n e s m i n u t e s u p to 5 9 m i n u t e s .
NOTE
S e l e c t o r k n o b s r e m a i n in t h e t i m e s e t m o d e f o r 1 5
s e c o n d s after t h e last e n t r y or u n t i l t h e S E T / R S T ,
F L T / E T or F R Q b u t t o n is p r e s s e d .
5. S E T / R S T B u t t o n ~ P R E S S to start c o u n t d o w n . W h e n the
t i m e r r e a c h e s 0 , it w i l l s t a r t t o c o u n t u p a s d i s p l a y f l a s h e s for
15 seconds.
NOTE
SUPPLEMENT
DIGITAL CLOCK/O.A.T.
ATextron Company
Executive Enginetf
EMERGENCY PROCEDURES Q M e m b e r of G A M A
SUPPLEMENT 9 UPPER
BUTTON
0 (Original) O c L 5, 1 9 9 8
O.A.T. / V O L T M E T E R O P E R A T I O N
Airplane T h e u p p e r p o r t i o n of t h e L C D w i n d o w is d e d i c a t e d t o O . A . T . a n d
Unit Revision Incorporated v o l t m e t e r o p e r a t i o n s . T h e v o l t m e t e r r e a d i n g is p r e s e l e c t e d u p o n '
Number Title Effectivity Incorporation In A i r p l a n e s t a r t u p a n d is i n d i c a t e d b y a n " E " f o l l o w i n g t h e d i s p l a y r e a d i n g .
P u s h i n g the upper button will s e q u e n c e t h e w i n d o w f r o m v o l t a g e to
Fahrenheit ("F") to centigrade ( " C " ) , a n d back again to voltage.
CLOCK OPERATIONS
T h e l o w e r p o r t i o n of t h e L C D w i n d o w is d e d i c a t e p l t o c l o c k a n d
t i m i ng operations. Pushing the S E L E C T button will sequence the
w i n d o w f r o m universal time (UT) to local t i m e (LT) to flight time (FT)
to e l a p s e d t i m e (ET), a n d back again to universal time. Pushing the
ATextron Company C O N T R O L button allows for timing f u n c t i o n s within the four
S E L E C T m e n u s . Setting procedures are as follows:
Pilot's Operating Handbook and
SETTING UNIVERSAL TIME
FAA Approved Airplane Flight Manual U s e t h e S E L E C T b u t t o n to s e l e c t u n i v e r s a l t i m e (UT).
Simultaneously press both the S E L E C T and the C O N T R O L buttons
CESSNA MODEL 206H to e n t e r t h e s e t m o d e . T h e t e n s of h o u r s d i g i t w i l l s t a r t f l a s h i n g . T h e
C O N T R O L b u t t o n h a s full c o n t r o l of t h e f l a s h i n g d i g i t , a n d e a c h
AIRPLANES 206H8001 AND ON b u t t o n p u s h i n c r e m e n t s t h e d i g i t O n c e t h e t e n s of h o u r s is set t h e
S E L E C T b u t t o n s e l e c t s t h e n e x t d i g i t t o b e s e t . A f t e r t h e last d i g i t
h a s b e e n s e l e c t e d a n d set w i t h t h e C O N T R O L b u t t o n , a f i n a l p u s h
SUPPLEMENT 10 of t h e S E L E C T b u t t o n e x i t s t h e s e t m o d e . T h e l i g h t e d a n n u n c i a t o r
w i l l r e s u m e its n o r m a l f l a s h i n g , i n d i c a t i n g t h e c l o c k is r u n n i n g in
B E N D I X / K I N G K L N 89 G L O B A L . "
universal time mode.
POSITIONING S Y S T E M (GPS)
SETTING LOCAL TIME
U s e t h e S E L E C T b u t t o n to s e l e c t l o c a l t i m e ( L T ) . S i m u l t a n e o u s l y
SERIAL N O .
p r e s s b o t h t h e S E L E C T a n d t h e C O N T R O L b u t t o n s to e n t e r t h e s e t
REGISTRATION NO. m o d e . T h e t e n s of h o u r s d i g i t w i l l start f l a s h i n g . T h e s e t o p e r a t i o n is
t h e s a m e a s for U T , e x c e p t t h a t m i n u t e s a r e a l r e a d y s y n c h r o n i z e d
w i t h t h e U T c l o c k a n d c a n n o t b e s e t in l o c a l t i m e .
This supplement must be inserted into Section 9 of the Pilot's Operating
Handbool< and FAA Approved Airplane Flight Manual when the KLN 89 Global FLIGHT TIME RESET
Positioning System is installed.
U s e t h e S E L E C T b u t t o n to s e l e c t f l i g h t t i m e ( F T ) . H o l d t h e
FAA APPROVAL C O N T R O L b u t t o n d o w n for 3 s e c o n d s , or u n t i l 9 9 : 5 9 a p p e a r s o n
PAA APPROVED UNDER FAR 21 SUBPART J t h e d i s p l a y . F l i g h t t i m e w i l l b e z e r o e d u p o n r e l e a s e of t h e
The Cessna Aircraft Co
Djiegation Option ManufaeturwCE-1 C O N T R O L button.
Airplane
Unit Revision Incorporated
Number Title Effectivity Incorporation In A i r p l a n e
SUPPLEMENT
Cessna
ATextron Connpany
BENDIX/KING KLN 89 GLOBAL
POSITIONING SYSTEM (GPS)
Pilot's Operating Handbook and
SECTION 1
FAA Approved Airplane Flight Manual
GENERAL
CESSNA MODEL 206H T h e B e n d i x / K i n g K L N 8 9 is a n a v i g a t i o n s y s t e m b a s e d o n t h e
G l o b a l P o s i t i o n i n g S a t e l l i t e n e t w o r k . It c o n t a i n s a d a t a b a s e c a r t r i d g e
AIRPLANES 206H8001 AND ON which may be updated by subscription. Complete descriptive
m a t e r i a l o n t h e K L N 8 9 m a y b e f o u n d in t h e B e n d i x / K i n g K L N 8 9
Pilot's G u i d e s u p p l i e d with the u n i t T h i s pilot g u i d e must be
a v a i l a b l e d u r i n g o p e r a t i o n of t h e K L N 8 9 u n i t
SUPPLEMENT 15
BENDIX/KING K A P 140 SECTION 2
2 AXIS AUTOPILOT LIMITATIONS
SERIAL N O . U s e of t h e K L N 8 9 is l i m i t e d t o V F R o p e r a t i o n s o n l y . T h e
f o l l o w i n g i n f o r m a t i o n m u s t b e p r e s e n t e d in t h e f o r m of p l a c a r d s
REGISTRATION NO. w h e n t h e a i r p l a n e is e q u i p p e d w i t h a K L N 8 9 u n i t :
This supplement must be Inserted Into Section 9 of the Pilot's Operating 1. O n the instrument panel near the K L N 8 9 unit:
Handbook and FAA Approved Airplane Flight Manual when the KAP 140 2 Axis
Autopilot System is installed.
GPS NOT APPROVED
FAA APPROVAL F O R IFR N A V I G A T I O N
PAA APPROVSD UNDER FAR 21 SUBPARTJ
The Cessna Aircraft Co
ation Option ManubcturerCE>1
Executive Engineer
Date: 16 November 1998
SECTIONS
^ M e m b e r of G A M A
EMERGENCY PROCEDURES
COPYRIGHT ® 1998 5 October 1998
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA T h e r e is n o c h a n g e t o t h e a i r p l a n e e m e r g e n c y p r o c e d u r e s w h e n
206HPHUS-S15-00
t h e K L N 8 9 G P S is i n s t a l l e d .
S I 5-1
SECTION 4
SUPPLEMENT 15
NORMAL PROCEDURES
BENDIX/KING KAP 140 2 AXIS AUTOPILOT
T h e r e is n o c h a n g e t o b a s i c a i r p l a n e normal operating
procedures with the K L N 89 G P S installed. T h e f o l l o w i n g L o g of E f f e c t i v e P a g e s p r o v i d e s t h e d a t e of i s s u e
f o r o r i g i n a l a n d r e v i s e d p a g e s , a s w e l l a s a l i s t i n g of all p a g e s in
the Supplement. Pages which are affected by the current
r e v i s i o n w i l l c a r r y t h e d a t e of t h a t r e v i s i o n
SECTION 5
PERFORMANCE Revision Level D a t e of I s s u e
SUPPLEMENT SUPPLEMENT 15 .
BENDIX/KING KAP 140 2 AXIS AUTOPILOT
BENDIX/KING KAP 140 2 AXIS AUTOPILOT
A l o c k o u t d e v i c e p r e v e n t s a u t o p i l o t o r M E T e n g a g e m e n t until t h e
system has s u c c e s s f u l l y p a s s e d p r e f l i g h t self test. Automatic
p r e f l i g h t s e l f - t e s t b e g i n s w i t h initial p o w e r a p p l i c a t i o n t o t h e
autopilot.
T h e f o l l o w i n g c o n d i t i o n s will c a u s e t h e A u t o p i l o t to d i s e n g a g e :
B. I n t e r n a l A u t o p i l o t S y s t e m f a i l u r e .
C . P i t c h a c c e l e r a t i o n s in e x c e s s of + 1 . 4 g o r l e s s than-^ + 0 . 6 g
only w h e n produced by a failure c a u s i n g servo r u n a w a y . T h e
pilot cannot m a n e u v e r t h e aircraft a n d trip t h e m o n i t o r .
D. T u r n c o o r d i n a t o r f a i l u r e ( f l a g g e d g y r o ) .
E. I n t e r n a l A u t o p i l o t c o m p u t e r f a i l u r e ( m o n i t o r w i l l i l l u m i n a t e
e i t h e r t h e R ( R O L L ) or P ( P I T C H ) a x i s a n n u n c i a t i o n ) .
A c t i v a t i o n of A / P D I S C / T R I M I N T c o n t r o l w h e e l s w i t c h w i l l a l s o
disconnect the autopilot.
LABEL FUNCTIONS
AUTO Pull-off c i r c u i t b r e a k e r s u p p l i e s p o w e r t o t h e K C
PILOT 1 4 0 C o m p u t e r a n d t h e a u t o p i l o t p i t c h , roll a n d
pitch trim servos.
WARN S u p p l i e s s e p a r a t e p o w e r for a u t o p i l o t a l e r t i n g
(PITCH T R I M ) on the s h i p ' s a n n u n c i a t o r p a n e l .
5. N A V I G A T I O N (NAV) M O D E S E L E C T O R B U T T O N - When
p u s h e d , w i l l s e l e c t t h e N a v i g a t i o n m o d e . T h i s mode provides
a u t o m a t i c b e a m c a p t u r e a n d t r a c k i n g o f V O R , L O C , or G P S
signals as selected for presentation o n the #1 C D I . NAV
m o d e is r e c o m m e n d e d for e n r o u t e n a v i g a t i o n t r a c k i n g .
6 . A P P R O A C H ( A P R ) M O D E S E L E C T O R B U T T O N -- W h e n
p u s h e d , will select the A p p r o a c h m o d e . T h i s m o d e provides
a u t o m a t i c b e a m c a p t u r e a n d t r a c k i n g of V O R , G P S , L O C a n d
G l i d e s l o p e (GS) o n an ILS, as s e l e c t e d for presentation o n # 1
CDI. A P R m o d e t r a c k i n g s e n s i t i v i t y is r e c o m m e n d e d for
instrument approaches.
7. B A C K C O U R S E A P P R O A C H (REV) M O D E B U T T O N - This
b u t t o n is a c t i v e o n l y w h e n t h e c o u p l e d n a v i g a t i o n r e c e i v e r is
t u n e d to a L O C / I L S f r e q u e n c y . W h e n p u s h e d will select the
Back C o u r s e approach m o d e . T h i s m o d e functions identically
to t h e a p p r o a c h m o d e e x c e p t t h a t t h e a u t o p i l o t r e s p o n s e t o
L O C s i g n a l s is r e v e r s e d . G l i d e s l o p e is l o c k e d o u t w i t h R E V
mode.
8. A L T I T U D E H O L D (ALT) M O D E S E L E C T B U T T O N - W h e n
p u s h e d , will select the altitude h o l d m o d e . This mode
p r o v i d e s c a p t u r e a n d t r a c k i n g of t h e s e l e c t e d a l t i t u d e . The
s e l e c t e d a l t i t u d e is t h e a i r p l a n e a l t i t u d e at t h e m o m e n t t h e A L T
b u t t o n is p r e s s e d . If t h e A L T b u t t o n is p r e s s e d w i t h a n
e s t a b l i s h e d V S r a t e p r e s e n t , t h e r e will b e a b o u t a 1 0 % (of V S
rate) o v e r s h o o t . T h e airplane will return positively to the
selected altitude. T h i s button m a y be used to e n g a g e the
autopilot in the A L T m o d e .
• • • • ' / ^ •••-••„ - ^ •
F i g u r e 1 . Bendix/l<^ing 2 - A x i s K A P 1 4 0 A u t o p i l o t , O p e r a t i n g
Figure 1. Bendix/King 2-Axis K A P 140 Autopilot Schematic
C o n t r o l s a n d I n d i c a t o r s ( S h e e t 3 of 5)
( S h e e t 1 of 5)
16
9. V E R T I C A L S P E E D ( U P / D N ) M O D E B U T T O N S ~ T h e a c t i o n of
these buttons d e p e n d s o n t h e vertical m o d e present' w h e n
p r e s s e d . If V S m o d e is a c t i v e ( A P p l u s a n y l a t e r a l m o d e ) a n d
BENDIX t h e U P b u t t o n is p r e s s e d , t h e a u t o p i l o t w i l l m o d i f y t h e
KING H>B P.LJ pI 500 d i s p l a y e d V S c o m m a n d ( F P M ) in t h e u p d i r e c t i o n .
m o m e n t a r y cycles o n either t h e U P or D N b u t t o n will
Single
KAP 140 T FPM
increment the V S c o m m a n d b y 100 F P M per c y c l e . When
P R e i t h e r b u t t o n is c o n t i n u o u s l y h e l d i n , it w i l l m o d i f y t h e v e r t i c a l
fAPlX (HDGI INAVI IAPRI IREVI [ALTI
speed c o m m a n d by 3 0 0 f p m per s e c o n d .
If A L T m o d e is a c t i v e , p r e s s i n g t h e U P / D N b u t t o n s w i l l m o d i f y
t h e c a p t u r e d a l t i t u d e b y 2 0 feet p e r c y c l e , o r if h e l d
c o n t i n u o u s l y will c o m m a n d t h e airplane u p or d o w n at t h e rate
1 i 3 4
of 5 0 0 F P M , s y n c h r o n i z i n g t h e A L T r e f e r e n c e t o t h e a c t u a l
airplane altitude upon button release.
1. PITCH AXIS (P) ANNUNCIATOR - When illuminated, 10. A U T O P I L O T C I R C U I T B R E A K E R - A 5-amp pull-off circuit
indicates failure of pitch axis a n d will either d i s e n g a g e t h e breaker s u p p l y i n g 2 8 V D C to t h e K A P 1 4 0 s y s t e m .
autopilot or not allow e n g a g e m e n t of t h e pitch axis. In
turbulent air, will illuminate during abnormal 1 1 . W A R N C/B ~ Power to t h e autopilot disconnect h o r n a n d t h e
vertical/accelerations. ship's annunciator panel (PITCH TRIM).
2. A U T O P I L O T E N G A G E / D I S E N G A G E ( A P ) BUTTON - When
12. A U T O P I L O T D I S C O N N E C T (A/P D I S C / T R I M INT) S W I T C H -
p u s h e d , e n g a g e s a u t o p i l o t if all p r e f l i g h t s e l f - t e s t c o n d i t i o n s
W h e n d e p r e s s e d will d i s e n g a g e t h e autopilot a n d interrupt
a r e m e t . T h e a u t o p i l o t w i l l e n g a g e i n t h e b a s i c roll ( R O L )
m a n u a l electric trim ( M E T ) power. A n autopilot d i s c o n n e c t will
m o d e w h i c h f u n c t i o n s a s a w i n g leveler a n d t h e pitcfi axis
vertical speed (VS) m o d e . T h e c o m m a n d e d vertical s p e e d will be annunciated by a continuous 2 second tone accompanied
b e d i s p l a y e d i n t h e u p p e r r i g h t c o r n e r of a u t o p i l o t d i s p l a y by a flashing " A P " displayed o n the autopilot computer.
a r e a . T h e c a p t u r e d V S will be t h e vertical s p e e d present at
t h e m o m e n t t h e A P b u t t o n is p r e s s e d . T h e b u t t o n m a y a l s o 13. M A N U A L E L E C T R I C T R I M ( M E T ) S W I T C H E S ~ W h e n both
be used to d i s e n g a g e t h e autopilot. s w i t c h e s a r e p r e s s e d in t h e s a m e d i r e c t i o n , will a c t i v a t e p i t c h
trim in t h e selected direction. If o n l y o n e s w i t c h i s m o v e d , t h e
3. R O L L A X I S ( R ) A N N U N C I A T O R ~ W h e n i l l u m i n a t e d , i n d i c a t e s
trim s y s t e m will not operate. If o n l y t h e right h a l f of t h e M E T
f a i l u r e o f t h e roll a x i s a n d d i s e n g a g e s t h e a u t o p i l o t .
switch assembly is h e l d , simulating a stuck s w i t c h , for 3
s e c o n d s , t h e trim monitoring s y s t e m will detect a s w i t c h failure
resulting in a y annunciation o n the autopilot display a n d the
d i s a b l i n g o f t h e e l e c t r i c t r i m s y s t e m . If t h e s t u c k s w i t c h is
c o r r e c t e d , t h e f a u l t will c l e a r . U s e of m a n u a l e l e c t r i c trim
d u r i n g a u t o p i l o t o p e r a t i o n will d i s e n g a g e t h e a u t o p i l o t .
A WARNING
3 . F l a s h i n g G S - I n d i c a t i o n of a f l a g g e d g l i d e s l o p e . (GS will 3 . N o t e t h a t t h e e m e r g e n c y p r o c e d u r e f o r a n y m a l f u n c t i o n is
r e a r m a u t o m a t i c a l l y if a v a l i d G S s i g n a l is r e c e i v e d . ) essentially the sa m e : immediately grasp thp control wheel
a n d regain airplane control while pressing and holding the A / P
NOTE DISC/TRIM INT switch d o w n , a n d retrim the airplane as
needed. After t h e s e s t e p s h a v e b e e n a c c o m p l i s h e d s e c u r e
T o continue tracking the localizer, observe the appropriate the autopilot electric trim system by pulling the autopilot
m i n i m u m s f o r a n o n p r e c i s i o n a p p r o a c h . ( P r e s s A L T t w i c e in ( A U T O PILOT) circuit breaker. A s with any other airplane
r a p i d s u c c e s s i o n to t e r m i n a t e t h e f l a s h i n g . C o n t r o l t h e p i t c h e m e r g e n c y p r o c e d u r e , it is i m p o r t a n t t h a t t h e 4 s t e p s of t h e
a x i s in t h e d e f a u l t V S m o d e . ) e m e r g e n c y procedure located on P a g e 13 be committed to
memory.
NOTE
4 . T h e A V I O N I C S M A S T E R s w i t c h m a y b e u s e d to r e m o v e all
A t t h e o n s e t of m o d e a n n u n c i a t o r f l a s h i n g , t h e a u t o p i l o t h a s
electric power from the Autopilot a n d Electric Trim systems
a l r e a d y r e v e r t e d to a d e f a u l t m o d e of o p e r a t i o n , i.e., R O L
w h i l e t h e c i r c u i t b r e a k e r is l o c a t e d a n d p u l l e d . Return the
a n d o r V S m o d e . A n i m m e d i a t e a t t e m p t t o r e e n g a g e t o lost
A V I O N I C S M A S T E R s w i t c h to t h e O N p o s i t i o n a s s o o n a s
m o d e m a y b e m a d e if t h e o f f e n d i n g n a v i g a t i o n , g l i d e s l o p e
p o s s i b l e . W i t h t h e A V I O N I C S M A S T E R s w i t c h off, all a v i o n i c s
or c o m p a s s f l a g h a s c l e a r e d .
a n d autopilot equipment will be inoperable.
EXCEPTION «
5 . It is i m p o r t a n t t h a t all p o r t i o n s of t h e a u t o p i l o t a n d e l e c t r i c t r i m
s y s t e m a r e p r e f l i g h t t e s t e d p r i o r t o e a c h f l i g h t in a c c o r d a n c e
T h e H D G a n n u n c i a t i o n will flash for 5 s e c o n d s upon
w i t h t h e p r o c e d u r e s p u b l i s h e d h e r e i n in o r d e r t o a s s u r e t h e i r
s e l e c t i o n of N A V , A P R , or R E V m o d e s t o r e m i n d t h e p i l o t to
integrity a n d continued safe operation d u r i n g flight.
s e t t h e H D G b u g for u s e a s c o u r s e d a t u m .
E f f e c t s of i n s t r u m e n t l o s s e s u p o n a u t o p i l o t o p e r a t i o n : A WARNING
2 . If a n n u n c i a t i o n c o n t i n u e s , A i r p l a n e C o n t r o l W h e e l - G R A S P SECTION 4
F I R M L Y , d i s e n g a g e t h e a u t o p i l o t a n d c h e c k for a n o u t of p i t c h NORMAL PROCEDURES
trim condition. Manually retrim as required.
A r e d P o r R o n t h e f a c e of t h e a u t o p i l o t c o m p u t e r .
2 . P O W E R A P P L I C A T I O N A N D S E L F T E S T - A s e l f t e s t is
p e r f o r m e d u p o n p o w e r application to the c o m p u t e r . This test
1 . A r e d P is a n i n d i c a t i o n t h a t t h e p i t c h a x i s of t h e a u t o p i l o t h a s
is a s e q u e n c e o f i n t e r n a l c h e c k s t h a t v a l i d a t e p r o p e r s y s t e m
b e e n disabled a n d cannot be e n g a g e d . DO N O T E N G A G E
operation- prior to allowing n o r m a l s y s t e m o p e r a t i o n . The
INTO A R O L L AXIS O N L Y S Y S T E M .
s e q u e n c e is i n d i c a t e d b y " P F T " w i t h a n i n c r e a s i n g n u m b e r f o r
the sequence steps. S u c c e s s f u l c o m p l e t i o n of s e l f t e s t is
NOTE
i d e n t i f i e d b y all d i s p l a y s e g m e n t s b e i n g i l l u m i n a t e d ( D i s p l a y
Test), external "Pitch T r i m " (A/C S y s t e m A n n u n c i a t o r Panel)
If t h e r e d P l a m p w a s t h e r e s u l t of s o m e a b n o r m a l
being illuminated, a n d the disiconnect tone s o u n d i n g .
accelerations on the airplane, the annunciation should be ,^
extinguished within approximately one minute and normal -
u s e of t h e autopilot will b e reestablished. NOTE
2 . A r e d R i s a n i n d i c a t i o n t h a t t h e roll a x i s of t h e a u t o p i l o t h a s U p o n a p p l y i n g p o w e r to t h e a u t o p i l o t , t h e r e d P w a r n i n g on
been disabled a n d cannot be engaged. T h e autopilot cannot t h e f a c e of t h e a u t o p i l o t m a y i l l u m i n a t e i n d i c a t i n g t h a t ' the
be reengaged. pitch axis cannot be e n g a g e d . This condition should be
temporary, lasting approximately 3 0 s e c o n d s . The P will
F l a s h i n g m o d e a n n u n c i a t i o n in t h e d i s p l a y of t h e a u t o p i l o t c o m p u t e r . extinguish a n d normal operation will be available.
NOTE
3. M A N U A L E L E C T R I C T R I M - T E S T a s f o l l o w s : Press both
A f l a s h i n g N A V , A P R or R E V a n n u n c i a t i o n can also be h a l v e s of t h e s p l i t M a n u a l E l e c t r i c T r i m ( M E T ) s w i t c h e s t o t h e '
nose d o w n position, verify that the trim wheel a n d the trim tab
c a u s e d by a failed heading valid input.
p o s i t i o n i n d i c a t o r a r e m o v i n g in t h e d o w n d i r e c t i o n . Repeat
test for the nose up direction.
P r e s s M E T for n o s e u p t r i m , p r e s s a n d h o l d t h e AP
A WARNING D I S C / T R I M INT s w i t c h , verify that b o t h t h e trim w h e e l and
i n d i c a t o r a r e not m o v i n g , r e l e a s e t h e A / P D I S C / T R I M INT
WHEN OPERATING AT OR NEAR THE BEST
s w i t c h w h i l e still h o l d i n g M E T t r i m u p , t h e t r i m w h e e l and
RATE OF CLIMB AIRSPEED, AT CLIMB POWER
i n d i c a t o r s h o u l d c o n t i n u e t o m o v e in t h e n o s e u p d i r e c t i o n .
S E T T I N G S , AND USING V E R T I C A L S P E E D (VS)
M O D E , C O N T I N U E D O P E R A T I O N IN V E R T I C A L
S P E E D M O D E C A N R E S U L T IN A N A I R P L A N E 4. A U T O P I L O T - E N G A G E by pressing A P button.
STALL. IF N E C E S S A R Y , DISCONNECT THE
AUTOPILOT AND R E T U R N T H E A I R P L A N E TO A 5 . F L I G H T C O N T R O L S - M O V E f o r e , aft, left a n d r i g h t t o v e r i f y
STABILIZED CLIMB PRIOR TO RE-ENGAGMENT. the autopilot can be o v e r p o w e r e d .
NOTE 3. C L I M B O R D E S C E N T :
b. A i r s p e e d a n d R a t e o f C l i m b ~ S T A B I L I Z E D . a. A L T H o l d S e l e c t o r B u t t o n - P R E S S . Note A L T hold
annunciator ON. Autopilot will maintain t h e s e l e c t e d
NOTE altitude.
N O T E N O T E
W h e n A P R is selected, t h e autopilot will flash H D G for 5 A s a n alternative, press either t h e U P or D N button with a
s e c o n d s t o r e m i n d t h e pilot t o reset t h e H D G b u g t o t h e s u c c e s s i o n of quick m o m e n t a r y presses p r o g r a m m i n g either
a p p r o a c h c o u r s e . If H D G m o d e w a s in u s e a t t h e t i m e of a n i n c r e a s e o r d e c r e a s e in t h e a l t i t u d e p r e f e r e n c e at t h e
A P R button s e l e c t i o n , a 4 5 ° intercept a n g l e ' will t h e n b e r a t e o f 2 0 f e e t e a c h t i m e t h e b u t t o n is d e p r e s s e d .
automatically established b a s e d o n t h e position of t h e b u g .
N O T E 5. H E A D I N G H O L D : ; , .
1) If t h e D - B a r is g r e a t e r t h a n 2 t o 3 d o t s : t h e a u t o p i l o t w i l l N O T E •'.
a n n u n c i a t e A P R A R M ; w h e n t h e c o m p u t e d capture point
is r e a c h e d t h e A R M a n n u n c i a t o r w i l l g o o u t a n d t h e Aircraft heading may change in ROL mode d u e to
selected c o u r s e will be a u t o m a t i c a l l y c a p t u r e d a n d turbulence.
tracked.
c. H e a d i n g S e l e c t o r K n o b ~ M O V E B U G t o t h e d e s i r e d
2 ) If t h e D - B a r is l e s s t h a n 2 t o 3 d o t s : t h e H D G m o d e w i l l h e a d i n g . Autopilot will automatically turn t h e aircraft to t h e
disengage upon selecting APR mode; the A P R new selected heading.
annunciator will illuminate and the capture/track
s e q u e n c e will automatically b e g i n .
6. N A V C O U P L I N G : 8. B A C K C O U R S E ( R E V ) A P P R O A C H C O U P L I N G (i.e., r e v e r s e
localizer): '
a. O B S Knob - S E L E C T desired course.
b. N A V M o d e S e l e c t o r B u t t o n - P R E S S . Note NAVARM a. O B S K n o b - S E L E C T the localizer course to the front
annunciated. c o u r s e i n b o u n d (as a m e m o r y a i d ) .
c. H e a d i n g S e l e c t o r K n o b - R O T A T E B U G t o a g r e e w i t h O B S b. R E V M o d e S e l e c t o r B u t t o n ~ PRESS.
course.
c. H e a d i n g S e l e c t o r K n o b - R O T A T E B U G t o t h e h e a d i n g
N O T E c o r r e s p o n d i n g to t h e l o c a l i z e r f r o n t c o u r s e i n b o u n d .
W h e n N A V is s e l e c t e d , t h e a u t o p i l o t w i l l f l a s h H D G for 5 N O T E
s e c o n d s to r e m i n d t h e p i l o t to r e s e t t h e H D G b u g to t h e
O B S c o u r s e . IF H D G m o d e w a s i n u s e at t h e t i m e of N A V W h e n R E V is s e l e c t e d , t h e a u t o p i l o t w i l l f l a s h H D G f o r 5
button selection, a 4 5 ° intercept a n g l e will t h e n be s e c o n d s to r e m i n d t h e pilot t o r e s e t t h e H D G b u g t o t h e
automatically e s t a b l i s h e d b a s e d o n t h e position of the b u g . l o c a l i z e r F R O N T C O U R S E I N B O U N D h e a d i n g . If h e a d i n g
m o d e w a s in u s e at t h e t i m e of R E V b u t t o n s e l e c t i o n , a 4 5 °
intercept angle will then be automatically e sta b l i sh e d b a s e d
N O T E - .
o n t h e p o s i t i o n of t h e b u g .
All angle intercepts compatible with radar vectors m a y be
accomplished by selecting R O L m o d e PRIOR to pressing N O T E
t h e N A V b u t t o n . T h e H D G b u g m u s t still b e p o s i t i o n e d t o
a g r e e w i t h t h e O B S c o u r s e t o p r o v i d e c o u r s e d a t u m to t h e All a n g l e intercepts c o m p a t i b l e with radar v e c t o r s m a y be
autopilot w h e n using a DG (Directional Gyro). a c c o m p l i s h e d by selecting R O L m o d e P R I O R to p r e s s i n g
t h e R E V b u t t o n . T h e H D G b u g m u s t still b e p o s i t i o n e d t o
1) If t h e D - B a r is g r e a t e r t h a n 2 t o 3 d o t s , t h e a u t o p i l o t the localizer F R O N T C O U R S E INBOUND heading to
will annunciate NAVARM. When the computed p r o v i d e c o u r s e d a t u m to t h e a u t o p i l o t w h e n u s i n g a D G .
c a p t u r e p o i n t is r e a c h e d t h e A R I V I a n n u n c i a t o r w i l l g o
out a n d the selected c o u r s e will be automatically 1) If t h e D-Bar is g r e a t e r t h a n 2 t o 3 d o t s : t h e a u t o p i l o t w i l l
captured and tracked. annunciate R E V A R M ; when the computed capture point
is r e a c h e d t h e A R M a n n u n c i a t o r w i l l g o o u t a n d t h e
2) If t h e D - B a r is l e s s t h a n 2 t o 3 d o t s , t h e H D G m o d e selected back course will be automatically c a p t u r e d a n d
will d i s e n g a g e u p o n selecting N A V m o d e . T h e N A V tracked.
annunciator will then illuminate a n d t h e capture/track
s e q u e n c e will a u t o m a t i c a l l y b e g i n . 2) If t h e D - B a r is l e s s t h a n 2 to 3 d o t s : t h e H D G m o d e w i l l
disengage upon selecting R E V mode; the R E V
annunciator will illuminate and the capture/track
s e q u e n c e will automatically b e g i n .
9. G L I D E S L O P E COUPLING
a. A P R M o d e ~ E N G A G E D , N o t e G S A R I M annunciated.
N O T E
/ N O T E
CESSfSIA MODEL 206H Autopilot c a n capture glideslope from above or below the
beam.
AIRPLANES 20608001 AND ON
c. Airspeed ~ M A I N T A I N 100 KIAS minimum during
SUPPLEMENT 16 autopilot c o u p l e d a p p r o a c h e s ( r e c o m m e n d e d ) .
C A R G O P A C K
10. MISSED APPROACH
a. A / P D I S C / T R I M INTER Switch - P R E S S to d i s e n g a g e A P .
b. M I S S E D A P P R O A C H - E X E C U T E .
SERIAL NO.
r -—
c. If a u t o p i l o t is d e s i r e d :
REGISTRATION NO.
1) E l e v a t o r T r i m - V E R I F Y o r S E T .
This supplement must be inserted into Section 9 of the Pilot's Operating
Handbook and FAA Approved Airplane Flight Manual when the Cargo Pack is 2) A i r s p e e d a n d R a t e of C l i m b ~ S T A B I L I Z E D .
installed.
N O T E
FAA APPROVAL
PAA A P P R O V S D UNDER FAR 21 SUBPART J
A v o i d autopilot e n g a g e m e n t into a c i i m b condition that
Tf»s Cessna Aircraft Co either c a n n o t b e m a i n t a i n e d , o r is o n t h e p e r f o r m a n c e limits
Oe!ag.-JtkKt Option Manufacturer CS-1
of t h e a i r p l a n e f o r its p o w e r a n d w e i g h t c o n f i g u r a t i o n .
A 4 # ? ^ E x . o « . - v . E n „ n « r
3) A P B u t t o n - P R E S S . Note R O L a n d V S annunciators
on. If n o o t h e r m o d e s a r e s e l e c t e d t h e a u t o p i l o t w i l l
Date: October 20, 1999
operate in t h e R O L a n d V S m o d e s .
^ Member o f G A M A
COPYRIGHT ®loa3
CESSNA AIRCRAFT COMPANY
V/iCHItA, KAMSAS, USA 18 October 1999
206HPHUS-S16-00
SI 6-1
SUPPLEMENT 16
NOTE
If t r a c k i n g t h e I L S c o u r s e o u t b o u n d a s p a r t of t h e m i s s e d
CARGO PACK
a p p r o a c h p r o c e d u r e is d e s i r e d , u s e t h e N A V m o d e to T h e f o l l o w i n g L o g of E f f e c t i v e P a g e s p r o v i d e s t h e d a t e of i s s u e
prevent inadvertent G S coupling.
for o r i g i n a l a n d r e v i s e d p a g e s , a s w e l l a s a l i s t i n g of all p a g e s i n
the Supplement. Pages w h i c h are affected by the current
11. BEFORE LANDING
revision will c a r r y the date of that revision
L O G O F EFFECTIVITY P A G E S ,
SECTIONS
PERFORMANCE
PAGE DATE PAGE DATE
T h e r e is n o c h a n g e t o t h e a i r p l a n e p e r f o r m a n c e w h e n t h e K A P
1 4 0 2 A x i s A u t o p i l o t is i n s t a l l e d . Title ( S I 6 - 1 ) Oct 18/99
S16-2 Oct 18/99
S16-3 Oct 18/99
S16-4 Oct 18/99
Airplane
Unit Revision Incorporated
Number Title Effectivity incorporation In A i r p l a n e
Oct 18/99
S I 6-2
S I 5-28 Oct 5/98
CESSNA SECTION 9 - SUPPLEMENTS
M O D E L 206H S U P P L E M E N T 16 - FAA A P P R O V E D
SUPPLEMENT
CARGO PACK
SECTION 1
GENERAL
T h e cargo pack provides additional cargo and b a g g a g e space.
T h e b a s i c s h e l l of t h e c a r g o p a c k , i n c l u d i n g t h e l o a d i n g d o o r , is
fabricated from fiberglass. Corrugated aluminum f o r m s the inner
f l o o r o f t h e p a c k . A l o a d i n g d o o r i s l o c a t e d o n t h e left s i d e of t h e
p a c k , a n d is h i n g e d a t t h e b o t t o m . It is s e c u r e d in t h e c l o s e d
position by two quick-release fasteners, and has a key-operated
lock.
T h e v o l u m e of t h e c a r g o p a c k i s 1 6 c u b i c f e e L D i m e n s i o n s of
t h e p a c k a n d its l o a d i n g d o o r o p e n i n g a r e c o n t a i n e d i n S e c t i o n 6 of
t h e b a s i c h a n d b o o k . T h e p a c k is d e s i g n e d t o a c c o m m o d a t e t h r e e
" t w o - s u i t e r s " , plus other s m a l l m i s c e l l a n e o u s articles.
T h e p a c k is a t t a c h e d t o t h e b o t t o m of t h e f u s e l a g e w i t h s c r e w s
a n d , a f t e r t h e initial i n s t a l l a t i o n , c a n r e a d i l y b e r e m o v e d o r i n s t a l l e d .
C o m p l e t e instructions for installation of the cargo pack, a n d required
m o d i f i c a t i o n s t o t h e n o s e g e a r a c c e s s p a n e l s a n d f u e l punnp v e n t
l i n e a r e c o n t a i n e d in t h e A c c e s s o r y K i t a n d S e r v i c e M a n u a l .
SECTION 2
LIMITATIONS
T h e f o l l o w i n g i n f o r m a t i o n m u s t b e p r e s e n t e d in t h e f o r m of a
p l a c a r d , l o c a t e d o n t h e i n s i d e of t h e c a r g o p a c k d o o r :
SECTION 3
EMERGENCY PROCEDURES
r
T h e r e is n o c h a n g e to t h e a i r p l a n e e m e r g e n c y p r o c e d u r e s when
t h e c a r g o p a c k is i n s t a l l e d .
SECTiON4 '
NORMAL PROCE.0URES
C o n s i d e r a t i o n s h o u l d b e g i v e n t o l o a d i n g of t h e c a r g o p a c k a n d
t h e n e c e s s a r y w e i g h t a n d b a l a n c e c o m p u t a t i o n s o u t l i n e d in S e c t i o n
6 of t h e b a s i c h a n d b o o k . A l l o t h e r n o r m a l p r o c e d u r e s s p e c i f i e d i n
t h e b a s i c h a n d b o o k a r e a p p l i c a b l e w h e n t h e c a r g o p a c k is i n s t a l l e d .
SECTIONS
PERFORMANCE
T h e c i i m b p e r f o r m a n c e of t h e a i r p l a n e e q u i p p e d w i t h t h e c a r g o
p a c k is a p p r o x i m a t e l y 4 0 f p m l e s s t h a n s h o w n i n t h e c l i m b
p e r i o r m a n c e c h a r t s in S e c t i o n 5 of t h e b a s i c h a n d b o o k . T h e c - u i s e
s p e e d s are a p p r o x i m a t e l y 5 K T A S l o w e r t h a n s h o w n i n .the c r u i s e
c h a r t s in S e c t i o n 5 of t h e b a s i c h a n d b o o k .
S a t i s f a c t o r y e n g i n e c o o l i n g h a s b e e n d e m o n s t r a t e d for t h i s
a i r p l a n e w i t h a n o u t s i d e air t e m p e r a t u r e 2 3 ° C a b o v e s t a n d a r d . T h i s
is not t o b e c o n s i d e r e d a s a n o p e r a t i n g l i m i t a t i o n . R e f e r e n c e s h o u l d
b e m a d e t o S e c t i o n 2 of t h e b a s i c h a n d b o o k for e n g i n e opei'.ax:ng
limitations. •