A!R CORP through 67152 STC - Air Plains · MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to...

A!R PLAINS SERVICES, CORP SUPPLEMENTAL AIRPLANE FLIGHT MANUAL WELLINGTON AIRPORT C IS0 Serial Numbers: *18052621 through 18053000 WELLINGTON, KS. 67152 STC SAD1345AT

F.A.A. APPROVED

SUPPLEMENTAL AIRPLANE FLIGHT MANUAL

FOR CESSNA

180J, Serial No. 18052621 through 18052770 180K, Serial No. 18052771 through 18053000

Reg. No. Ser. No.

This Supplemental Airplane Flight Manual (AFM) applies to the airplane noted above when a Continental Model 10-520-0 engine and one of the following propellers and associated spinner IS installed on Cessna 180 aircraft in accordance with Supplemental Type Certificate (STC) No. SA01345AT.

The information herein supplements or supersedes the information presented in the fjight manual and on placards in the airplane. For Limitations, Procedures and Performance information not contained in the Suppiemental AFM, consult the flight manual or placards in the airplane.

FAA 4 Ronald K.Rathgeber, Manager

Wichita Aircraft Certification Office Federal Aviation Administration

AIR PLAINS SERVICES, CORP SUPPLEMENTAL AIRPLANE FLIGHT MANUAL WELLINGTON AIRPORT C180 Serial Numbers: 18052621 through 18053000 WELLINGTON, KS. 67152 STC SA01345AT

DOCUMENT NUMBER C180-520-APSFM5 Page 1 of 24 March 1, 2002

F.A.A. APPROVED

SUPPLEMENTAL AIRPLANE FLIGHT MANUAL

FOR CESSNA

180J, Serial No. 18052621 through 18052770 180K, Serial No. 18052771 through 18053000

Reg. No._____________________________________________ Ser. No. _____________________________________________

This Supplemental Airplane Flight Manual (AFM) applies to the airplane noted above when a Continental Model IO-520-D engine and one of the following propellers and associated spinner is installed on Cessna 180 aircraft in accordance with Supplemental Type Certificate (STC) No. SA01345AT. Hartzell PHC-C3YF-1RF/F8468A ( )-6R Hartzell PHC-C3YF-1RF/F7691 ( ) McCauley D3A34C401/90DFA-10 The information herein supplements or supersedes the information presented in the flight manual and on placards in the airplane. For Limitations, Procedures and Performance information not contained in the Supplemental AFM, consult the flight manual or placards in the airplane. FAA APPROVED:_________________________________ Ronald K. Rathgeber, Manager Wichita Aircraft Certification Office Federal Aviation Administration

AIR PLAINS SERVICES, CORP SUPPLEMENTAL AIRPLANE FLIGHT MANUAL- ' 'nTLLINGTON AIRPORT C180 Serial Numbers: 18052621 through 18053000 WELLINGTON, KS.67152 STC SA01345AT

"..,. -- .- .

FAA APPROVED SUPPLEMENTAL FLIGHT MANUAL LOG OF REVISIONS

Rev. Pages 1 Descr~ption Date Approved* No.

Orig All For the indicated C180 aircraft modified IAW Air March 1, G . M. Baker Plains Services, Corp. Master Drawing List 2002 Document 1018DL-APS.

A 2,4,6,10,14, Added fuel shutoff valve, Added placard. Revised June 2 8 , pG21,23 footer for document number. 2005

*For Manager, Wichita Aircraft Certification Office

DOCUMENT NUMBER C180-520-APSFM5 Page 2 of 1-1 Rev 1. Dated: June 28, 2005



INDEX

Description Page

SECTION 1. GENERAL...................................................................................4 SECTION 2. LIMITATIONS .............................................................................8 SECTION 3. EMERGENCY PROCEDURES ..................................................13 SECTION 4. NORMAL PROCEDURES .........................................................15 SECTION 5. PERFORMANCE .......................................................................19 SECTION 6. WEIGHT & BALANCE/ EQUIPMENT LIST ...............................19 SECTION 7. AIRPLANE & SYSTEMS DESCRIPTIONS................................20 SECTION 8. HANDLING, SERVICE & MAINTENANCE.................................24 SECTION 9. SUPPLEMENTS (Optional Systems Description & Operating Procedures) ...............................24


DOCUMENT NUMBER C180-520-APSFM5 Page 4 of 24 Rev 1, Dated: June 28 2005

SECTION 1. GENERAL GENERAL NOTES. Coordinate your Owner’s Manual with this supplement. This supplement supersedes the information in your Owner’s Manual where the text is discussing engine operation. Limitations -- This STC DOES NOT CHANGE ANY AIRSPEED OR WEIGHT LIMITS. Cooling -- With the higher horsepowered IO-520-D engine, additional care must be taken to ensure proper cooling • After maintenance, ensure the proper reinstallation of all baffling and check to see that soft

baffle seals tightly seal up gaps. • During preflight walk arounds, check for obstructions at the cooling air intake locations and

oil cooler face. Also check for bird nest debris or other obstructions inside the cowling. • On hot days, minimize taxi and runup time. • During climb, maintain 95-105 KIAS, 100-120 MPH after obstacle clearance. Mixture Management -- The mixture is set to specific fuel flows with the vernier or by EGT as described in the Amplified Check List. Throughout your Owner’s Manual the following deletions and substitutions apply: Carburetor ...............................................Deleted (Engine has injection system) Carburetor Heat ......................................Substitute -- Alternate Air Carburetor Air Filter ................................Substitute -- Induction Air Filter Engine Primer .........................................Substitute -- Manual Primer (Optional) Mixture Control........................................Substitute -- Mixture Control (With Vernier Adjustment) Full Throttle, xxxx RPM...........................Substitute -- Full Throttle, 2850 RPM, (5 Min) Oil Filter Screen ......................................Engine is equipped with disposable spin-on filter or oil

screen) Fuel Selector Off .....................................Substitute – Fuel Shut off Control OFF (full out) Fuel Selector On .....................................Substitute – Fuel Shut off Control On (full in)



SECTION 1. GENERAL (Cont’d)

ENGINE Number of Engines: 1 Engine Manufacturer: Teledyne Continental Engine Model Number: IO-520-D Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontally opposed, fuel-injected, six-cylinder engine with 520 cu. in. displacement. Horsepower Rating and Engine Speed:

Maximum Power (5 minutes - takeoff): 300 rated at 2850 RPM. Maximum Continuous Power: 285 rated BHP at 2700 RPM.

PROPELLER

Propeller Manufacturer: Hartzell Propeller Model Number: PHC-C3YF-1RF/F8468A ( )-6R Number of Blades: 3 Propeller Diameter: Maximum: 80 inches Minimum: 77 inches Propeller Type: Constant speed and hydraulically actuated with a low pitch

setting of 10.4°+ 0.2° and a high pitch setting of 30-32° (30 inch station).

Propeller Manufacturer: Hartzell Propeller Model Number: PHC-C3YF-1RF/F7691 ( ) Number of Blades: 3 Propeller Diameter: Maximum: 78 inches Minimum: 77 inches

Propeller Type: Constant speed and hydraulically actuated with a low pitch setting of 11.8°+ 0.1° and a high pitch setting of 30-32° (30 inch station).

Propeller Manufacturer: McCauley Propeller Model Number: D3A34C401/90DFA-10 Number of Blades: 3 Propeller Diameter: Maximum: 80 inches Minimum: 78 inches Propeller Type: Constant speed and hydraulically actuated with a low pitch

setting of 10.4° + 0.2° and a high pitch setting of 28.5° + .5° (30 inch station).



SECTION 1. GENERAL (Cont’d) FUEL Approved Fuel Grades (and Colors): 100LL Grade Aviation Fuel (Blue). 100 (Formerly 100/130) Grade Aviation Fuel (Green).

NOTE Isopropyl alcohol and ethylene glycol monomethyl ether may be added to the fuel supply. Additive concentrations shall not exceed 1% for isopropyl alcohol or .15% for ethylene glycol monomethyl ether.

To ensure maximum fuel capacity when refueling and minimize cross-feeding when parked on a sloping surface, place the fuel selector value in the LEFT or RIGHT position.

OIL Oil Specification:

The engine was delivered from the factory with corrosion-preventive aircraft engine oil. This oil should be drained after the first 25 hours of operation. MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply during the first 25 hours. Continental Motors Specification MHS-24 Aviation Grade Ashless Dispersant Oil: Oil conforming to Continental Motors Specification MHS-24, and all revisions or supplements thereto, must be used after first 25 hours. Refer to Continental Aircraft Engine Service Bulletin M82-8, and any superseding bulletins, revisions, or supplements thereto, for further recommendations.

Recommended Viscosity for Temperature Range: All temperatures, use multi-viscosity oil or Above 4oC (40oF), use SAE 50. Below 4oC (40oF), use SAE 30.



SECTION 1. GENERAL (Cont’d)

NOTE When operating temperatures overlap, use the lighter grade of oil. Multi-viscosity oil is recommended for improved starting in cold weather. Oil Capacity: Sump: 12 Quarts Total: 13 Quarts



SECTION 2. LIMITATIONS ENGINE OPERATION LIMITATIONS ENGINE This 180 is powered by one Teledyne Continental Motors Corporation model IO-520-D, fuel-injected, direct drive, air-cooled, horizontally opposed, six-cylinder, 520 cubic inch displacement : Maximum Power (5 Minutes, Take-off)........................... .300 BHP Rating Maximum Continuous Power .......................................... 285 BHP Rating OPERATING LIMITATIONS Take-off and Maximum Maximum Power (5 minute Take-off:......................Full throttle, 2850 RPM Continuous Power ..................................................................... 2700 RPM Cylinder Head Temperature Maximum.......................................................................................... 460°F Oil Temperature Minimum (Take-off) .......................................................................... 100°F Maximum.......................................................................................... 240°F Oil Pressure Minimum (Idle) ................................................................................. 10 PSI Maximum........................................................................................ 100 PSI Fuel Pressure (Flow) Maximum.......................................................................................19.54 PSI .................................................................................................. (25.2 GPH) POWER PLANT INSTRUMENT MARKINGS

OIL TEMPERATURE GAUGE Operation Range (Green ARC) ..................................... 100° to 240°F Maximum (Red Radial) ...............................................................240°F OIL PRESSURE GAUGE Minimum (Idle) (Red Radial)......................................................10 PSI Operating Range (Green ARC) ....................................... 30 to 60 PSI Maximum (Red Radial) ............................................................100 PSI



SECTION 2. LIMITATIONS (Cont’d) POWER PLANT INSTRUMENT MARKINGS (CONTINUED) TACHOMETER (Hartzell Propeller) (PHC-C3YF-1RF/8468A ( )-6R) Operating Range (Green ARC) .......................... 2200 to 2550 RPM Caution Range (Yellow ARC) .............................. 2700 to 2850 RPM Maximum (Red Radial) .....................................................2850 RPM TACHOMETER (Hartzell Propeller) (PHC-C3YF-1RF/F7691 ( )) Operating Range (Green ARC) .......................... 2200 to 2550 RPM Caution Range (Yellow ARC) .............................. 2700 to 2850 RPM Maximum (Red Radial) .....................................................2850 RPM TACHOMETER (McCauley Propeller) (D3A34C401/90DFA-10) Operating Range (Green ARC) .......................... 2200 to 2550 RPM Caution Range (Yellow ARC) .............................. 2700 to 2850 RPM Maximum (Red Radial) .....................................................2850 RPM CYLINDER HEAD TEMPERATURE Operating Range (Green ARC) ................................200°F to 460°F Maximum (Red Radial) ............................................................ 460°F MANIFOLD PRESSURE Operating Range (Green ARC) .............................. 15.0 to 25.0" HG FUEL FLOW Operating Range (Green ARC) .................................. 7 to 17.0 GPH Maximum (Red Radial) ...................................................... 25.2 GPH ..........................................................................................(19.5 PSI) No other powerplant limitation changes.

AUX FUEL PUMP The PRIME position of the Auxiliary Fuel Pump Switch is not to be used during flight except when failure of the engine-driven fuel pump occurs. Use the ON position of the switch for fuel vaporization problems. PROPELLER SPECIFICATIONS A constant speed, three-blade propeller is optional for the Cessna 180 with an IO-520-D engine with maximum/minimum diameters and propeller blade angles at 30 inch station as described in Section 1.



SECTION 2. LIMITATIONS (Cont’d) MANEUVER LIMITS This is a normal category airplane, Spins are prohibited. No aerobatic maneuvers are approved except those listed under Approved Maneuvers.

PLACARDS (Standard Tanks)

(180JK, S/N 18052621 thru 18053000)

(Long Range Tanks) (180JK, S/N 18052621 thru 18053000)

On the instrument panel above the alternate air control.

ALT. AIR

Adjacent to the fuel shut off control

FUEL SHUT OFF

Near the fuel selector valve:

Service this airplane with 100LL/100 minimum grade gasoline. Capacity 30.5 gal.

Service this airplane with 100LL/100 minimum grade gasoline. Capacity 40.0 gal.



SECTION 2. LIMITATIONS (Cont’d) Near Auxiliary Pump Switch:

Surrounding the Fuel Pump Switch:

Fuel Pump Switch - Prime (above switch)

- Off (center of switch) - On (below Switch)

On the Instrument Panel near Fuel Flow gauge:

MIN. FUEL FLOWS AT FULL THROTTLE

RPM SL 4000 8000 12000 2700 23 GPH 21 GPH 19 GPH 17 GPH 2850 24 GPH 22 GPH 20 GPH 18 GPH



SECTION 2. LIMITATIONS (Cont’d) On oil filler cap (not required if appropriate markings are on cap as received): (For Hartzell Prop -PHC-C3YF-1RF/F7691( ) Land or Amphibian)

NOISE LEVEL The corrected noise level of this aircraft with this engine and propeller is equivalent to that of production Cessna 180 airplanes. No determination has been made by the Federal Aviation Administration that the noise levels of this airplane are or should be acceptable or unacceptable for operation at, into, or out of, any airport. The above statement notwithstanding , the relative noise level of the modified aircraft has been verified by and approved by the Federal Aviation Administration by comparative means to Production Cessna 180 airplanes.

OIL CAPACITY 12 QTS.



SECTION 3. EMERGENCY PROCEDURES Make the following changes to the procedures in your Cessna Owner’s Manual. Engine Failure During Flight Replace the restart check list with the list below: 1. Airspeed -- 74 KIAS, 85 MPH. 2. Fuel Selector Valve -- BOTH. 3. Mixture -- RICH. 4. Throttle -- CRACKED 1 INCH. 5. Primer -- IN and LOCKED. 6. Auxiliary Fuel Pump -- ON to obtain 4-6 GPH, then OFF. 7. Ignition Switch -- BOTH (or START if propeller is stopped). Fires During Start on Ground -- Add between Steps 1 and 2. Auxiliary Fuel Pump -- OFF. Engine Fire in Flight - Add Auxiliary Fuel Pump -- OFF Electrical Fire in Flight - Add Auxiliary Fuel Pump -- OFF AMPLIFIED PROCEDURES ROUGH ENGINE OPERATION OR LOSS OF POWER The fuel injection system on this engine is considered to be non-icing. In the event that icing conditions cause the intake air filter to become clogged or iced over, the alternate air source should be manually opened. Due to the lower intake pressure available through the alternate air valve, full throttle manifold pressure can decrease approximately 1.5 inches Hg. ENGINE-DRIVEN FUEL PUMP FAILURE Failure of the engine-driven fuel pump will be evidenced by a sudden reduction in the fuel flow indication prior to a loss of power, while operating from a fuel tank containing adequate fuel.



SECTION 3. EMERGENCY PROCEDURES (Cont’d) AMPLIFIED PROCEDURES In the event of an engine-driven fuel pump failure during takeoff, immediately hold the auxiliary fuel pump switch in the PRIME position until the airplane is well clear of obstacles. Upon reaching a safe altitude and reducing the power to a cruise setting, release the PRIME side of the switch. If indication of engine driven fuel pump failure is evident place the auxiliary fuel pump switch in the ON position and land at the nearest airport and repair before proceeding flight. If an engine-driven fuel pump failure occurs during cruising flight, apply full rich mixture and hold the auxiliary fuel pump switch in the PRIME position to re-establish fuel flow. If indication of engine driven fuel pump failure is evident place the auxiliary fuel pump switch in the ON position and land at the nearest airport and repair before proceeding flight. ENGINE ICING The fuel injection system used on this engine is considered to be non-icing Watch for signs of induction air filter ice and use alternate air as required. An unexplained loss of manifold pressure could be caused by air intake filter ice. In the event that icing conditions cause the intake air filter to become clogged or iced over, the alternate air source should be manually opened. Lean the mixture if alternate air is used continuously. Due to the lower intake pressure available through the alternate air valve or a partially blocked filter, full throttle manifold pressure can decrease approximately 1.5 in. Hg. FIRE DURING STARTING OR DURING FLIGHT Improper starting procedures during a difficult or cold start may lead to a backfire which could ignite the fuel in the induction system. If an engine fire occurs during starting turn the electric fuel pump OFF and pull the fuel shut off control up to the OFF position (full out).Continue cranking until the fire is out. Secure the aircraft and inspect for damage prior to continuing. If a fire occurs during flight turn the electric fuel pump OFF. Pull the fuel shut off control up to the OFF position (full out).



SECTION 4. NORMAL PROCEDURES Make the following changes to the Check List in your Cessna Owner’s Manual. Starting Engine - Replace with list below. 1. Set mixture control to “FULL RICH” (full in). 2. Set propeller control for “HIGH RPM” (full in). 3. Turn master switch “ON”. 4. Auxiliary Fuel Pump – PRIME.

5. Throttle -- ADVANCE for 8-10 GPH; then immediately RETARD to IDLE. 6. Auxiliary Fuel Pump -- OFF as throttle is retarded. 7. Turn ignition switch to “BOTH”. 8. Clear the propeller. 9. Ignition Switch – “START” (hold until engine fires, but not longer than 30 seconds.) 10. Advance throttle slowly.

Note The engine should start in two to three revolutions. If it does not continue running, start again at step 3 above. If the engine still does not start, leave auxiliary fuel pump switch off, set mixture to idle cut-off, open throttle, and crank until engine fires or for approximately 15 seconds. If still unsuccessful, start again using the normal starting procedure after allowing the starter motor to cool.

Note

After starting, check for oil pressure within 30 seconds in normal temperatures and 60 seconds in cold temperatures. If no indication appears, shut off engine and investigate.

11. Throttle -- ADJUST for 1000 RPM or less. 12. Oil Pressure -- CHECK. (10 PSI min. within 30 seconds at moderate

temperatures). 13. Starter -- CHECK DISENGAGED (if starter were to remain engaged, ammeter

would indicate full scale charge with engine running at 1000 RPM). 14. Avionics -- ON. 15. Navigation Lights and Flashing Beacon -- ON as required.



SECTION 4. NORMAL PROCEDURES, (Cont’d) Before Takeoff - Add before runup. Auxiliary Fuel Pump -- OFF. Alternate Air - CHECK for RPM drop TAKE- Normal Take-Off - Add Power - FULL THROTTLE and 2700 RPM Substitute “Alternate Air” for “Carburetor Heat” CLIMB: Normal Climb: 25”, 2550 RPM Cruise climb Maximum Performance Climb 25”, 2850 RPM Cruise climb Cruise: Power 15” to 25” Hg, 2200 to 2550 RPM. Descent - Add Auxiliary Fuel Pump -- OFF. Substitute “Alternate Air” for “Carburetor Heat” Before Landing - Add Auxiliary Fuel Pump -- OFF. Substitute “Alternate Air” for “Carburetor Heat” Balked Landing (Go-Around) Substitute “Alternate Air” for “Carburetor Heat” After Landing Substitute “Alternate Air” for “Carburetor Heat”



SECTION 4. NORMAL PROCEDURES, (Cont’d) AMPLIFIED PROCEDURES Starting Engine Proper fuel management and throttle adjustments are the determining factors in securing an easy start from your continuous-flow fuel-injection engine. The procedure outlined in the checklist should be followed closely as it is effective under nearly all operating conditions, including hot and cold weather conditions. Slight variations from this procedure may be necessary at times to compensate for extreme conditions. Conventional full rich mixture and high RPM propeller settings are used for starting; the throttle, however, should be fully closed initially. When ready to start, advance the throttle half way, place the auxiliary fuel pump switch in the PRIME position until positive fuel flow is observed on the fuel flow indicator. Then promptly turn off the auxiliary fuel pump and return the throttle to the 1/2 inch open position. Rotate the ignition switch to the START position. Return the ignition switch to the both position when the engine starts and slowly retard the throttle to 1000 RPM or less. Engine starting in hot weather or with a hot engine is sometimes hampered by vapor formation in the fuel lines. To purge the vapor, move the mixture control to full rich, open the throttle 1 1/2 inches, and prime with the auxiliary fuel pump switch in the PRIME position until the fuel flow indicator reads 8-10 gal/hr. Then turn off the fuel pump switch and engage the starter. As the flooded mixture becomes progressively leaner, reaching a combustible mixture, the engine will start. If the engine tends to die, turn the auxiliary fuel pump switch momentarily to ON at appropriate intervals until the vapor is fully cleared and the engine runs smoothly. If prolonged cranking is necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature. If oil pressure is not indicated within 30 seconds in normal temperatures and 60 seconds in cold temperatures, shut off engine and investigate the cause. Takeoff For maximum engine power, the mixture should be adjusted during the initial take off roll to the fuel flow corresponding to the field elevation. The power increase is significant above 3000 feet and this procedure always should be employed for field elevations greater than 5000 feet above sea level.



SECTION 4. NORMAL PROCEDURES, (Cont’d) Maximum Performance Climb The mixture should be leaned as shown by the fuel flow placard, located on the instrument panel or leaned for maximum power and smooth operation before takeoff. Engine Roughness During Climb or Cruise If engine roughness, fuel flow fluctuations or low fuel occur, turn Auxiliary Fuel Pump on and manually lean to the following fuel flow schedule placard:

MIN. FUEL FLOWS AT FULL THROTTLE RPM SL 4000 8000 12000 2700 23 GPH 21 GPH 19 GPH 17 GPH 2850 24 GPH 22 GPH 20 GPH 18 GPH

Leaning With A Cessna Economy Mixture Indicator (EGT) Exhaust gas temperature (EGT) as shown on the optional Cessna Economy Mixture Indicator may be used as an aid for mixture leaning in cruising flight at 75% power or less. To adjust the mixture, using this indicator, lean to establish the peak EGT as a reference point and then enrichen the mixture by a desired increment based on data in the table below.

MIXTURE DESCRIPTION

EXHAUST GAS TEMPERATURE

BEST POWER (Maximum Speed)

1000F Rich of Peak EGT

RECOMMENDED LEAN (75% Power or Less)

50oF Rich of Peak EGT

BEST ECONOMY (65% Power or Less)

Peak EGT

EGT Table



SECTION 4. NORMAL PROCEDURES, (Cont’d) Continuous operation at peak EGT is authorized only at 65% power or less. This best economy mixture setting results in approximately 6% greater range accompanied by approximately 3 knots decrease in speed.

Note Operation on the lean side of peak EGT is not approved.

When leaning the mixture, if a distinct peak is not obtained, use the corresponding maximum EGT as a reference point for enriching the mixture to the desired cruise setting. Any change in altitude or power will require a recheck of the EGT indication. SECTION 5. PERFORMANCE Performance with the Teledyne Continental IO-520-D Engine and any of the listed propellers equals or exceeds the performance with the original engine and propeller. SECTION 6. WEIGHT & BALANCE/EQUIPMENT LIST Refer to current weight & balance/equipment list.



SECTION 7. AIRPLANE & SYSTEMS DESCRIPTIONS Engine Controls Throttle and Propeller Controls -- No Change. The mixture control, located on the lower center portion of the instrument panel, is a red knob with raised points around the circumference and is equipped with a lock button in the end of the knob. The rich position is full forward, and full aft is the idle cut-off position. For small adjustments, the control may be moved forward by rotating the knob clockwise, and aft by rotating the knob counterclockwise. For rapid or large adjustments, the control may be moved forward or aft by depressing the lock button in the end of the control, and then positioning the control as desired. Engine Instruments In Addition To The Information Provided In The Owners Handbook The Following Information Is Applicable. The Manifold Pressure / Fuel Flow gage is a dual indicating instrument displaying manifold pressure on the left side and fuel flow on the right side. The manifold pressure side is direct reading and indicates induction air pressure in inches of mercury. It has a normal operating range (green arc) of 15 to 25 inches of mercury. The fuel flow side is fuel pressure gage calibrated to indicate the approximate gallons per hour of fuel being metered to the engine. The normal operating range (green arc) is from 7 to 17 gallons per hour, the minimum (red line) is 3.5 psi, and the maximum (red line) is 19.5 psi (25.2 gallons per hour). Engine operation is monitored by the following instruments: oil pressure gauge, oil temperature gauge, cylinder head temperature gauge, tachometer, and manifold pressure/fuel flow indicator. An economy mixture (EGT) indicator is also available. Air Induction System The engine air induction system receives ram air through an intake in the lower front portion of the engine cowling. The intake is covered by an air filter which removes dust and other foreign matter from the induction air. Airflow passing through the filter enters an airbox which has a cable controlled alternate air valve. If the induction air filter should become blocked, actuating the alternate air control will open the alternate air valve and draw unfiltered air from inside the cowl area.



SECTION 7. AIRPLANE & SYSTEMS DESCRIPTIONS (Cont’d) Fuel Injection System The engine is equipped with a fuel injection system. The system is comprised of an engine-driven fuel pump, fuel/air control unit, fuel manifold, fuel flow indicator, and air bleed type injector nozzles. Fuel is delivered by the engine-driven fuel pump to the fuel/air control unit on the bottom of the engine. The fuel/air control unit correctly proportions the fuel flow to the induction air flow. After passing through the control unit, induction air is delivered to the cylinders through intake manifold tubes, and metered fuel is delivered to a fuel manifold. The fuel manifold, through spring tension on a diaphragm and valve, evenly distributes the fuel to an air-bleed type injector nozzle in the intake valve chamber of each cylinder. A pressure line is also attached to the fuel manifold, and is connected to a fuel flow indicator on the instrument panel. Optional Hand Pump Priming System -- No Change. FUEL SYSTEM The fuel system (see diagram) consists of two vented fuel tanks (one in each wing), a four-position fuel selector valve, fuel accumulator tank, auxiliary fuel pump, fuel strainer, engine-driven fuel pump, fuel control unit, fuel manifold, fuel injection nozzles and a manual primer (if installed). Fuel flows by gravity from the wing tanks to a three-position selector valve, labeled LEFT, RIGHT and BOTH. With the fuel selector in the LEFT, RIGHT, or BOTH position fuel flows through a reservoir tank, the fuel shut off valve, through a bypass in the auxiliary fuel pump (when it is not in operation), the fuel strainer and to an engine driven fuel pump. The engine driven fuel pump delivers the fuel to the fuel control unit where it is metered and directed to a manifold which distributes it to each cylinder. Vapor and excess fuel from the engine driven fuel pump and fuel control unit are returned by way of a vapor return line to the wing tank vent line The auxiliary fuel pump switch is toggle type switch, labeled AUX FUEL PUMP, and is normally located on the left side of the switch and control panel. If your aircraft did not have space at this location it may be located at another convenient location. The toggle switch has three positions, its (up) PRIME position is used for normal starting, minor vapor purging once released it will spring back to the (center) OFF position. The (down) ON position is use for continued engine operation in the event of an engine-



SECTION 7. AIRPLANE & SYSTEMS DESCRIPTIONS (Cont’d) driven fuel pump failure. With the right half of the switch in the ON position, the pump operates at one of two flow rates that are dependent upon the setting of the throttle. With the throttle open to a cruise setting, the pump operates at a high enough capacity to supply sufficient fuel flow to maintain flight with an inoperative engine-driven fuel pump. When the throttle is moved toward the closed position (as during letdown, landing, and taxiing), the fuel pump flow rate is automatically reduced, preventing an excessively rich mixture during these periods of reduced engine speed.

NOTE If the engine-driven fuel pump is functioning and the auxiliary fuel pump switch is placed in the ON position, an excessively rich fuel/air ratio is produced unless the mixture is leaned. Therefore, this switch should be turned off prior to takeoff. If the auxiliary fuel pump switch is accidentally placed in the ON position with the master switch on and the engine stopped, the intake manifolds will be flooded.

If it is desired to completely exhaust a fuel tank quantity in flight, the auxiliary fuel pump will be needed to assist in restarting the engine when fuel exhaustion occurs. Therefore, it is recommended that proper operation of the auxiliary fuel pump be verified prior to running a fuel tank dry by turning the auxiliary fuel pump on momentarily and checking for a slight rise in the fuel flow indication. To ensure a prompt engine restart in flight after running a fuel tank dry, immediately switch to a tank containing fuel at the first indication of fuel pressure fluctuation and/or power loss. Then place the auxiliary fuel pump switch in the PRIME (up) position momentarily (3 to 5 seconds) with the throttle at least 1/2 open. Excessive use of the auxiliary fuel pump at high altitude and full rich mixture can cause flooding of the engine as indicated by a short (1 to 2 seconds) period of power followed by a loss of power. This can later be detected by a fuel flow indication accompanied by a lack of power. If flooding does occur, turn off the auxiliary fuel pump switch, and normal propeller windmilling should start the engine in 1 to 2 seconds. If the propeller should stop (possible at very low airspeeds) before the tank containing fuel is selected, place the auxiliary fuel pump switch in the ON (down) position and advance the throttle promptly until the fuel flow indicator registers approximately 1/2 way into the green arc for 1 to 2 seconds duration. Then retard the throttle, turn off the auxiliary fuel pump, and use the starter to turn the engine over until a start is obtained .



SECTION 7. AIRPLANE & SYSTEMS DESCRIPTIONS (Cont’d) FUEL SYSTEM

FUEL SUPPLY

RETURN FUEL

CESSNA 180 FUEL SYSTEM SCHEMATIC

VENT

FUEL SHUT OFF VALVE

FUEL STRAINER

ELECTRIC FUEL PUMP

ENGINE DRIVEN

FUEL CONTROL UNITFUEL MANIFOLD VALVE

CODE

WING TANKLEFT

FUEL RESERVOIR TANK

FUEL SELECTOR VALVE

CHECKVALVE

GAGEFUEL FLOW

FUEL NOZZLES

RIGHTWING TANK

FUELRETURN

FUEL PUMP



SECTION 7. AIRPLANE & SYSTEMS DESCRIPTIONS (Cont’d) COLD WEATHER OPERATION The fuel injection system on this engine is considered to be non-icing. In the event that icing conditions cause the intake air filter to become clogged or iced over, the alternate air source should be manually opened. Due to the lower intake pressure available through the alternate air valve, full throttle manifold pressure can decrease approximately 1.5 inches Hg. OIL DIPSTICK CALIBRATIONS The oil dipstick is calibrated for both landplane and floatplane/amphibian use. Oil level readings for the floatplane/amphibian will register below the calibrations for the landplane due to the difference in attitude of the airplane. When checking the oil level, take precautions to assure that you are using the correct calibrations for your airplane. The landplane side of the dipstick is marked with four lines representing six, eight, ten and twelve quarts. The bottom line is the six quart level; the top line is the twelve quart (full) level. The floatplane/amphibian side of the dipstick has two x marks. The lower mark indicates nine quarts and the upper mark indicates twelve quarts. SECTION 8. HANDLING, SERVICE & MAINTENANCE NO CHANGE. SECTION 9. SUPPLEMENTS (Optional Systems Description & Operating Procedures) NO CHANGE.

A!R CORP through 67152 STC - Air Plains · MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to...

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