CESSNA 206 POH PDF

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Aircraft Model (as in TCDS): UG. Relevant NAA (National This Pilot's Operating Handbook has been prepared as a guide to help. CESSNA. MODEL TH. PUBLICATION PART NUMBER. Pilot's Operating Handbook and. FM Approved Airplane Flight Manual. Model TH Serials. CESSNA. INTRODUCTION. MODEL H NAV III. GFC AFCS. U.S.. NOTICE . AT THE TIME OF OFFICIAL PILOT'S OPERATING HANDBOOK AND.


Cessna 206 Poh Pdf

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CPerformance figures are from POH, which may be a little optimistic. H CESSNA TRAINING MANUAL. TH. Standard empty weight kg. Cessna Stationair UG POH - - Free ebook download as PDF File .pdf), Text File .txt) or read book online for free. Complete Cessna Stationair Ug. Cessna POH / Handling Notes - Dauntless Software [web]; Cessna G Stationair - Dauntless Software [web]; Cessna TH POH - Dauntless Software .

By the end of Cessna had produced Hs and THs, for a total production of "H" models. Thus the propeller's ground clearance was unaffected by the change the nosewheel had moved forward the same distance as the propeller , but the tail moved aft relative to the mainwheel position, which made landing without striking the tailskid on the runway a greater challenge. Production of the was completed in , just two years before U production halted. A total of Cessna s were manufactured.

Very few of these aircraft have seen private use. In May , Thielert entered insolvency proceedings, so the future availability of this diesel conversion is uncertain.

However, extensive engine cowl modifications are required. No cowl modifications are required. Certified for eight seats on 11 September Therefore, it is important to utilize all available information to estimate the fuel required for the particular flight. Performance data is presented in tabular or graphical form to illustrate the effect of different variables. Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy.

The following sample flight problem utilizes information from the vu. The following information is known:. The takeoff distance chart, figure , should be consulted, keeping in mind that the distances shown are based on the short field technique. Conservative distances can be established by reading the chart at the next higher value of weight, altitude and temperature. These distances are well within the available takeoff field length. However, a correction for the effect of wind may be made based on Note 3 of the takeoff chart.

The correction for a 12 knot headwind is:. The cruising altitude should be selected based on a consideration of tr-ip length, winds aloft, and the airplane's performance.

A cruising altitude and the expected wind enroute have been given for this sample problem.

However, the power setting selection for cruise must be determined based on several considerations. These include the cruise performance characteristics presented in figure , the range profile chart presented in figure , and the endurance profile chart presented in figure The relationship between power and range is illustrated by the range profile chart.

Considerable fuel savings and longer range result when lower power settings are used. These values most nearly correspond to the planned altitude and expected temperature conditions. The p ow e r setting chosen is RPM and 21 inches of manifold pressure which results in the following:. The power computer may be used to determine power and fuel consumption more accurately during the flight. The total fuel requirement for the flight may be estimated using the performance infonnation in figures and For this sample problem.

The corresponding distance during the climb is 21 nautical miles. These values are for a standard temperature and are sufficiently accurate for most flight planning purposes. However, a further correction for the effect of temperature may be made as noted on the climb chart. Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve.

A procedure similar to takeoff should be used for estimating the landing distance at the destination airport. Figure presents landing distance information for the short field technique. A correction for the effect of wind may be made based on Note 2 of the landing chart using the same procedure as outlined for takeoff. This is not to be considered as an operating limitation.

Reference should be made to Section 2 for engine operating limitations. Airspeed Calibration. Stall Speeds.

N JI- COCt. OO I JI- ""MLOom.. CO LL I--t;:.

CCf 0! M ID-oJ'I. OM r' M I l'O CDO' O""c. LO Or O LDI! Maximum Rate of Climb.

Cessna 206 Training Manual

Time, Fuel, and Distance to Climb Sheet 1 of 2. Time, Fuel, and Distance to Climb Sheet 2 of 2. S 22 62 Cruise Performance Sheet 1 of 7. Cruise Performance Sheet 2 of 7. Cruise Performance Sheet 3 of 7. Cruise Performance Sheet 4 of 7. Cruise Performance Sheet 5 of 7. Cruise Performance Sheet 6 of 7.

Cruise Performance Sheet 7 of 7. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the distance during a normal climb up to 10, feet and maximum climb above 10, feet.

This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the time during a normal climb up to 10, feet and maximum climb above 10, feet. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the time during a normal climb up to 10, feet and maximum climb above 10, feet,. J I- f: I JI- or-t. J NID Jt- oo: LnO' "o Ln LnOI. This section describes the procedure for establishing the basic empty weight and moment of the airplane.

Sample forms are provided for reference. Procedures for calculating the weight and moment for various operations are also provided. A comprehensive list of all Cessna equipment available for this airplane is included at the back of this section. It should be noted that specific information regarding the weight. Deflate nose tire and! With the airplane level and brakes released, record the weight shown on each scale.

Deduct the tare, if any, from each reading. Obtain measurement A by measuring horizontally along the airplane center line from a line stretched between the main wheel centers to a plumb bob dropped from the firewall. Obtain measurement B by measuring horizontally and parallel to the airplane center line, from center of nose wheel axle, left side.

Repeat on right side and average the measurements. Using weights from item 3 and measurements from item 4, the airplane weight and C. Arm In. No Oil Filter 12 Qts at 7. Sample Airplane Weighing. J 00 w-:? J 0 w I't-. The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. In addition to the basic empty weight and moment noted on these records, the C.

Loading Graph information for the pilot, passengers and baggage or cargo is based on seats positioned for average occupants and baggage or cargo loaded in the center of these areas as shown on the Loading Arrangements diagram.

Cessna Stationair U206G POH - 1981

For loadings which may differ from these, the Sample Loading Problem lists fuselage stations for these items to indicate their forward and aft C. Additional moment calculations, based on the actual weight and C. When a cargo pack is installed, it is necessary to determine the e.

The arm for any location in the pack can be determined from the diagram on figure Multiply the weight of the item by the e. The maximum loading capacity of the pack is pounds. Complete Cessna Stationair Ug pilot manual with all suppliments. Flag for inappropriate content. Related titles. Jump to Page.

Search inside document. Maximum at Sea Level. Ground Roll. Range Time. Range Time NM 4. Dimensions shown are based on stendard empty weight and proper nose gear and tire inflation. Dimensions shown reflect! Wing span thOwo witta strobe li91u tnsratted. Whoel Wing area is square feet. Engine Manufaoturer: Teledyne Continental. Engine Model Number: Horsepower Rating and Engine Speed: Number of Blades: NOTE Isopropyl alcohol or ethylene glycol monomethyl ether may be added to the fuel supply.

Total Capacity: Total Capacity Each Tank: Total Usable: NOTE The airplane was delivered from the factory with a corrosion preventive aircraft engine oil. Recommended Viscosity for Temperature Range: Oil Capacity: Weight in Baggage Compartment - Station to NOTE Refer to Section 6 of this handbook for loading arrangements with one or more seats removed for cargo accommodation..

Maximum Useful Load, Stationair 6: Station air 6 II: Utility Stationair 6 II: Power Loading: Manuevering Speed is the max. Never Exceed Speed is the speed limit that may not be exceeded at any time. Stalling Speed or the minimum steady flight speed at which the airplane is controllable.

Revolutions Per Minute is engine speed. Usable Fuel is the fuel available for flight planning.

Unusable Fuel is the quantity of fuel that can not be safely used in flight. Gallons Per Hour is the amount of fuel in gallons consumed per hour.

Arm C. Basic Empty Weight is the standard empty weight plus the weight of optional equipment. Useful Load is the difference between ramp weight and the basic empty weight. Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff run. Maximum Landing Weight is the maximum weight approved for the landing touchdown. Other Limitations Flap Limitations Placards Maximum Power, 5 Minutes - Takeoff: Maximum Engine Speed, 5 Minutes - Takeoff: Maximum Cylinder Head Temperature: Maximum Oil Temperature: Oil Pressure, Minimum: Fuel Pressure, Minimum: Fuel Grade: See Fuel Limitations.

Oil Grade Specification: Maximum Takeoff Weight: Maximum Landing Weight: Maximum Weight in Baggage Compartment - Station to NOTE Refer to Section 6 of this handbook for loading arrangements with one or more seats removed for cargo accommodation. Reference Datum: Lower portion of front face of firewall. Aerobatic maneuvers, including spins, are not approved. Flight into known icing conditions is prohibited.

Total Fuel: Usable Fuel all flight conditions: Unusable Fuel: Use fuller tank for takeoff and landing.

Approved Fuel Grades and Colors: Approved Landing Range: No acrobatic maneuvers, including spins, approved. Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate: On control lock: On fuel selector plate, at appropriate locations: Forward of fuel tank filler caps: On the flap control indicator: Indices at these positions with white color code and knot callout; also, mechanical detent at In RED on forward cargo door: On oil filler cap: Near airspeed indicator: Forward of each fuel tank filler cap in line with fwd arrow: Wing Flaps Up.

Wing Flaps Down Maneuvering Speed: Maximum Glide: Throttle -- IDLE. Ignition Switch -- OFF. Master Switch -- OFF. Airspeed -- 80 KIAS. Airspeed -- 75 KIAS. NOTE If the fuel flow indication immediately drops to zero, signifying an engine-driven fuel pump failure, return the auxiliary fuel pump switch to ON.

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Mixture -- LEAN from full rich until restart occurs. NOTE If propeller is windmilling. Electrical Switches -- OFF. Airspeed -- 70 KIAS. Power -- RPM for a few minutes. If engine fails to start: NOTE If sufficient ground personnel are available and fire is on ground and not too dangerous move airplane away from the fire by pushing rearward on the leading edge of the horizontal tail.

If fire appears out and electrical power is necessary for continuance of flight: Master Switch -- ON. Radio Switches -- OFF. Avionics Power Switch -- ON. Land the airplane as soon as possible to inspect for damage. NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin, and land as soon as possible.

Turn pitot heat switch ON if installed. NOTE If ice accumulates on the intake filter causing the alternate air door to open , a decrease of 1 to 2 inches 'of full throttle manifold pressure will be experienced. Land on the main wheels first, avoiding the slow and high type of flare-out. Airspeed -- Consult calibration table in Section 5. Make a normal approach. Alternator -- OFF.

Master Switch -- OFF both sides. If low-voltage light illuminates again: FIRES Improper starting procedures such as excessive use of the auxiliary fuel pump during a cold weather start can cause a backfire which could ignite fuel that has accumulated in the intake duct. Note the compass heading. Before descending into the clouds, set up a stabilized let-down condition as follows: Reduce power to set up a to ft.

Adjust mixture for smooth operation.

Cessna 206 Training Manual

Adjust the elevator and rudder trim control wheels for a stabilized descent at 95 KIAS. Keep hands off control wheel. Monitor turn coordinator and make corrections by rudder alone. Adjust rudder trim to relieve unbalanced rudder force, if present. Check trend of compass card movement and make cautious corrections with rudder to stop turn. Upon breaking out of clouds, resume normal cruising flight. Close the throttle. Adjust the elevator trim control to maintain a 95 KIAS glide.

Clear engine occasionally, but avoid using enough power to disturb the trimmed glide. Should an inadvertent spin occur, the following recovery procedure should be used: Dauntless Software and any authors editors, producers, etc. Users are expressly cautioned to review any material or information received via this site carefully before use, and are advised to make such changes as they find appropriate. By accepting any checklist or other resource available on or via this website for use, the user agrees on behalf of his, her or its heirs, agents, successors, affiliates, beneficiaries and assigns, to indemnify and hold harmless the author and his heirs, agents, successors, affiliates, beneficiaries and assigns, from and against all liability occasioned directly or indirectly by the use of this checklist by any person.

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Treat this as a community resource that requires active contribution from people like you to remain useful. Use anything you find on this website without thoroughly checking its suitability for flight. While the bulk of it should be highly useful and accurate, DO use material here at your own risk.

Rather, link to www. Attempt to in any way sell the resources you find here, claim credit for what is not yours. Do respect copyright.This is not to be considered as an operating limitation. One of the largest Cessna operators was Yute Air Alaska , which had a fleet of 12 aircraft. For short field landings, make a power approach at 64 KIAS with full flaps.

If excessive vibration is noted, momentarily reduce engine speed to RPM with the propeller control, and then rapidly move the control full forward. Adjust rudder trim to relieve unbalanced rudder force, if present.

Other operating limitations which must be complied with when operating this airplane in this category are contained in the Pilot's Operating Handbook and FAA Approved Airplane Flight Manual. Make a normal approach.