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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 .

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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.

Keep hands off control wheel. Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level. Missed approaches should be avoided whenever possible because of severely reduced climb capability. If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator or the needle of the turn and bank indicator may be referred to for this information. If operating with the cargo doors removed and the optional spotter kit installed. Guillermo Gallego Lora.

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Before descending into the clouds, set up a stabilized let-down condition as follows:. Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line. Cautiously apply control wheel back pressure to slowly reduce the indicated airspeed to 95 KIAS.

Keep hands off the control wheel, using rudder control to hold a straight heading. Use rudder trim to relieve unbalanced rudder force, if present. Flight into icing conditions is prohibited.

An inadvertent encounter with these conditions can best be handled using the checklist procedures. The best procedure, of course, is to turn back or change altitude to escape icing conditions. If erroneous readings of the static source instruments airspeed, altimeter and vertical speed are suspected, the static pressure alternate source valve should be pulled on, thereby supplying static pressure to these instruments from the cabin.

With the alternate static source on, adjust indicated airspeed slightly during climb or approach according to the alternate static source airspeed calibration table in Section 5.

Intentional spins are prohibited in this airplane. Should an inadvertent spin occur, the following recovery procedure should be used:. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries. If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator or the needle of the turn and bank indicator may be referred to for this information.

A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits.

An obvious power loss in single ignition operation is. Assuming that spark plugs are the more likely cause, lean the mixture to the recommended lean setting for cruising flight. If the problem does not clear up in several minutes, determine if a richer mixture setting will produce smoother operation. If not, proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme roughness dictates the use of a single ignition position.

A sudden engine roughness or misfiring is usually evidence of magneto problems. Select different power settings and enrichen the mixture to determine if continued operation on BOTH magnetos is practicable.

If not, switch to the good magneto and proceed to the nearest airport for repairs. 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. In the event of an engine-driven fuel pump failure during takeoff, immediately hold the left half of the auxiliary fuel pump switch in the HI position until the airplane is well clear of obstacles. Upon reaching a safe altitude, and reducing the power to a cruise setting, release the HI side of the switch.

The ON position will then provide sufficient fuel flow to maintain engine operation while maneuvering for a landing. If an engine-driven fuel pump failure occurs during cruising flight, apply full rich mixture and hold the left half of the auxiliary fuel pump switch in the HI position to re-establish fuel flow.

Then the normal ON position the right half of the fuel pump switch may be used to sustain level flight. If necessary, additional fuel flow is obtainable by holding the left half of the pump switch in the HI position. If low oil pressure is accompanied by normal oil temperature, there is a possibility the oil pressure gage or relief valve is malfunctioning.

A leak in the line to the gage is not necessarily cause for an immediate precautionary landing because an orifice in this line will preven t a sudden loss of oil from the engine sump. However, a landing at the nearest airport would be advisable to inspect the source of trouble.

Reduce engine power immediately and select a suitable forced landing field. Use only the minimum power required to reach the desired touchdown spot. Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and low-voltage warning light; however.

A broken alternator drive belt or wiring is most likely the cause of alternator failures. A defective alternator control unit can also cause malfunctions.

Problems of this nature constitute an electrical emergency and should be dealt with immediately. Electrical power malfunctions usually faU into two categories: The paragraphs below describe the recommended remedy for each situation. After engine starling and heavy electrical usage at low engine speeds such as extended taxiing the battery condition will be low enough to accept above normal charging during the initial part of a flight.

If the charging rate were to remain above this value on a long flight. Electronic components in the electrical system can be adversely affected by higher than normal voltage. The alternator control unit includes an over-voltage sensor which normally will automatically shut down the alternator if the charge voltage reaches approximately If the over-voltage sensor malfunctions, as evidenced by an excessive rate of charge shown on the ammeter, the alternator should be turned off, alternator circuit breaker pulled, nonessential electrical equipment turned off and the flight terminated as soon as practical,.

Illumination of the low-voltage light and ammeter discharge indications may occur during low RPM conditions. Under these conditions, the light will go out at higher RPM. The master switch need not be recycled since an over-voltage condition has not occurred to de-activate the alternator system. If the over-voltage sensor should shut down the alternator, or if the alternator output is low, a discharge rate will be shown on the ammeter followed by illumination of the low-voltage warning light.

Since this may be a "nuisance" trip-out, an attempt should be made to reactivate the alternator system. To do this, turn the avionics power switch off, check that the alternator circuit breaker is in, then turn both sides of the master switch off and then on again.

If the problem no longer exists, normal alternator charging will resume and the low-voltage light will go off. The avionics power switch may then be turned back on.

If the light illuminates again, a malfunction is confirmed. In this event. Battery power must be conserved for later operation of the wing flaps and. If it is necessary to use the cargo doors as an emergency exit and the wing flaps are not extended, open the forward door and exit. If the wing flaps are extended, open the doors in accordance with the instructions shown on the red placard which is mounted on the forward cargo door.

Section 4 provides checklist and amplified procedures for the conduct of normal operation. Normal procedures associated with optional systems can be found in Section 9.

Unless otherwise noted, the following speeds are based on a maximum weight of pounds and may be used for any lesser weight. However, to achieve the performance specified in Section 5 for takeoff distance and clim b performance, the speed appropriate to the particular weight must be used. Visually check airplane for general condition during walk-around inspection. In cold weather, remove even small accumulations of frost, ice or snow from wing, tail and control surfaces.

Also, make sure that control surfaces contain no internal accumulations of ice or debris. Prior to flight, check that pitot heater ifinstalled is warm to touch within 30 seconds with battery and pitot heat switches on.

When turning on the master switch, using an external power source, or pulling the propeller through by hand, treat the propeller as if the ignition switch were on. Do not stand, nor allow anyone else to stand, within the arc of the propeller since a loose or broken wire or a component malfunction could cause the propeller to rotate.

Check cargo doors securely latched and locked right side only. If cargo load will not permit access to the front cargo door inside handle, lock the door from the outside by pulling the handle from its recess, pulling outboard on the vertical tab behind the handle.

Door locking can be verified by observing that the inside door handle has rotated toward the locked position. The outside handle can then be locked using the key. A switch in the upper door sill of the front cargo door interrupts the wing flap electrical circuit when the front door is opened or removed, thus preventing the flaps being lowered with possible damage to the cargo door or wing flaps when the cargo door is open.

If operating with the cargo doors removed and the optional spotter kit installed. Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quickdrain valve to check for water, sediment, and proper fuel grade. Fill to twelve quarts for extended flight. Before first flight of the day and after each refueling, pull out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment.

Check strainer drain closed. If water is observed, the fuel system may contain additional water. Before first flight of the day and after each refueling, use sampler cup and drain small quantity of fuel from fuel tank sump quick-.

Stall Warning Vane -- CHECK for freedom of movement while master switch is momentarily turned on horn should sound when vane is pushed upward. The avionics power switch must be OFF during engine start to prevent possible damage to avionics. The engine should start in two or three revolutions. If it does not continue running. If the engine 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 startingprocedure after allowing the starter motor to cool. 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 this section should be followed closely as it is effective under nearly all operating conditions. Conventional full rich mixture and high RPM propeller settings are used for starting: When ready to start, place the auxiliary fuel pump switch in the ON position and advance the throttle to obtain galfhrfuel flow.

Then close the throttle and turn off the auxiliary fuel pump. While cranking, slowly advance the throttle until the engine starts. Slow throttle advancement is essential since the engine will start readily when the correct fuel I air ratio is obtained. When the engine has started, reset the throttle to the desired idle speed. When the engine is hot or outside airtemperatures are high, the engine may die after running several seconds because the mixture became either too lean due to fuel vapor, or too rich due to excessive prime fuel.

The following procedure will prevent over-priming and alleviate fuel vapor in the system:. If the above procedure does not obtain sufficient fuel flow, fully depress and hold the left half of the switch in the HI position to obtain additional fuel pump capability. Without hesitation, engage the starter and the engine should start in 3 to 5 revolutions, Adjust throttle for to RPM.

If there is fuel vapor in the lines, it will pass into the injector nozzles in 2 to 3 seconds and the engine will gradually slow down and stop. When engine speed starts to decrease, hold the left half of the auxiliary fuel pump switch in the HI position for approximately one second to clear out the vapor. Intermittent use of HI boost is necessary since prolonged use of the HI position after vapor is cleared will flood out the engine during a starting operation.

Let the engine run at to RPM until the vapor is eliminated and the engine idles normally. If prolonged cranking is necessary, allow the starter motor to cool at frequent intervals, since excessive heat may damage the armature. After starting, if the oil pressure gage does not begin to show pressure within 30 seconds in normal temperatures and 60 seconds in very cold weather, shut off the engine and investigate. Lack of oil pressure can cause serious engine damage. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips.

Refer to figure for additional taxiing instructions. Since the engine is closely cowled for efficient in-flight cooling, precautions should be taken to avoid overheating on the ground. Full throttle checks on the ground are not recommended unless the pilot has good reason to suspect that the engine is not turning up properly. The magneto check should be made at RPM as follows.

Move ignition switch first to R position and note RPM. Next move switch back to BOTH to clear the other set of plugs.

If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. Strong quartering tail winds require caution. Avoid sudden bursts of the throtf le and sharp braking when the ai r plane is in thi s attitude. Use the steerable nose wheel and rudder to maintain direction.

An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified. Prior to flights where verification of proper alternator and alternator control unit operation is essential such as night or instrument flights , a positive verification can be made by loading the electrical system momentarily 3 to 5 seconds with the landing light during the engine runup RPM.

The ammeter will remain within a needle width of its original position if the alternator and alternator control unit are operating properly. It is important to check takeoff power early in the takeoff run.

Any sign of rough engine operation or sluggish engine acceleration is good cause for discontinuing the takeoff. Full power runups over loose gravel are especially harmful to propeller tips. When takeoffs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the airplane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. Afterfull power is applied, adjust the throttle friction lock clockwise to prevent the throttle from creeping from a maximum power posirion.

Similar friction lock adjustments should be made as required in other flight conditions to maintain a fixed throttle setting. For maximum engine power, the mixture should be adjusted during the initial takeoff roll to the fuel flow corresponding to the field elevation. Refer to the fuel flow placard located adjacent to the fuel flow indicator.

The power increase is significant above feet and this procedure should always be employed for field elevations greater than feet above sea level. However, the. To clear an obstacle with 20" flaps, a 65 KIAS climb speed should be used.

If no obstructions are ahead, a best rate-of-climb speed of 84 KIAS would be most efficient. Flap deflections greater than 20" are not approved for takeoff.

Takeoffs into strang crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after takeoff.

With the ailerons partially deflected into the wind, the airplane is accelerated to a speed slightly higher than normal, and then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift.

A cruising climb at 25 inches of manifold pressure. This type of climb provides better engine cooling, less engine wear. If it is necessary to climb rapidly to clear mountains or reach favorable winds at high altitudes, the best rate-of-climb speed should be used with maximum continuous power full throttle and RPM. The mixture should be leaned as shown by the fuel flow placard located adj acent to the fuel flow indicator.

If an obstruction dictates the use of a steep climb angle, climb with flaps retracted and maximum continuous power at 66 KIAS at sea level to 70 KIAS at 10, feet.

This is to ensure proper seating of the rings and is applicable to new engines, and engines in service following cylinder replacement or top overhaul of one or more cylinders. The Cruise Performance Table, figure , illustrates the advantage of higher altitude on both true airspeed and nautical miles per gallon. In addition, the beneficial effect of lower cruise power on nautical miles per gallon at a given altitude can be observed.

This table should be used as a guide, along with the available winds aloft information, to determine the most favorable altitude and power setting for a given trip. The selection of cruise altitude on the basis of the most favorable wind conditions and the use of low power settings are significant factors that should be considered on every trip to reduce fuel consumption.

For reduced noise levels, it is desirable to select the lowest RPM in the green arc range for a given percent power that will provide a comfortable cabin environment and smooth engine operation. The cowl flaps should be opened, if neces sary, to maintain the cy linder head temp era ture at app roximately two-thirds of the normal operating range green arc.

Cruise Perfonnance Table. The fuel injection system employed on this engine is considered to be non-icing. In the event that unusual conditions cause the intake air filter to become clogged or iced over, an alternate intake air valve opens automatically for the most efficient use of either normal or alternate air, c!

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.

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 the table below.

Cessna Stationair UG POH -

When leaning the mixture, if a distinct peak is not obtained, use the corresponding maximum EGT as a reference point for enrichening the mixture to the desired cruise setting. Any change in altitude or power will require a recheck of the EGT indication. EGT Table. The stall characteristics are conventional and aural warning is provided by a stall warning hom which sounds between 5 and 10 knots above the stall in all configurations.

Power-off stall speeds at maximum weight for both forward and aft C. Landings should be made on the main wheels first to reduce the landing speed and subsequent need for braking in the landing rolL The nose wheel is lowered to the runway after the speed has diminished to avoid unnecessary nose gear load.

This procedure is especially important in rough field landings. For short field landings, make a power approach at 64 KIAS with full flaps. After all approach obstacles are cleared, progressively reduce power. Maintain 64 KIAS approach speed by lowering the nose of the airplane. Touchdown should be made with the throttle closed, and on the main wheels first.

Immediately after touchdown, lower the nose gear and apply heavy braking as required. For maximum brake effectiveness after all three wheels are on the ground, retract the flapa, hold full nose up elevator and apply maximum possible brake pressure without sliding the tires. At light operating weights, during ground roll with full flaps, hold the control wheel full back to ensure maximum weight on the main wheels for braking. Under these conditions, full nose down elevator control wheel full forward will raise the main wheels off the ground.

206 pdf cessna poh

When landing in a strong crosswind, use the minimum flap setting required for the field length. Although the crab or combination method of drift correction may be used, the wing-low method gives the best control, After touchdown, hold a straight course with the steerable nose wheel and occasional braking if necessary. After all obstacles are cleared and a safe altitude and airspeed are obtained, the wing flaps should be retracted. The use of an external pre-heater and an external power source is recommended whenever possible to reduce wear and abuse to the engine and the electrical system.

Pre-heat will thaw the oil trapped in the oil cooler, which probably will be congealed prior to starting in extremely cold temperatures. When using an external power source, the position of the master switch is important. In very cold weather, no oil temperature indication need be apparent before takeoff. After a suitable warm-up period 2 to 5 minutes at RPM , the engine is ready for takeoff if it accelerates smoothly and the oil pressure is normal and steady.

During let-down, observe engine temperatures closely and carry sufficient power to maintain them in the recommended operating range. The general warm temperature starting information in this section is appropriate.

Avoid prolonged engine operation on the ground. When operating with the cargo doors removed, an optional spoiler kit must be installed to minimize strong air flow buffeting within the cabin. In addition, all loose equipment, including head rests, rear window sun shade, removable arm rests, safety belts, etc.

Fifth and sixth seat passengers will receive a strong air blast, and face protection in the form of goggles or helmet is recommended. The electric wing flap circuit is interrupted by a push-button switch mounted on the upper sill of the cargo door opening when the front cargo door is open or removed.

Therefore, to have the use of wing flaps when the. Two screws secure the plate in position, depressing the switch button. Without this plate, the wing flaps could not be used unless a rear passenger was available to manually depress the door switch button during flap operation. With the cargo doors removed, flight characteristics are essentially unchanged, except that a slightly different directional trim setting may be needed.

With cargo doors removed, do not exceed KIAS. Increased emphasis on improving the quality of our environment requires renewed effort on the part of all pilots to minimize the effect of airplane noise on the public.

We, as pilots, can demonstrate our concern for environmental improvement, by application of the following suggested procedures, and thereby tend to build public support for aviation:. Pilots operating aircraft under VFR over outdoor assemblies of persons, recreational and park areas, and other noise-sensitive areas should make every effort to fly not less than feet above the surface, weather permitting, even though flight at a lower level may be consistent with the provisions of government regulations.

During departure from or approach to an airport, climb after takeoff and descent for landing should be made so as to avoid prolonged flight at low altitude near noise-sensitive areas. The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions, or where, in the pilot's judgrnent, an altitude of less than feet is necessary for him to adequately exercise his duty to see and avoid other aircraft. The certificated noise level for the Model UG at pounds maximum weight is Performance data charts on the following pages are presented so that you may know what to expect from the airplane under v.

The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and using average piloting techniques. It should be noted that the performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel at the specified cruise power. Fuel flow data for cruise is based on the recommended lean mixture setting.

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. 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.

Cessna 206 Training Manual

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. 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.

Poh pdf 206 cessna

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..

Cessna Stationair U206G POH - 1981

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.