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CESSNA 172 TRAINING MANUAL

CESSNA 172
TRAINING MANUAL

by
Oleg Roud
and
Danielle Bruckert

Published by Red Sky Ventures, Memel CATS
Copyright © 2006

Page 1

CESSNA 172 TRAINING MANUAL

Contact the Authors:
We appreciate your feedback.
D Bruckert

O Roud

redskyventures@gmail.com

roudoleg@yahoo.com

PO Box 11288 Windhoek, Namibia

PO Box 30421 Windhoek, Namibia

Red Sky Ventures

Memel CATS

CreateSpace Paperback: ISBN-13: 978-1463675448; ISBN-10: 1463675445
Lulu Paperback: ISBN 978-0-557-01472-9
First Published RSV/Memel CATS © 2006
3rd Edition RSV/Memel CATS © 2011

More information about these books and online orders available at:
http://www.redskyventures.org
Other aircraft presently available in the Cessna Training Manual series are:
Cessna 152, Cessna 172, Cessna 182, Cessna 206.

COPYRIGHT & DISCLAIMER
All rights reserved. No part of this manual may be reproduced for commercial use in
any form or by any means without the prior written permission of the authors.
This Training Manual is intended to supplement information you receive from your
flight instructor during your type conversion training. It should be used for training
and reference use only, and is not part of the Civil Aviation Authority or FAA
approved Aircraft Operating Manual or Pilot's Operating Handbook. While every
effort has been made to ensure completeness and accuracy, should any conflict
arise between this training manual and other operating handbooks, the approved
aircraft flight manuals or pilot's operating handbook should be used as final
reference. Information in this document is subject to change without notice and
does not represent a commitment on the part of the authors, nor is it a complete
and accurate specification of this product. The authors cannot accept responsibility
of any kind from the use of this material.

ACKNOWLEDGEMENTS:
Peter Hartmann, Aviation Center, Windhoek: Supply of technical information,
maintenance manuals and CD's for authors research
Brenda Whittaker, Auckland New Zealand: Editor, Non Technical

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CESSNA 172 TRAINING MANUAL

Table of Contents
Introduction....................................................................................................................................................5
History.......................................................................................................................................................5
Development of the C172.........................................................................................................................5
Terminology ................................................................................................................................................7
Useful Factors and Formulas.......................................................................................................................10
Conversion Factors..................................................................................................................................10
Formulas..................................................................................................................................................11
Pilot's Operating Handbook Information.....................................................................................................11
AIRCRAFT TECHNICAL INFORMATION..............................................................................................13
Models and Differences ..........................................................................................................................14
Type Variants..........................................................................................................................................20
Airframe.......................................................................................................................................................23
Doors ......................................................................................................................................................24
Flight Controls.............................................................................................................................................26
Elevator...................................................................................................................................................26
Rudder.....................................................................................................................................................27
Ailerons...................................................................................................................................................27
Trim System............................................................................................................................................29
Flaps........................................................................................................................................................31
Landing Gear................................................................................................................................................34
Shock Absorption....................................................................................................................................35
Hydraulic System-Retractable Landing Gear (C172RG Only)..............................................................35
Brakes......................................................................................................................................................38
Towing....................................................................................................................................................40
Engine and Propeller....................................................................................................................................41
Engine Controls.......................................................................................................................................43
Fuel Injection System (R172/FR172, C172R, C172S)...........................................................................45
Constant Speed Propellers (C172RG and R172/FR172)........................................................................46
Engine Gauges.........................................................................................................................................48
Induction System and Carb. Heat............................................................................................................50
Oil System...............................................................................................................................................52
Ignition System........................................................................................................................................54
Cooling System.......................................................................................................................................55
Fuel System..................................................................................................................................................57
Fuel Measuring and Indication................................................................................................................59
Priming System ......................................................................................................................................59
Auxiliary Pump (Fuel-injected Models FR172, R172, C172R, C172S only).........................................60
Fuel Venting............................................................................................................................................60
Fuel Drains..............................................................................................................................................60
Standard Fuel System Schematic ...........................................................................................................62
Fuel System Schematic C172RG............................................................................................................63
Fuel System Schematic Fuel Injected Models ........................................................................................64
Electrical System..........................................................................................................................................65
Battery.....................................................................................................................................................65
Electrical Power Supply..........................................................................................................................67
Electrical Equipment...............................................................................................................................67
System Protection and Distribution.........................................................................................................67
Electrical System Schematic Conventional Aircraft...............................................................................71

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CESSNA 172 TRAINING MANUAL

G1000 Electrical Distribution Schematic................................................................................................72
Flight Instruments and Associated Systems ................................................................................................73
Ancillary Systems and Equipment..........................................................................................................77
Avionics Systems ...................................................................................................................................79
FLIGHT OPERATIONS..............................................................................................................................81
PRE-FLIGHT CHECK ...............................................................................................................................81
Cabin.......................................................................................................................................................82
Exterior Inspection..................................................................................................................................83
Passenger Brief........................................................................................................................................88
NORMAL OPERATIONS...........................................................................................................................89
Starting and Warm-up.............................................................................................................................89
After Start................................................................................................................................................92
Takeoff....................................................................................................................................................95
Climb.....................................................................................................................................................100
Cruise....................................................................................................................................................100
Mixture Setting......................................................................................................................................101
Descent, Approach and Landing ..........................................................................................................103
Balked Landing ....................................................................................................................................107
After Landing Checks............................................................................................................................107
Taxi and Shutdown................................................................................................................................107
Circuit Pattern.......................................................................................................................................108
Note on Checks and Checklists.............................................................................................................112
ABNORMAL AND EMERGENCY PROCEDURES..............................................................................114
Stalling and Spinning............................................................................................................................114
Emergency During Takeoff ..................................................................................................................114
Gliding and Forced Landing..................................................................................................................115
Engine Fire............................................................................................................................................117
Electrical Fire........................................................................................................................................118
Rough Running Engine.........................................................................................................................118
Magneto Faults......................................................................................................................................118
Spark Plug Faults..................................................................................................................................118
Engine Driven Fuel Pump Failure (Fuel Injected Models)...................................................................119
Excessive Fuel Vapour (Fuel Injection Models)...................................................................................119
Abnormal Oil Pressure or Temperature................................................................................................120
Landing Gear Emergencies (RG model)...............................................................................................120
PERFORMANCE .....................................................................................................................................122
Specifications and Limitations..............................................................................................................122
Ground Planning ..................................................................................................................................123
REVIEW QUESTIONS.............................................................................................................................135
NAVIGATION AND PERFORMANCE WORKSHEETS.....................................................................140

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CESSNA 172 TRAINING MANUAL

Introduction
This training manual provides a technical and operational description for most
models of the Cessna 172 series aeroplane, from the C172 and C172A to the
C172SP, and includes systems descriptions for the C172RG.
The information is intended for ground reference and as an instructional aid to
assist with practical training for type transition or ab-initio training, provided by an
approved training organisation.
The book is laid out according to a typical training syllabus progression for ease of
use.
This material does not supersede, nor is it meant to substitute any of the
manufacturer’s operation manuals. The material presented has been prepared from
the information provided in the pilots operating handbook for the model series,
Cessna maintenance manuals and from operational experience.

History
The Cessna aircraft company has a long and rich history. Founder Clyde Cessna
built his first aeroplane in 1911, and taught himself to fly it! He went on to build a
number of innovative aeroplanes, including several race and award winning designs.
In 1934, Clyde's nephew, Dwane Wallace, fresh out of college, took over as head of
the company. During the depression years Dwane acted as everything from floor
sweeper to CEO, even personally flying company planes in air races (several of
which he won!).
Under Wallace's leadership, the Cessna Aircraft Company eventually became the
most successful general aviation company of all time.
Cessna first began production of two-seat light planes in 1946 with the model 120
which had an all aluminium fuselage and fabric covered wings. This was followed by
a nearly identical model the 140, with aluminium clad wings. More than 7,000
model 120-140's were sold over four years when Cessna stopped production in
order to focus on four-seat aircraft.

Development of the C172
The Cessna 172 is probably the most popular flight training aircraft in the world.
The aircraft made her first flight in November 1955, the first production models
were delivered in 1957, and became an overnight sales success and over 1400
aircraft were built in its first full year of production. It is still in production in 2005,
more than 35 000 have been build.
The Cessna 172 started as a relatively simple tricycle undercarriage development of
the taildragger Cessna 170B. The airframe was basically a 170B, including the
“fastback” fuselage and effective 40º Fowler flaps. The gross weight was identical
by D. Bruckert & O. Roud © 2006

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CESSNA 172 TRAINING MANUAL

although the useful load went down 45 pounds. Later versions incorporated revised
landing gear, a lowered rear deck, and an aft window. Cessna advertised this added
rear visibility as “Omnivision”. The final structural development, in the mid-1960s,
was the sweptback tail still used today. The airframe has remained almost
unchanged since then, with updates mainly affecting avionics and engine fittings,
including the most recent the Garmin 1000 glass cockpit option. Production ended
in the mid-1980s, but was resumed in 1996 and continues at the time of writing.
The Cessna 172 evolved slowly over the years. The basic Cessna 172 remained in
production until replaced by the 172A of early 1960. The latest model of Cessna
172 introduced a new swept back tail and rudder, a shorter undercarriage and
changes of equipment. In 1961 the name "Sky Hawk" was introduced. The Cessna
172H was the last Continental powered 172. Electric flaps were introduced in 1964
with the 172E, and the 150hp Lycoming 0-320-E2D replaced the 145 hp Continental
0-300D in 1968.
In 1966 Cessna began assembly of US airframes at Reims Aviation in France. The
Cessna F172 was built by Reims Cessna through to 1971. Cessna also produced a
retractable version and most models are available as a seaplane version with
floats.
The Cessna 172 is part of a large family of high-wing, tricycle undercarriage, single
engine Cessna planes, ranging from the two-seater 150 and 152 to more advance
182 Skylane, the six-seat 206 and the turboprop Cessna 208 Caravan.

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CESSNA 172 TRAINING MANUAL

Terminology
Airspeed
KIAS

Knots Indicated
Airspeed

Speed in knots as indicated on the airspeed
indicator.

KCAS

Knots Calibrated
Airspeed

KIAS corrected for instrument error. Note this error
is often negligible and CAS may be omitted from
calculations.

KTAS

Knots True
Airspeed

KCAS corrected for density (altitude and
temperature) error.

Max
Manoeuvering
Speed

The maximum speed for full or abrupt control inputs.

Vfe

Maximum Flap
Extended Speed

The highest speed permitted with flap extended.
Indicated by the top of the white arc.

Vno

Maximum
Structural
Cruising Speed

Sometimes referred to as “normal operating range”.
Should not be exceeded except in smooth conditions
and only with caution. Indicated by the green arc.

Vne

Never Exceed
speed

Maximum speed permitted, exceeding will cause
structural damage. Indicated by the upper red line.

Stall Speed

The minimum speed before loss of control in the
normal cruise configuration. Indicated by the bottom
of the green arc. Sometimes referred to as minimum
‘steady flight’ speed.

Vso

Stall Speed
Landing
Configuration

The minimum speed before loss of control in the
landing configuration, at the most forward C of G*.
Indicated by the bottom of the white arc.

*forward centre of gravity gives a higher stall speed and so is used for certification

Best Angle of
Climb Speed

The speed which results in the maximum gain in
altitude for a given horizontal distance.

Best Rate of
Climb Speed

The speed which results in the maximum gain in
altitude for a given time, indicated by the maximum
rate of climb for the conditions on the VSI.

Vref

Reference Speed The minimum safe approach speed, calculated as 1.3
x Vso.

Vbug

Nominated
Speed

The speed nominated as indicated by the speed bug,
for approach this is Vref plus a safety margin for
conditions.

Rotation Speed

The speed which rotation should be initiated.

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CESSNA 172 TRAINING MANUAL

Vat

Barrier Speed

The speed to maintain at the 50ft barrier or on
reaching 50ft above the runway.

Maximum
Demonstrated
Crosswind

The maximum demonstrated crosswind during
testing.

Meteorological Terms
OAT

Outside Air
Temperature

Free outside air temperature, or indicated outside air
temperature corrected for gauge, position and ram air
errors.

IOAT

Indicated
Outside Air
Temperature

Temperature indicated on the temperature gauge.

ISA

International
Standard
Atmosphere

The ICAO international atmosphere, as defined in
document 7488. Approximate conditions are a sea level
temperature of 15 degrees with a lapse rate of 1.98
degrees per 1000ft, and a sea level pressure of
1013mb with a lapse rate of 1mb per 30ft.

Standard
Temperature

The temperature in the International Standard
atmosphere for the associated level, and is 15 degrees
Celsius at sea level decreased by two degrees every
1000ft.

Pressure
Altitude

The altitude in the International Standard Atmosphere
with a sea level pressure of 1013 and a standard
reduction of 1mb per 30ft. Pressure Altitude would be
observed with the altimeter subscale set to 1013.

Density
Altitude

The altitude that the prevailing density would occur in
the International Standard Atmosphere, and can be
found by correcting Pressure Altitude for temperature
deviations.

Engine Terms
BHP

Brake Horse
Power

The power developed by the engine (actual power
available will have some transmission losses).

RPM

Revolutions
per Minute

Engine drive and propeller speed.

Static RPM

The maximum RPM obtained during stationery full
throttle operation

Weight and Balance Terms
Moment Arm

The horizontal distance in inches from reference datum
line to the centre of gravity of the item concerned, or
from the datum to the item 'station'.

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CESSNA 172 TRAINING MANUAL

C of G

Centre of
Gravity

The point about which an aeroplane would balance if it
were possible to suspend it at that point. It is the mass
centre of the aeroplane, or the theoretical point at
which entire weight of the aeroplane is assumed to be
concentrated. It may be expressed in percent of MAC
(mean aerodynamic chord) or in inches from the
reference datum.

Centre of
Gravity Limit

The specified forward and aft points beyond which the
CG must not be located. Typically, the forward limit
primarily effects the controllability of aircraft and aft
limits stability of the aircraft.

Datum
(reference
datum)

An imaginary vertical plane or line from which all
measurements of arm are taken. The datum is
established by the manufacturer.

Moment

The product of the weight of an item multiplied by its
arm and expressed in inch-pounds. The total moment
is the weight of the aeroplane multiplied by distance
between the datum and the CG.

MZFW

Maximum Zero The maximum permissible weight to prevent exceeding
Fuel Weight
the wing bending limits. This limit is not always
applicable for aircraft with small fuel loads.

BEW

Basic Empty
Weight

The weight of an empty aeroplane, including
permanently installed equipment, fixed ballast, full oil
and unusable fuel, and is that specified on the aircraft
mass and balance documentation for each individual
aircraft.

SEW

Standard
Empty Weight

The basic empty weight of a standard aeroplane,
specified in the POH, and is an average weight given
for performance considerations and calculations.

OEW

Operating
Empty Weight

The weight of the aircraft with crew, unusable fuel, and
operational items (galley etc.).

Payload

The weight the aircraft can carry with the pilot and fuel
on board.

MRW

Maximum
Ramp Weight

The maximum weight for ramp manoeuvring, the
maximum takeoff weight plus additional fuel for start
taxi and runup.

MTOW

Maximum
The maximum permissible takeoff weight and
Takeoff Weight sometimes called the maximum all up weight, landing
weight is normally lower as allows for burn off and
carries shock loads on touchdown.

MLW

Maximum
Landing
Weight

Maximum permissible weight for landing. Sometimes
this is the same as the takeoff weight for smaller
aircraft.
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CESSNA 172 TRAINING MANUAL

Note: The correct technical is 'mass' instead of 'weight' in all of these terms, however in everyday
language and in many aircraft operating manuals the term weight remains in common use. Used in
this context there is no difference in meaning and the terms may be interchanged.

Other
AFM

Aircraft
Manual

Flight These terms are inter-changeable and refer to the
approved manufacturer's handbook. General Aviation
manufacturers from 1976 began using the term 'Pilot's
Pilot's
Operating Handbook', early manuals were called
Operating
Owner's Manual and most legal texts use the term
Handbook
AFM.

POH

PIM

Pilot
Information
Manual

A Pilot Information Manual is a new term, coined to
refer to a POH or AFM which is not issued to a specific
aircraft.

Useful Factors and Formulas
Conversion Factors
Lbs to kg

1kg =2.204lbs

kgs to lbs

1lb = .454kgs

USG to Lt

1USG = 3.785Lt

lt to USG

1lt = 0.264USG

Lt to Imp Gal

1lt = 0.22 Imp G

Imp.Gal to lt

1Imp G = 4.55lt

NM to KM

1nm = 1.852km

km to nm

1km = 0.54nm

NM to StM to ft

1nm = 1.15stm
1nm = 6080ft

Stm to nm to ft

1 stm = 0.87nm
5280ft

FT to Meters

1 FT = 0.3048 m

meters to ft

1 m = 3.281 FT

Inches to Cm

1 inch = 2.54cm

cm to inches

1cm = 0.394”

Hpa(mb) to “Hg

1mb = .029536”

“ Hg to Hpa (mb)

1” = 33.8mb

AVGAS FUEL Volume / Weight SG = 0.72
Litres

Lt/kg

kgs

Litres

lbs/lts

Lbs

1.39

0.72

0.631

1.58

Crosswind Component per 10kts of Wind
Deg

Kts

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CESSNA 172 TRAINING MANUAL

Formulas
Celsius (C) to
Fahrenheit (F)
Pressure altitude
(PA)
Standard
Temperature (ST)
Density altitude
(DA)

C = 5/9 x(F-32),
F = Cx9/5+32
PA = Altitude AMSL + 30 x (1013-QNH)
Memory aid – Subscale up/down altitude up/down
ST = 15 – 2 x PA/1000
ie. 2 degrees cooler per 1000ft altitude
DA = PA +(-) 120ft/deg above (below) ST

Specific Gravity
One in 60 rule

i.e. 120ft higher for every degree hotter than standard
SG x volume in litres = weight in kgs
1 degree of arc ≈ 1nm at a radius of 60nm

Rate 1 Turn Radius

i.e degrees of arc approximately equal length of arc at
a radius of 60nm
R = TAS per hour/60/π or TAS per minute/π

Radius of Turn Rule
of Thumb
Rate 1 Turn Bank
Angle Rule of
Thumb

R ≈ TAS per hour/180 (Where π (pi) ≈3.14)
Radius of Turn lead allowance ≈ 1% of ground speed
(This rule can be used for turning on to an arc – eg at
100kts GS, start turn 1nm before the arc limit)
degrees of bank in a rate one turn ≈ GS/10+7

Pilot's Operating Handbook Information
The approved manufacturer's operating handbook, which may be commonly
referred to as a Pilot's Operating Handbook (POH), an Aircraft Flight Manual (AFM),
or an Owners Manual, is issued for the specific model and serial number, and
includes all applicable supplements and modifications. It is legally required to be on
board the aircraft during flight, and is the master document for all flight
information.
In 1975, the US General Aviation Manufacturer's Association introduced the 'GAMA
Specification No. 1' format for the 'Pilot's Operating Handbook' (POH). This format
was later adopted by ICAO in their Guidance Document 9516 in 1991, and is now
required for all newly certified aircraft by ICAO member states. Most light aircraft
listed as built in 1976 or later, have provided Pilot's Operating Handbooks (POHs) in
this format.

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CESSNA 172 TRAINING MANUAL

GAMMA standardised the term 'Pilot's Operating Handbook' as the preferred term
for a manufacturer's handbook on light aircraft, however some manufacturers still
use different terms (see further explanation above under definitions).
This format aimed to enhance safety by not only standardising layouts but also by
creating an ergonomic format for use in flight. For this reason the emergency and
normal operating sections are found at the front of the manual, while reference and
ground planning sections are at the rear.
It is recommended that pilots become familiar with the order and contents of each
section, as summarised in the table below.
Section 1

General

Definitions and abbreviations

Section 2

Limitations

Specific operating limits, placards and specifications

Section 3

Emergencies Complete descriptions of action in the event of any
emergency or non-normal situation

Section 4

Normal
Operations

Section 5

Performance Performance graphs, typically for stall speeds, airspeed
calibration, cross wind calculation, takeoff, climb,
cruise, and landing

Section 6

Weight and
Balance

Section 7

Systems
Technical descriptions of aircraft systems, airframe,
Descriptions controls, fuel, engine, instruments, avionics and lights
etc.

Section 8

Maintenance requirements, inspections, stowing, oil
Servicing
requirements etc.
and
maintenance

Section 9

Supplements Supplement sections follow the format above for
additional equipment or modification.

Section 10

Safety
Information

Complete descriptions of required actions for all
normal situations

Loading specifications, limitations and loading graphs
or tables

General safety information and helpful operational
recommendations which the manufacturer feels are
pertinent to the operation of the aircraft

For use in ground training, or reference prior to flight, this text should be read in
conjunction with the POH from on board the aircraft you are going to be flying.
Even if you have a copy of a POH for the same model C182, the aircraft you are
flying may have supplements for modifications and optional equipment which affect
the operational performance.

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CESSNA 172 TRAINING MANUAL

AIRCRAFT TECHNICAL INFORMATION
The Cessna 172 aeroplane is an all-metal, single engine, four-seat, high-wing
monoplane aircraft, equipped with tricycle landing gear and designed for general
utility purposes.

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CESSNA 172 TRAINING MANUAL

Models and Differences
The Cessna 172 had a number of type variants during its production history.
Additionally there are a number of modifications provided for the airframe,
instruments/avionics equipment and electrics.
Speeds often vary between models by one or two knots, sometimes more for
significant type variants. For simplification the speeds have been provided for the
C172 Skyhawk, which was produced in the largest numbers. All speeds have been
converted to knots and rounded up to the nearest 5kts. Generally multiple provision
of figures can lead to confusion for memory items and this application is safer for
practical use during conversion training.

Whenever maximum performance is required, as speeds also vary with
weight, and density altitude the Aircraft Operating Handbook must be
consulted for the correct figure.
During practical training reference should be made to the flight manual of the
aeroplane you will be flying to ensure that the limitations applicable for that
aeroplane are adhered to. Likewise when flying different models it should always be
remembered that MAUW, flap limitations, engine limitations and speeds may vary
from model to model.

Before flying different models, the Aircraft Operating Handbook should
be consulted to verify differences.
Main Differences in year of manufacturing
The following modification of Cessna 172 were made during years of production of
the aircraft:
• The 1957 model has a 145hp Continental engine;
• Model's after 1960 have a swept tail;
• In 1963 a rear window appeared as well as a single piece windshield and longer
elevator;
• 1964 model were equipped with electric flaps instead of the “Johnson Bar”;
• 1968 models switched to Lycoming 150hp engines.
• In 1971 the spring steel main landing gear was changed to tubular steel.
• In 1981 Cessna switched to a 160-hp engine and gross weight of 2400lbs but
reduced flap travel of 30 degrees.
• 1996 and later models feature the Lycoming IO-360-L2A four cylinder, fuel
injected engine, an annunciator panel or optional Garmin G1000 EFIS avionics
suit.
A more comprehensive summary combined with serial numbers and model numbers
is contained in the table on the following pages.

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CESSNA 172 TRAINING MANUAL

Naming Terminology
The C172 series manufactured by Cessna in Wichita, like most Cessna models,
started with the C172 followed by the C172A and continued sequentially up until
the C172 R and S, with the exception of the models J and O which never completed
certification. Each new model release superseding the previous, with the exception
of model variants (such as the 172RG and R172K).
Model Variants
Some models carried an alternate prefix or suffix to designate a specific difference,
or model variant as detailed below.
Reims 172
The F172 for models D through M, was made by Reims in France, and according to
Cessna there are no significant differences apart from the engines on models prior
to 1971 (F172K and earlier), however there are some differences in manufacturing
processes.
Cessna 175 Certified Aircraft
Although marketed as a C172, the P172D, F172/FR172 and C172RG were all
designated under the C175 type data certification sheet by the FAA.
The P172D, where the 'P' indicated the geared engine referred to as “Powermatic”
by Cessna. The different type designator also reflected a larger distinction, the
aircraft is nearly identical to the C175C and treated as such for certification, it has
little in common with the C172D except the year of manufacture (1963).
The C172 RG – where the 'RG' designated a retractable Cessna as with other
models of Cessna. Produced between 1981 and 1985, the RG option was not
reintroduced when production commenced in 1996.
The prefix 'R' was originally given to the 210hp military version C172, made
specifically for the US Air Force, and should not be confused with the Reims ('F')
models or the retractable ('RG') models. The original military R172 was produced
for models R172E through to R172H, between 1964 and 1973, called by the USAF a
T41-B, C or D, depending on options (the C172H, originally made for the USAF was
called the T41-A). Most models retired into USAF aeroclubs, a few are in civilian
use, and some still remain in US and other air force operations. These models led to
the development of a civilian version, the R172K given the name Hawk XP and the
FR172K, Reims Hawk XP or Reims Rocket, with the same engine de-rated to 195hp,
produced between 1977 and 1981.

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CESSNA 172 TRAINING MANUAL

Model History Table
The table below summarises the model history versus serial number compiled from
the type data certification summaries (TDC) and from the technical information in
the Cessna maintenance manuals.
Model Name
Year Serial
Significant Changes and Features
Numbers
C172

C172A

C172B

C172C

C172D

C172 in
standard
version
and
Skyhawk
or
Skyhawk
II for
luxury
version.

1956

2800029174

1957

2917529999,
3600036215

1958

3621636965

1959

3696636999,
4600146754

Engine cowling changed for improved
cooling, instrument panel modified,
moving main flight control instruments
from central to left side of panel, in a
more direct line of sight of the pilot.

1960

46755 47746

The same as the basic 172 with a swept
vertical tail, and the first float plane
version was available. The 0-300
Continental engine was available as a C
or D type.

1961

1724774717248734

A deeper fuselage (shorter
undercarriage), new windshield, revised
cowling and pointed propeller spinner as
well as external baggage door and
another new instrument panel was
introduced with the artificial horizon
centrally located. Usable fuel 39USG.

1962

1724873517249544

Maximum weight increased to 2250lbs,
optional key starter on deluxe version
(replaces standard pull starter), auxiliary
child seat available. Usable fuel 36 USG.

1963

1724954517250572

Cut-down rear fuselage and “Omnivision”
rear windows replaced the original
'straight-back' look, landplane weight
increased to 2300lbs, and new full rudder
and brake pedals fitted.

The first model C172, which was basically
a Cessna 170B with tricycle gear,
distinctive straight windowless back,
square vertical tail, and manual flap, the
Continental 6 cylinder O-300-A or B
engine producing 145hp at 2700hp
42USG fuel tank (37USG usable),
maximum weight of 2200lbs for the lad
plane, the seaplane was increased to
2220lbs where it remained through the
C172 model history.

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CESSNA 172 TRAINING MANUAL

Model

Name

Year

Serial
Numbers

Significant Changes and Features

F172D

Reims or
French
172

1963

F1720001F1720018

Made by Reims in France, some
differences in manufacturing. Continental
O-300-D engine manufactured by Rolls
Royce.

1964

1725057317251822

Electrical fuses were replaced by circuit
breakers.

1964

F1720019F1720085

Made by Reims in France, some
differences in manufacturing.

1965

1725182317253392

Electric flaps were introduced, with a
three position toggle switch. This model,
along with the C172H was also produced
by the USAF as a T41-A.

C172E
F172E

Reims or
French
172

C172F

F172F

Reims or
French
172

F172-0086- Made by Reims in France, some
F172-0179 differences in manufacturing.

C172G

1966

1725339317254892

Minor modifications to propeller shaft and
spinner.

F172G

Reims or 1966
French
172

F1720180F1720319

Made by Reims in France, some
differences in manufacturing.

C172H

1967

1725489317256512

Nose strut shortened for reduced drag
and appearance. A modified engine
cowling and mountings reduced noise in
the cockpit and cowl cracking. The
generator is replaced with an alternator
for electrical power supply.
This model was also produced by the
USAF as a T41-A.

1967

F1720320F1720446

Made by Reims in France, some
differences in manufacturing.

F172H

Reims
French
172

F172H

Reims or 1968
French
172

F17200655- Made by Reims in France, some
F17200754 differences in manufacturing.

Note: The type certifier “F172” designates a Reims C172, that is if the type
indicator has F in the front, it was built in Reims factory in France. Reims built
C172s, between 1963 and 1976. They are reported by Cessna maintenance
manuals, for maintenance purposes as being nearly identical to the C172 produced
in Wichita except for the engines on some models.

Page 17

CESSNA 172 TRAINING MANUAL

Model

Year

Serial
Numbers

Significant Changes and Features

C172I

1968

1725651317257161

Engine changed to 150hp Lycoming O320 E2D (“Blue Streak”) with higher
2000 hour overhaul time, 38USG usable
fuel.

C172K

1969

1725716217258486

Rear side windows enlarged, redesigned
fin, optional 52USG tanks. Split bus bar
now on all models.

F172K

Name

Reims or
French
172

F17200755- Made by Reims in France, some
F17200804 differences in manufacturing.

C172K

1970

1725848717259223

Fiberglass drooping wing-tip

C172L

1971

1725922417259903

Landing light shifted from wing to nose.
Flat steel replaced by tubular steel
undercarriage.

1972

1725990417260758

F172L

Reims or 1972
French
172

C172M

1973

F172M

Reims or 1973
French
172

C172M

1974

F17200805- Continental Rolls Royce engine changed
F17200904 to standard C172 Lycoming O-320-E2D
engine.
1726075917261898

Drooped leading edge wing introduced
for better low speed handling. Seaplane
flap reduced to 30 degrees.

F17200905F17201034
1726189917263458

Baggage compartment increased in size

F17201035F17201234
C172M

1975

1726345917265684
F17201235F17201384

Page 18

CESSNA 172 TRAINING MANUAL

Model

Name

Year

Serial
Numbers

Significant Changes and Features

C172M

1976

1726568517267584

Airspeed changed from miles to knots,
instrument panel redesigned to include
more avionics, engine and fuel gauges
shifted to the more ergonomic position
on the left side of the instrument panel
above the master switch.

F172M

1976

F17201385
on

This was the last standard model F172
made by Reims, see also FR172 under
Type Variants.

C172N

1977

17261445,
1726758517269309

160hp Lycoming O-320-H2AD engine*
Flap selector changed to the safer and
more ergonomic 'preselector' arm
(replacing the 3 position toggle switch).
Adjustable rudder trim available, notched
lever. Usable fuel 40USG, optional
54USG long range fuel tanks (50USG
useable).

1978

17261578,
1726931017270049
1727005117271034

14V electrical system changed to 28V. Air
conditioning now available as an option.
HIGH VOLTAGE warning light changed to
LOW VOLTAGE, with sensors
incorporated in alternator control unit.

1979

1727103517272884

Limiting speed on first 10 degrees of flap
increased from 85kts to 110kts.

1980

17270050,
1727288517274009

*This engine was the first engine (excluding the 210hp military version) designed
to operate on 100/130 Octane fuel, previous engines were designed for 80/87
Octane. Most aircraft engines have now been modified to operate on 100/130 or
100 Low Lead Aviation Gasoline (Avgas 100 and Avgas 100LL) with 80/87 (Avgas
80) now having only very limited availability.
C172P

Skyhawk

1981

1727401017275034

1982

1727503517275759

1983

1727576017276079

1984

1727608017276259

Lycoming O-320 engine changed from
H2AD to D2J to address some design
issues.
Flap reduced from 40 degrees to 30
degrees. Landplane weight increased
from 2300 to 2400lbs. Optional 66USG,
62USG usable long range tanks with wet
wing available.

Page 19

CESSNA 172 TRAINING MANUAL

Model

C172Q

Name

Cutlass

C172R

Skyhawk

C172S

Skyhawk
SP

Year

Serial
Numbers

Significant Changes and Features

1985

1727626017276516

1986

1727651717276654

From 1982, landing lights shifted from
cowl back to wing with standard dual
light fitting.

1983

1727586917276054

1984

1727610117276211

1996

17280001
on

160hp Lycoming fuel injected IO360
engine, optional G1000 avionics,
maximum weight increased to 2450lbs,
optional 2550 maximum weight kit,
53USG usable fuel.

172S8001
on

Engine power increased to 180hp with
maximum rpm increasing from 2400 to
2700 rpm, maximum weight 2550lbs.

Lycoming O-360 engine, developing
180hp at 2700rpm, maximum gross
weight 2550lbs. Although marketed as a
Cutlass, having the same engine is just
about the only the resemblance this
models shares with the C172RG.

At the time of publication, only the C172S is still in production.

Type Variants
The following aircraft, although marketed as Cessna 172s, are all certified under the
FAA Type Data Certificate of the Cessna 175. All contain significant differences in
power available, and airframe.
Model
Name
Year Serial
Significant Changes
Numbers

P172D
P172D

Powerma 1963
tic

P17257120- 175hp Continental GO-300-E Powermatic
P17257188 geared engine and revised cowling with
dorsal gearbox fairing. This model was
essentially a C175 Sklark, renamed in a
failed attempt to fix poor sales
performance of the C175.

FP172D

French or 1963
Reims
Powerma
tic

FP1720001
FP1720003

Reims version of P172D, made in
France , some differences in
manufacturing.

Note – many Cessna types have adopted the prefix of 'P' for a pressurised aircraft,
this model demonstrates one of the common exceptions.

Page 20

CESSNA 172 TRAINING MANUAL

Model

Name

Year

Serial
Numbers

Significant Changes

Fitted with Continental IO360 engine,
producing 210hp at 2800rpm, maximum
weight 2500lbs,
Certified on C175 type certification sheet.

US Air Force Models
R172E

USAF
1964
T41B,C,D

R1720001R1720335

R172F

USAF
T41B,C,D

R1720336R1720409

R172G

USAF
T41B,C,D

R1720336R1720409

R172H

USAF
1971
T41B,C,D

R1720445R1720494

1972

R1720495R1720546

1973

R1720547R1720620

2550 maximum weight

Retractable Gear Model
C172RG Cutlass
RG

1980
1981
1982
1983

172RG0001 Retractable undercarriage, Lycoming O172RG0570 360 engine developing 180hp, with three
172RG0571 blade constant speed propeller, gross
weight 2650lbs. Total usable fuel 62USG.
172RG0890
Mainly popular with flight schools as a
172RG0891 complex trainer.
172RG1099
172RG1100 Certified on C175 type certification sheet.
172RG1144

1984

172RG1145
172RG1177

1985

172RG1178
172RG1191

R172K - Hawk XP Models
R172K

Hawk XP 1977

1978
1979

R1722000R172272

1977 had 14V electrical system,
otherwise similar to other Hawk XP's
described below.

R1722725
R1722929

Called the Hawk XP with a Continental
IO-360K fuel injected engine and
R1720680,R constant speed propeller, de-rated to
195hp at 2600rpm. Maximum weight
1722930
R1723199

Page 21

CESSNA 172 TRAINING MANUAL

Model

Name

Year

Serial
Numbers

Significant Changes

1980

R1723200
R1723399
(except
R1723398)

increased to 2550lbs. Also certified as
C175.
1978 models on had 28V electrical
system.
Certified on C175 type certification sheet.

1981
FR172K

R1723400
R1723454

Flap reduced from 40 to 30 degrees as
with other models of C172.

Reims
1977
Hawk XP

FR1720591
FR1720620

1978

FR1720621
FR1720630

The Hawk XP model made by Reims in
France, some differences in
manufacturing.

1979

FR1720631
FR1720655

1980

FR1720656
FR1720665

1981

FR1720666
FR1720675

Page 22

CESSNA 172 TRAINING MANUAL

Airframe
The airframe is a conventional semi-monocoque type consisting of formed sheet
metal bulkheads, stringers and stressed skin.
Semi-monocoque construction is a light framework covered by skin that carries
much of the stress. It is a combination of the best features of a strut-type
structure, in which the internal framework carries almost all of the stress, and the
pure monocoque where all stress is carried by the skin.
The fuselage forms the main body of the aircraft to which the wings, tail section and
undercarriage are attached. The main structural features are:

front and rear carry through spars for wing attachment;

a bulkhead and forgings for landing gear attachment at the base of the
rear door posts;

a bulkhead and attaching plates for strut mounting;

four stringers for engine mounting attached to the forward door posts.

The construction of the wing and empennage sections consists of:

a front (vertical stabilizer) or front and rear spar (wings/horizontal
stabilizer);

formed sheet metal ribs;

doublers and stringers;

wrap around and formed sheet metal/aluminium skin panels;

control surfaces, flap and trim assembly and associated linkages.

Page 23

CESSNA 172 TRAINING MANUAL

The front spars are equipped with wing-to-fuselage and wing-to-strut attach
fittings. The aft spars are equipped with wing-to-fuselage attach fitting, and are
partial-span spars. The wings contain the integral ie. non bladder type fuel tanks.
The empennage or tail assembly consists of the vertical stabilizer and rudder,
horizontal stabilizer and elevator.

Seats and Seat Adjustment
The seating arrangement consists of two separate adjustable seats for the pilot and
front passenger, a split-back fixed seat in the rear, and a child's seat (if installed)
aft of the rear seat.
The pilot and copilot seats are adjustable in
forward and aft position, and in most models
also for seat height and back inclination. When
adjusting the seats forward and aft care should
be taken to ensure the position is locked. Seat
locks are available and installed on many aircraft
following accidents involving slipping of seat
position during critical phases of flight. Seat
back and height should be adjusted to ensure
adequate visibility and control before start-up.

Doors
There are two entrance doors provided, one on the left and one on the fight, and a
baggage door at the rear left side of the aircraft.
The door latch on early models was not locked, however on later models rotation of
the inside handle 90 degrees provided a latched and locked position. To open the
doors from outside the aeroplane, utilize the recessed door handle by grasping the
forward edge of the handle and pulling outboard. If the door is locked from the
inside, it will be impossible to grasp the door handle.

Page 24

CESSNA 172 TRAINING MANUAL

Engine and Propeller
The C172 is powered by a Continental or Lycoming horizontally opposed, air-cooled,
engine.

Early models of 172 (before 1967 models) are powered with Lycoming 0-300, six
cylinder engine, in later models was replaced with Lycoming 0-320, four cylinder
engine. The O-320 engine had three versions before being replaced by the O-360
engine. The O-360 had two variations before introduction of the fuel injected IO360 engine in the “restart” models (1996 and later)
The Cessna R172K, like it's predecessor, the R172E to H is powered by a six
cylinder Continental IO-360, de-rated with lower maximum rpm to 195hp.
The engine designator O means the engine is normally aspirated, and I indicates
fuel injection. The numbers (300, 320, 360) indicate the cubic capacity of the
engine. The horsepower developed varies with a number of factors including the
engine design, performance, and maximum rpm.
The engines develop the following power at sea level:

Page 41

CESSNA 172 TRAINING MANUAL

Continental O-300-D – 145 horsepower at 2700 rpm, 6 cylinder (F172E to
F172M);
Continental GO-300-D – 175 horsepower at 3200 rpm, 6 cylinder, constant
speed propeller (P172);
Continental IO-360-H and HB – 210 horsepower at 2800 rpm, 6 cylinder,
(R172E to R172H);
Lycoming O-320 E2D – 150 horsepower at 2700 rpm, 4 cylinder (C172L to
C172M);
Lycoming O-320-H2AD – 160 horsepower at 2700 rpm, 4 cylinder (C172N);
Lycoming O-320-D2J – 160 horsepower at 2700 rpm, 4 cylinder (C172P);
Lycoming O-360-A4N – 180 horsepower at 2700 rpm, 4 cylinder (C172Q);
Continental IO-360-K and KB – 195 horsepower at 2600 rpm, 6 cylinder
(R172K);
Lycoming O-360-FIA6 – 180 horsepower at 2700 rpm, 4 cylinder (C172RG);
Lycoming IO-360-L2A – 160 horsepower at 2400 rpm (may be modified to
2700rpm, 4 cylinder (C172R);
Lycoming IO-360-L2A – 180 horsepower at 2700 rpm, 4 cylinder (C172S).

Lycoming Engine Top Profile

Page 42

CESSNA 172 TRAINING MANUAL

Fuel System
Fuel systems for the different models are shown in the schematic diagrams on the
following pages. Details of three different systems are shown for the standard
system, the C172RG and the fuel injected model. The C172 fuel system is gravityfed from fuel tanks located in the high wings.
In standard fuel system, fuel is supplied to the engine from two wing tanks (one in
each wing).
The following summarises the approximate* total and usable fuel on the various
models of C172:

C172 - 42 total, 37 usable US gallons (159/140 litres) standard fuel tanks;

C172A, B - 42 total, 39 usable US gallons (159/147 litres) standard fuel
tanks;

C172C to H - 39 total, 36 usable US gallons (147/136 litres) standard fuel
tanks;

C172I, K, L, M - 42 total, 38 usable US gallons (159/144 litres) standard fuel
tanks;

C172I, K, L, M - 52 total, 48 usable US gallons (201/186 litres) long range
fuel tanks;

C172N,P - 43 total, 40 usable US gallons (163/151 litres) standard fuel
tanks;

C172N,P - 42 total, 40 usable US gallons (159/151 litres) long range fuel
tanks;

C172P - 68 total, 62 usable US gallons (257/234 litres) wet wing fuel tanks;

C172Q - 54 total, 50 usable US gallons (204/189 litres) standard fuel tanks;

C172R,S - 56 total, 53 usable US gallons (212/200 litres) standard fuel
tanks;

P172 - 52 total, 41.5 usable US gallons (197/158 litres) standard fuel tanks;
FR172,R172K - 52 total, 49 usable US gallons (197/185 litres) standard fuel
tanks;

FR172,R172K - 68 total, 66 usable US gallons (257/250 litres) long range
tanks;
C172RG - 66 total, 62 usable US gallons (250/235 litres) standard fuel
tanks;
*these figures are approximate as variations exist between type certification
information, and maintenance manuals, and more importantly, it should be
remembered, individual manufacturing tolerances, tanks can be modified by STCs,
and density changes will give rise to slight variations in tank capacity. The usable
tank capacity should be placarded on the fuel selector of the model you are flying.
Check the POH for fuel system on particular aircraft you are going to fly for the
correct quantities and operational requirements.
The amount of fuel we can put into fuel tanks is limited by the volume of the tanks,
and therefore usable fuel is always provided in volume, such as gallons and litres.

Page 57

CESSNA 172 TRAINING MANUAL

Electrical System
Electrical energy for the aircraft is supplied by a 14 or 28 volt, direct-current, single
wire, negative ground electrical system.
The system is either:
For models

before 1967:
14 Volt system;
20, 35, or 50 amp generator;
12 volt battery with 25 or 33 amp-hours capacity.

For models

after 1967, and before 1978:
14 Volt system;
52 or 60 amp alternator;
12 volt battery with a 25 or 33 amp-hours capacity.

For models

1979 and later:
28 volt system;
60 amp alternator;
24 volt battery with 17, 12.75 or optional 15.5 amp-hour capacity.

Additionally for models equipped with G1000 avionics:

24 volt standby battery (for operation of the G1000 essential bus only).

Battery
The 12 volt for models 1978 or earlier, or 24 volt lead-acid battery supplies power
for starting and furnishes a reserve source of power in the event of alternator
failure. The battery is mounted on the left forward side of the firewall (see picture
on the next page). Only the P172, C172RG, and R172 models. which are based on
the C175 airframe, have the battery mounted on the left hand side of the aft
fuselage behind the baggage compartment wall.
Battery capacity in amp-hours provides a measure of the amount of load the
battery is capable of supplying. This capacity provides a certain level of current for
a certain time. A 17 amp-hour battery is capable of steadily supplying a current of 1
amp for 17 hours and 2 amp for 8.5 hours and so on.

Standby Battery (G1000 Equipped Aircraft)
With G1000 equipped aircraft, a small standby battery is installed for the purpose of
maintaining electrical power to the G1000 essential bus. This powers the primary
flight display (PFD) and essential avionics and engine instruments in back up mode
only, in case of an electrical supply fault or failure of the main battery circuit.
The G1000 essential bus provides power to the PFD, AHRS, ADC, COM1, NAV1,
Engine and Airframe Unit, and standby instrument lights.
by D. Bruckert & O. Roud © 2006

Page 65

CESSNA 172 TRAINING MANUAL

Exterior Inspection
Visually check the airplane for general condition during the walk-around inspection,
ensuring all surfaces are sound and no signs of structural damage, worked rivets,
missing screws, lock wires or loose connections.
Tail Section

Check top, bottom, and side surfaces for Ensure elevator and trim secure and
any damage, ensure balance weights and undamaged,
linkages
free
and
fairings secure.
unobstructed, check full and free
movement of elevator.

Check rudder linkages and turn-buckles Check beacon, aerials and
secure, unobstructed, and elevator has navigation
light
undamaged
free movement (do not check full secure.
movement with nose wheel on the
ground).
Check lower tail and tie down for any sign
of tail strike.

rear
and

Page 83

CESSNA 172 TRAINING MANUAL

Right Wing

Ensure aerials undamaged and secure. Check top, bottom, and side surfaces
Check flap does not retract if pushed and for any damage.
flap rollers allow small amount of play in
down position.

Check for damage to surfaces or flap Check for damage to surface and
tracks, ensure rollers are free and in good security
of
all
hinges,
control
condition, and all fastenings secure.
connections, and flutter weights.

Check condition, security and colour
of navigation light.

Check top and bottom wing surfaces
for any damage or accumulations. Ice
or excessive dirt must be removed
before flight.

Page 84

CESSNA 172 TRAINING MANUAL

Check visually for desired fuel level using
a suitable calibrated dipstick.

Check that fuel cap is secure again
after checking the fuel level.

Use sampler cup and drain a small
quantity of fuel from wing tank quickdrain valve to check for water, sediment
and proper fuel grade.

Check the condition and security of
fairing (if fitted), strut and wheel.

Check the tyre for wear, cuts, bruises,
Check the security and condition of
slippage and recommended tyre pressure. hydraulic lines, disc brake assembly
Remember, any drop in temperature of
and all fastenings.
air inside a tyre causes a corresponding
drop in air pressure.
Note, wherever possible roll aircraft forward, as any tyre damage or flat spots
will tend to come to rest on the point of contact with the ground where they
cannot be seen.

Page 85

CESSNA 172 TRAINING MANUAL

Nose

Check security of nuts and split pins,
state of tyre

Check freedom of operating linkage,
and security and state of shimmy
damper.

Check condition and security of air filter.
Air filter should be clear of any dust or
other foreign matter. Visually check
exhaust for signs of wear, if engine is
cool check exhaust is secure.
Check landing light and taxi lights for
condition and security (if cowl mounted).

Check oil level above minimum.
Before first flight of the day and after
each refuelling, take a fuel sample.
Check strainer drain valve, oil cap and
inspection cover are properly closed
once inspection complete.

Page 86

CESSNA 172 TRAINING MANUAL

PERFORMANCE
The following figures are given as an overview of the Cessna 172 performance. The
figures provided are an average and will not match every model of C172. Some
variations have been noted.
It is important to refer to the approved flight manual for the aircraft you are
flying for the correct performance information before and during flight.

Specifications and Limitations
Performance figures given at 2300lbs (MAUW) and speeds in KIAS unless specified
otherwise.
Structural Limitations
Gross weight (take-off and landing)
C172, C172A, C172B
C172D through C172N
C172P
C172Q
C172R, C172S
C172RG
R172K

2200lbs
2250lbs
2300lbs
2400lbs
2550lbs
2650lbs
2550lbs

Seaplane models (All)

2220lbs

Baggage allowance (tforward area)
Baggage allowance (aft area if applicable)
Baggage allowance (max. area 1 and 2)
Flight load factor (flaps up)
Flight load factor (flaps down)

120 lbs (54kgs)
50 lbs (23kgs)
120 lbs (54kgs)
-1.52g to +3.8g
0 to +3.0g

normal,
normal,
normal,
normal,

1950lbs
2000lbs
2100lbs
1950lbs

utility
utility
utility
utility

Speeds
Never Exceed Speed (Vne)
151 to 160kts (red line)
Maximum structural speed (Vno)
122 to 128kts (top of green arc)
Maximum flap speed (Vfe)
85 kts (top of white arc)
Maximum flap speed 0 to 10 degrees
110 kts (-1979 and later)
Stall speed clean/cruise configuration (Vs)
47 kts (bottom of green arc)
Stall speed in landing configuration (Vso)
41 kts
Maximum demonstrated crosswind component 15 kts
Maximum maneuvering speed (Va)
2300lbs 97 kts
1950lbs 89 kts
1600lbs 80 kts
Speeds for normal operation
Normal take-off climb out speed
60-70 kts
Short field take off
lift off 50ft, 50ft 59kts
Best rate of climb speed (Vx)
60kts flaps up
by D. Bruckert & O. Roud © 2006

Page 122

CESSNA 172 TRAINING MANUAL

Best rate of climb speed (Vy)
Normal approach flaps 30°
Normal approach flaps up
Short field landing
(Vref)

73-67 kts, sea level to 10,000ft
55-65 kts
60-70 kts
60 kts

Speeds for emergency operation
Engine Failure after take-off
Forced landing
Precautionary landing

65 kts flap up, 60 flap down
65 kts flap up, 60 flap down
60 kts full flap

Cruise Performance*
Cruise at 2000ft pressure altitude
Cruise at 10,000ft pressure altitude

2300 rpm 105 KTAS, 6.3 gph
2300 rpm 101 KTAS, 5.6 gph

*Cruise figures provided from the pilots operating handbook should be used with a
contingency factor, a block cruises speed and fuel flow that allows for contingency
and climb and descent are normally applied.

Ground Planning
Provided below is an example for completion of your ground planning. Blank forms
can be obtained from C172 POH and a flying school.
In this example, the airplane needs to carry two pilots, 20 pounds of baggage, and
sufficient fuel to fly 1.5 hours en route at 8000ft on a private flight under visual
flight rules.

Route Planning
The first step in any flight planning is to determine the route, this is normally
carried out on a Nav. Worksheet, then transferred to the Flight Log for use in flight.
An example of a Nav. Worksheet is shown below.
FM

Alt

Temp

W/V

IAS

TAS

Trk T

Trk M

G/S

Dist

EET

TOTALS

Page 123

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