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CESSNA 172 TRAINING MANUAL

CESSNA 172

CESSNA 172 CESSNA 172

CESSNA 172

TRAINING MANUAL

TRAINING MANUALTRAINING MANUAL

TRAINING MANUAL

Oleg Roud

and

Danielle Bruckert

Published by Red Sky Ventures, Memel CATS

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

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.

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

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

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

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

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.

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.

Va 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.

Vs 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

Vx Best Angle of

Climb Speed

The speed which results in the maximum gain in

altitude for a given horizontal distance.

Vy 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.

Vr Rotation Speed The speed which rotation should be initiated.

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'.

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

Fuel Weight

The maximum permissible weight to prevent exceeding

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

Takeoff Weight

The maximum permissible takeoff weight and

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.

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 Flight

Manual

These terms are inter-changeable and refer to the

approved manufacturer's handbook. General Aviation

manufacturers from 1976 began using the term 'Pilot's

Operating Handbook', early manuals were called

Owner's Manual and most legal texts use the term

AFM.

POH Pilot's

Operating

Handbook

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 1 0.72 0.631 1 1.58

Crosswind Component per 10kts of Wind

Deg 10 20 30 40 50 60 70 80

Kts235689910

CESSNA 172 TRAINING MANUAL

Formulas

Celsius (C) to

Fahrenheit (F)

C = 5/9 x(F-32),

F = Cx9/5+32

Pressure altitude

(PA)

PA = Altitude AMSL + 30 x (1013-QNH)

Memory aid – Subscale up/down altitude up/down

Standard

Temperature (ST)

ST = 15 – 2 x PA/1000

ie. 2 degrees cooler per 1000ft altitude

Density altitude

(DA)

DA = PA +(-) 120ft/deg above (below) ST

i.e. 120ft higher for every degree hotter than standard

Specific Gravity SG x volume in litres = weight in kgs

One in 60 rule 1 degree of arc ≈ 1nm at a radius of 60nm

i.e degrees of arc approximately equal length of arc at

a radius of 60nm

Rate 1 Turn Radius R = TAS per hour/60/π or TAS per minute/π

R ≈ TAS per hour/180 (Where π (pi) ≈3.14)

Radius of Turn Rule

of Thumb

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)

Rate 1 Turn Bank

Angle Rule of

Thumb

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.

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

Complete descriptions of required actions for all

normal situations

Section 5 Performance Performance graphs, typically for stall speeds, airspeed

calibration, cross wind calculation, takeoff, climb,

cruise, and landing

Section 6 Weight and

Balance

Loading specifications, limitations and loading graphs

or tables

Section 7 Systems

Descriptions

Technical descriptions of aircraft systems, airframe,

controls, fuel, engine, instruments, avionics and lights

etc.

Section 8 Servicing

and

maintenance

Maintenance requirements, inspections, stowing, oil

requirements etc.

Section 9 Supplements Supplement sections follow the format above for

additional equipment or modification.

Section 10 Safety

Information

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.

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.

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.

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.

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

Numbers

Significant Changes and Features

C172 1956 28000-

29174

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.

1957 29175-

29999,

36000-

36215

1958 36216-

36965

1959 36966-

36999,

46001-

46754

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.

C172A 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.

C172B C172 in

standard

version

and

Skyhawk

II for

luxury

version.

1961 17247747-

17248734

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.

C172C 1962 17248735-

17249544

Maximum weight increased to 2250lbs,

optional key starter on deluxe version

(replaces standard pull starter), auxiliary

child seat available. Usable fuel 36 USG.

C172D 1963 17249545-

17250572

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.

CESSNA 172 TRAINING MANUAL

Model Name Year Serial

Numbers

Significant Changes and Features

F172D Reims or

French

172

1963 F1720001-

F1720018

Made by Reims in France, some

differences in manufacturing. Continental

O-300-D engine manufactured by Rolls

Royce.

C172E 1964 17250573-

17251822

Electrical fuses were replaced by circuit

breakers.

F172E Reims or

French

172

1964 F1720019-

F1720085

Made by Reims in France, some

differences in manufacturing.

C172F 1965 17251823-

17253392

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.

F172F Reims or

French

172

F172-0086-

F172-0179

Made by Reims in France, some

differences in manufacturing.

C172G 1966 17253393-

17254892

Minor modifications to propeller shaft and

spinner.

F172G Reims or

French

172

1966 F1720180-

F1720319

Made by Reims in France, some

differences in manufacturing.

C172H 1967 17254893-

17256512

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.

F172H Reims

French

172

1967 F1720320-

F1720446

Made by Reims in France, some

differences in manufacturing.

F172H Reims or

French

172

1968 F17200655-

F17200754

Made by Reims in France, some

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.

CESSNA 172 TRAINING MANUAL

Model Name Year Serial

Numbers

Significant Changes and Features

C172I 1968 17256513-

17257161

Engine changed to 150hp Lycoming O-

320 E2D (“Blue Streak”) with higher

2000 hour overhaul time, 38USG usable

fuel.

C172K 1969 17257162-

17258486

Rear side windows enlarged, redesigned

fin, optional 52USG tanks. Split bus bar

now on all models.

F172K Reims or

French

172

F17200755-

F17200804

Made by Reims in France, some

differences in manufacturing.

C172K 1970 17258487-

17259223

Fiberglass drooping wing-tip

C172L 1971 17259224-

17259903

Landing light shifted from wing to nose.

Flat steel replaced by tubular steel

undercarriage.

1972 17259904-

17260758

F172L Reims or

French

172

1972 F17200805-

F17200904

Continental Rolls Royce engine changed

to standard C172 Lycoming O-320-E2D

engine.

C172M 1973 17260759-

17261898

Drooped leading edge wing introduced

for better low speed handling. Seaplane

flap reduced to 30 degrees.

F172M Reims or

French

172

1973 F17200905-

F17201034

C172M 1974 17261899-

17263458

Baggage compartment increased in size

F17201035-

F17201234

C172M 1975 17263459-

17265684

F17201235-

F17201384

CESSNA 172 TRAINING MANUAL

Model Name Year Serial

Numbers

Significant Changes and Features

C172M 1976 17265685-

17267584

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

This was the last standard model F172

made by Reims, see also FR172 under

Type Variants.

C172N 1977 17261445,

17267585-

17269309

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,

17269310-

17270049

17270051-

17271034

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 17271035-

17272884

Limiting speed on first 10 degrees of flap

increased from 85kts to 110kts.

1980 17270050,

17272885-

17274009

*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 17274010-

17275034

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.

1982 17275035-

17275759

1983 17275760-

17276079

1984 17276080-

17276259

CESSNA 172 TRAINING MANUAL

Model Name Year Serial

Numbers

Significant Changes and Features

From 1982, landing lights shifted from

cowl back to wing with standard dual

light fitting.

1985 17276260-

17276516

1986 17276517-

17276654

C172Q Cutlass 1983 17275869-

17276054

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.

1984 17276101-

17276211

C172R Skyhawk 1996 17280001

160hp Lycoming fuel injected IO360

engine, optional G1000 avionics,

maximum weight increased to 2450lbs,

optional 2550 maximum weight kit,

53USG usable fuel.

C172S Skyhawk

172S8001

Engine power increased to 180hp with

maximum rpm increasing from 2400 to

2700 rpm, maximum weight 2550lbs.

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

Numbers

Significant Changes

P172D

P172D Powerma

tic

1963 P17257120-

P17257188

175hp Continental GO-300-E Powermatic

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

Reims

Powerma

tic

1963 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.

CESSNA 172 TRAINING MANUAL

Model Name Year Serial

Numbers

Significant Changes

US Air Force Models

R172E USAF

T41B,C,D

1964 R1720001-

R1720335

Fitted with Continental IO360 engine,

producing 210hp at 2800rpm, maximum

weight 2500lbs,

Certified on C175 type certification sheet.

R172F USAF

T41B,C,D

R1720336-

R1720409

R172G USAF

T41B,C,D

R1720336-

R1720409

2550 maximum weight

R172H USAF

T41B,C,D

1971 R1720445-

R1720494

1972 R1720495-

R1720546

1973 R1720547-

R1720620

Retractable Gear Model

C172RG Cutlass

1980 172RG0001

172RG0570

Retractable undercarriage, Lycoming O-

360 engine developing 180hp, with three

blade constant speed propeller, gross

weight 2650lbs. Total usable fuel 62USG.

Mainly popular with flight schools as a

complex trainer.

Certified on C175 type certification sheet.

1981 172RG0571

172RG0890

1982 172RG0891

172RG1099

1983 172RG1100

172RG1144

1984 172RG1145

172RG1177

1985 172RG1178

172RG1191

R172K - Hawk XP Models

R172K Hawk XP 1977 R1722000-

R172272

1977 had 14V electrical system,

otherwise similar to other Hawk XP's

described below.

1978 R1722725

R1722929

Called the Hawk XP with a Continental

IO-360K fuel injected engine and

constant speed propeller, de-rated to

195hp at 2600rpm. Maximum weight

1979 R1720680,R

1722930

R1723199

CESSNA 172 TRAINING MANUAL

Model Name Year Serial

Numbers

Significant Changes

increased to 2550lbs. Also certified as

C175.

1978 models on had 28V electrical

system.

Certified on C175 type certification sheet.

1980 R1723200

R1723399

(except

R1723398)

1981 R1723400

R1723454

Flap reduced from 40 to 30 degrees as

with other models of C172.

FR172K Reims

Hawk XP

1977 FR1720591

FR1720620

The Hawk XP model made by Reims in

France, some differences in

manufacturing.

1978 FR1720621

FR1720630

1979 FR1720631

FR1720655

1980 FR1720656

FR1720665

1981 FR1720666

FR1720675

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.

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.

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 IO-

360 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:

Continental O-300 – 145 horsepower at 2700 rpm, 6 cylinder (C172 to

C172H);

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

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 gravity-

fed 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.

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.

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

any damage, ensure balance weights and

fairings secure.

Ensure elevator and trim secure and

undamaged, linkages free and

unobstructed, check full and free

movement of elevator.

Check rudder linkages and turn-buckles

secure, unobstructed, and elevator has

free movement (do not check full

movement with nose wheel on the

ground).

Check lower tail and tie down for any sign

of tail strike.

Check beacon, aerials and rear

navigation light undamaged and

secure.

CESSNA 172 TRAINING MANUAL

Right Wing

Ensure aerials undamaged and secure.

Check flap does not retract if pushed and

flap rollers allow small amount of play in

down position.

Check top, bottom, and side surfaces

for any damage.

Check for damage to surfaces or flap

tracks, ensure rollers are free and in good

condition, and all fastenings secure.

Check for damage to surface and

security of all hinges, control

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.

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 quick-

drain 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,

slippage and recommended tyre pressure.

Remember, any drop in temperature of

air inside a tyre causes a corresponding

drop in air pressure.

Check the security and condition of

hydraulic lines, disc brake assembly

and all fastenings.



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.

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.

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 2200lbs

C172D through C172N 2250lbs normal, 1950lbs utility

C172P 2300lbs normal, 2000lbs utility

C172Q 2400lbs normal, 2100lbs utility

C172R, C172S 2550lbs normal, 1950lbs utility

C172RG 2650lbs

R172K 2550lbs

Seaplane models (All) 2220lbs

Baggage allowance (tforward area) 120 lbs (54kgs)

Baggage allowance (aft area if applicable) 50 lbs (23kgs)

Baggage allowance (max. area 1 and 2) 120 lbs (54kgs)

Flight load factor (flaps up) -1.52g to +3.8g

Flight load factor (flaps down) 0 to +3.0g

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

CESSNA 172 TRAINING MANUAL

Best rate of climb speed (Vy) 73-67 kts, sea level to 10,000ft

Normal approach flaps 30° 55-65 kts

Normal approach flaps up 60-70 kts

Short field landing (Vref) 60 kts

Speeds for emergency operation

Engine Failure after take-off 65 kts flap up, 60 flap down

Forced landing 65 kts flap up, 60 flap down

Precautionary landing 60 kts full flap

Cruise Performance*

Cruise at 2000ft pressure altitude 2300 rpm 105 KTAS, 6.3 gph

Cruise at 10,000ft pressure altitude 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 TO Alt T

emp

W/V IAS TAS Trk T V Trk M G/S Dist EET

TOTALS

C172 Training Manual 1 Jul 2011 C172_Training_Manual SAMPLE 1Jul2011

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