1967 Cessna 172H Owner's Manual Cessna_172 C172H OM Bookmarked 172

User Manual: Cessna_172-C172H-1967-OM-bookmarked

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PERFORMANCE - SPECIFICATIONS
CONGRATULATIONS ........ .
MODEL 172

(fROSS WEIGHT . . . . . . .
SPEED:
Top Speed at Sea Level . .
Cruise, 75% power at 7000
BANGE:
Cruise, 75% Power at 7000
36 Gal., No Reserve

SKYHAWK

2300 lbs

2300 Ills

138 mph
130 mph

139 mph
131 mph

550 miles
4.2 hours
130 mph
Optimum Range at 10,000 ft . . . . . . . 670 miles
6.6 hours
36 Gal., No Reserve
102 mph
645 fpm
HATE OF CLIMB AT SEA LEVEL
13,100 ft
~mRVICE CEILING . . . . . . .
TAKE-OFF:
865 ft
Ground Run . . . . . . . .
1525 ft
'rotal Distance Over 50-Foot Obstacle.
[,ANDING:
520 ft
Landing Roll. . . . . . . .
1250 ft
Total Distance Over 50-Foot Obstacle.
1275 lbs
EMPTY WEIGHT: (Approximate).
120 lbs
BAGGAGE . . . . . . . . . . .
13.2
WING LOADING: Pounds/Sq Foot
15.9
POWER LOADING: Pounds/HP .
39 gal.
FUEL CAPACITY: Total . . . .
8 qts
OIL CAPACITY: Total . . . . .
76 inches
PROPELLER: Fixed Pitch (Diameter)
ENGINE:
0-300-C*
Continental Engine . . . . .
145 rated HP at 2700 RPM
ft

555 miles
4.2 hours
131 mph
670 miles
6.6 hours
102 mph
645 fpm
13,100 ft

Welcome to the ranks of Cessna owners! Your Cessna has been designed
and constructed to give you the most in performance, economy, and com
fort. It is our desire that you will find flying it, either for business or
pleasure, a pleasant and profitable experience.
This Owner's Manual has been prepared as a guide to help you get the
most pleasure and utility from your Model 172/Skyhawk. It contains in
formation about your Cessna's equipment, operating procedures, and
performance; and suggestions for its servicing and care. We urge you
to read it from cover to cover, and to refer to it frequently.
Our interest in your flying pleasure has not ceased with your purchase of
a Cessna. World-wide, the Cessna Dealer Organization backed by the
Cessna Service Department stands ready to serve you. The following
services are offered by most Cessna Dealers:

865 it
1525 ft

FACTORY TRAINED PERSONNEL to provide you with courteous
expert service.

520 ft
1250 It
1340 Ibs
120Ibs
13.2
15.9
39 gal.
8 qts
76 inches

FACTORY APPROVED SERVICE EQUIPMENT to provide you
with the most efficient and accurate workmanship possible.

0-300-D

A STOCK OF GENUINE CESSNA SERVICE PARTS on hand
when you need them.
THE LATEST AUTHORITATIVE INFORMATION FOR SERV
ICING CESSNA AIRPLANES, since Cessna Dealers have all
of the Service Manuals and Parts Catalogs, kept current by
Service Letters and Service News Letters, published by Cessna
Aircraft Company.
We urge all Cessna owners to use the Cessna Dealer Organization to the
fullest.

'The Model FIn, which is manufactured by Reims Aviation S.A., Reims (Marne) France, is
identical to the 172 except that it is powered by an 0-300-D engine, manufactured under license
by Rolls Royce, Crewe, England. All 172 information in this manual pertains to the FIn as well.

D638-13-RPC-300-4/86

1984

Cessna Aircraft Company
Wichita, Kansas USA

A current Cessna Dealer Directory accompanies your new airplane. The
Directory is revised frequently, and a current copy can be obtained from
your Cessna Dealer. Make your Directory one of your cross -country
flight planning aids; a warm welcome awaits you at every Cessna Dealer.

TABLE OF CONTENTS
======~~============================================Page=

SECTION

*with
Maximum height of airplane
nose gear depressed and
an optional flashing beacon
instaUed.

- OPERATING CH ECK LIST ..............

1-1

SECTION II - DESCRIPTION AND
OPERATING DETAILS ...................... 2-1
SECTION III - OPERATING LIMITATIONS ............. 3-1

1L'7" 2,

PRINCIPAL

SECTION IV - CARE OF THE AIRPLANE ............ 4-1

DIMENSIONS

OWNER FOLLOW-UP SYSTEM .....,..................... 4-8

SEYIIAWE

SECTION V - OPERATIONAL DATA ...................... 5-1
SECTION VI - OPTIONAL SYSTEMS ...................... 6-1
ALPHABETICAL INDEX ........................................ Index-1

1 - - - - - - - - - - - - - 36' - 2 " - - - - - - - - - - - -
This manual describes the operation and performance of both
the Cessna Model 172. and the Cessna Skyhawk. Equipment
described as "Optional" denotes that the subject equipment
is optional on the Model 172. Much of this eqUipment is
standard on the Skyhawk model.

iii

Section I
-..~======~==~~~---------->..
OPERA TING CHECK LIST

One of the first steps in obtaining the utmost performance, service,
and flying enjoyment from your Cessna is to familiarize yourself with
your airplane's eqUipment, systems, and controls. This can best be done
reviewing this equipment while sitting in the airplane. Those items
whose function and operation are not obvious are covered in Section II.

EXTERIOR

Section I lists, in Pilot's Check List form, the steps necessary to
operate your airplane efficiently and safely. It is not a check list in its
true form as it is considerably longer, but it does cover briefly all of
the points that you should know for a typical flight.
If night flight is planned,
check operation of all
lightsJ and make sure a

flal:lhlight is aVailable.

'1'
\..!)

a~
b.
d.

e.
f.

f2\:1,
~ b.

Turn on master switch and check fuel quan~
tity 1ndicatoi's. then turn Blaster switch oIf.
Check
switch "OFF".
Check
selector valve handle "BOTH ON."
On first
oj day and after each fueling·,
pull out
drain knob for about four
seconds, to clear fuel strainer of possible
water and sediment.
Remove control wheel lock,
Check baggage door for stlcurity,

@a.
b.

u.
c.

Ii"
a.
\:fV

CheCk nose wheel strut and tire for proper
inflation.
Disconnect tie-down rope.
Make visual cheek to
that fuel strainer
drain valve is closed
draining operation.

tube

Make an exterior inspection in accordance with

1-1.

tube opening
tank vent opening: for
Check stall warning vent opening for
stoppage.

,
'I

BEFORE 5T ARTING THE ENGINE.
Check main wheel tire for
inflation.
source
on side of
side only).

Figure 1-1.
iv

Check oil leveJ. Do not operate with le.ss
than six quarts. Fill for extended
Check propeller and spinner for
and

BEFORE ENTERING THE AIRPLANE.

(IDa.

Remove rudd~r
Disconnect tail

The flight and operational characteristics of your airplane are normal
in all respects. There are no "unconventional" characteristics or opera
tions that need to be mastered. All controls respond in the normal way
within the entire range of operation. All airspeeds mentioned in Sections
I and II are indicated airspeeds. Corresponding calibrated airspeed may
be obtained from the Airspeed Correction Table in Section V.

Same as

@).

(1) Seats and Seat Belts
Adjust and lock.
(2) Brakes -- Test and set.
(3) Radios and Flashing Beacon -- "OFF."
(4) Fuel Selector - "BOTH ON.!!

~
I~

1-1

STARTING THE ENGINE.
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)

Master Switch
"ON".
Carburetor Heat -- Cold.
Mixture
Rich.
Primer -- 2-5 strokes (depending on temperature).
Throttle -- Open
Propeller Area - - Clear.
Ignition Switch -- "BOTH".
Starter -- Engage.

BEFORE TAKE-OFF.
(1) Flight Controls -- Check.
(2) Trim Tab -- "TAKE-OFF"
(3) Cabin Doors -- Latched and locked.
(4) Throttle Setting -- 1700 RPM.
(5) Engine Instruments -- Check.
(6) Carburetor Heat -- Check
(7) Magnetos -- Check (75 RPM maximum differential between mag
netos).
(8)
Instruments and Radios -- Set.
(9) Suction Gage -- Check (4. 6 to 5.4 inches of mercury).

Brakes -- Release.
Elevator Control -- Slightly tail low.
Climb
-- 66 MPH (with obstacles anell.uJ.

CLIMB.
NORMAL CLIMB.
Airspeed -- 80 to 90 MPH.
Power -- Full throttle.
MixtUre -- Full rich {unless engine is

MAXIMUM PERFORMANCE CLIMB.
(1) Airspeed -- 80 MPH at sea level to 77 MPH at
(2) Power -- Full throttle.
(3) Mixture -- Full rich (unless
is rough).

000 feet.

CRUISING.
(1) Power - 2200 to 2700 RPM.
(2) Trim Tab -- Adjust.
(3) Mixture -- Lean.

TAKE-OFF.
NORMAL TAKE-OFF.
(1) Wing Flaps -- 0°
(2) Carburetor Heat -- Cold.
(3) Power -- Full throttle (applied smoothly).
(4) Elevator Control -- Lift nosewheel at 60 MPH.
(5) Climb
-- 85 MPH.

MAXIMUM PERFORMANCE TAKE-OFF.
(1) Wing Flaps -- 0°
(2) Carburetor Heat -- Cold.
(3) Brakes -- Apply.
(4) Power -- Full throttle.

LET-DOWN.
(1) Mixture -- Rich.
(2) Power -- As desired.
(3) Carburetor Heat -- As required to prevent carburetor icing.

BEFORE LANDING.
(1) Mixture - IUch.
(2) Fuel Selector -- "BOTH ON. "
Carburetor Heat -- Apply full heat before closing throttle.
Airspeed -- 70 to 80 MPH (flaps up).

1-2
1-3

MODIFIED FUEL MANAGEMENT PROCEDURES
(5) Wing Flaps -- As desired.
(6) Airspeed - - 65 to 75 MPH (flaps down).

NORMAL LANDING.
(1) Touchdown -- Main wheels first.
(2) Landing Roll -- Lower nosewheel gently.
(3) Braking -- Minimum required.

AFTER LANDING.
(1) Wing Flaps - - Up.
(2) Carburetor Heat -- Cold.

SECURE AIRCRAFT.
(1)
(2)
(3)
(4)

Mixture -- Full lean.
All SWitches - - Off.
Brakes -- Set.
Control Lock - - Installed.

With a combination of highly volatile fuel, high fuel temperature, high
operating altitude, and low fuel flow rate in the tank outlet lines, there is
a remote possibility of accumulating fuel vapor and encountering power ir
regularities on some airplanes. To minimize this pOSSibility, the follow
ing operating procedures are recommended:
(1) Take-off and climb to cruise altitude on "both" tanks.
(This is consistent with current recommendations.)
(2) When reaching cruise altitude above 5000 feet MSL, promptly
switch the fuel selector valve from "both" tanks to either the
"right" or "left" tank.
(3) During cruise, use "left" and "right" tank as required.
(4) Select "both" tanks for landing as currently recommended.

POWER RECOVERY TECHNIQUES
In the remote event that vapor is present in sufficient amounts to
cause a power irregularity, the following power recovery techniques
should be followed:

OPERA nON ON A SINGLE TANK
Should power irregularities occur when operating on a single tank,
power can be restored immediately by switching to the opposite tank.
In addition, the vapor accumulation in the tank on which the power irregu
larity occurred will rapidly diSSipate itself such that that tank will also be
available for normal operation after it has been unused for apprOximately
one (1) minute.
OPERATION ON BOTH TANKS
Should power irregularities occur with the fuel selector on both tanks,
the following steps are to be taken to restore power:
(1) Switch to a single tank for a period of 60 seconds.
(2) Then switch to the opposite tank and power will be restored.

1-5

1-4

In..

INstRUMENT
2

Section II

-- _________>.a_

pANEL~
6

9 10 11

"~============~~~

DESCRIPTION AND OPERATING DETAILS

The following paragraphs describe the systems and equipment whose
function and operation is not obvious when sitting in the airplane. This
section also covers in somewhat greater detail some of the items listed
in Check List form in Section I that require further explanation.

FUEL SYSTEM.
Fuel is supplied to the engine from two aluminum tanks, one in each
From these tanks, fuel flows by gravity through a selector valve
and a strainer to the carburetor.
Refer to figure 2-2 for fuel quantity data.
information, refer to Lubrication and

fuel system servicing
Procedures in Section N.

t"Of

Q~~m~A~~~ (U.S.GALLON~CJ

FUEL

33 32 31

30 29 28 27 26 25 24 23

2.
3.
4.
5.
6.
7.

9. Ammeter
10. Fuel and Oil
11. Suction Gage

)

(Opt.

21 20 19 18

12.
U.
14.
15.
16.
and Heat Controls
17.
Switch
18.
- Omni Switch (Opt.
19.
Control Knob
20. Autopilot Control Unit (Opt.)
21. Throttle
22. Fuel Selector Valvo

Figure 2-1.
1-6

15 14 13 12

23.
Trln1 Control Wheel
24.
25. CarburtHOr Air Heat Control
26. Clrcuit nreak~rs
27. Eledrical Switches
Handle
28.
29. ''''''linn.ISI.rte, Switch
30.
:n. Master Switch
32. Primer
33. Fuel Strainer Drain Knob

TOTAL I
UNUSABLE
FUEL
FUEL
(LEVEL FLIGHT) VOLUME,
EACH

NO.

USApLE FUEL
ALL fliGHT
CONDITIONS

ADDITIONAL
USABLE FUEL
(LEVEL FLIGHT)

LEFT WING

18.0 got

1.0 gal.

0.5 gal.

19.5 gal.

RIGHT WING

18.0 gal.

1.0 gal.

0.5 gal.

19.5 gal.,

TANKS

Figure 2-2.

2-1

FUEL STRAINER DRAIN KNOB.

Refer to fuel strainer servicing procedures, Section IV.
IUGHT FUEL TANK

LEFT FUEL TANK

ELECTRICAL SYSTEM.
Electrical energy is supplied by a 14-volt, direct-current system
powered by an engine-driven alternator (see figure 2-4). The 12-volt
battery is located on the left-hand forward portion of the firewall. On
the standard Model 172, power is supplied to all electrical and electronic
system circuits from a single bus bar. On Skyhawk models, electrical
power is supplied through a split bus bar, one side containing electronic
system circuits and the other side having general electrical system cir
cuits. In the split bus system, both sides of the bus are on at all times
except when either an external power source is connected or the starter
switch is turned on; then a power contactor is automatically activated to
open the circuit to the electronic bus. Isolating the electronic circuits in
this manner prevents harmful transient voltages from damaging the semi
conductors in the electronic eqUipment. Figure 2-4 illustrates the bus
bar arrangement for Skyhawk models; wiring in the standard Model 172
is identical except for the split bus system.

I:'"

SELECTOR
VALVE!

•

FUEL
STRAINER

EJ~INE"

AMMETER.

The ammeter indicates the flow of current, in amperes, from the
alternator to the battery or from the battery to the aircraft electrical
system. When the engine is operating and the master switch is "ON, f!
the ammeter indicates the charging rate applied to the battery. In the
event the alternator is not functioning or the electrical load exceeds the
output of the alternator, the ammeter indicates the discharge rate of the
battery.

FUEL
SYSTEM
····SCHEMATIC····

.................... ~

"
_---,""",,_,- I

TO
ENGINE

Figure 2-3.

2-2

THROTTLE

ltl-J

'",~

MIXTURE
CONTHOL
KNOB

CIRCUIT BREAKERS AND FUSES.

The majority of electrical circuits in the airplane are protected
"push-to-reset" circuit breakers mounted on the instrument panel. Ex
ceptions to this are the clock circuit and battery contactor closing
ternal power) circuit which have fuses mounted adjacent to the battery.
Also, the cigar lighter is protected by a manually reset type circuit
breaker mounted directly on the back of the lighter behind the instrument
panel.
2-3

LANDING LIGHTS (OPT).

ELECTRICAL SYSTEM

SCHEMATIC

A three-position, push-pull switch controls the optionalld.HUlllg
lights. To turn one lamp on for taxiing, pull the switch out to the
stop. To turn both lamps on for landing. pull the switch out to the sec
ond stop.

CIGAR tiGHTER
REGULATOR

flASHING BEACON (OPT).
'1

MAP LIGHTS
TO DOME & OPT COURTESY

TO INSTRUMENT 8<
COMPASS LIGHTS

The flashing beacon should not be used when flying through clouds or
overcast; the flashing light reflected from water droplets or particles in
the atmosphere, particularly at night, can produce vertigo and loss of
orientation.

TO NAVIGATION LIGHTS
TO IGNITION.STARTER
SWiTCH
TO WING flAP
POSITION INDICATOR

TO WING FLAP SYSTEM

CABIN HEATING AND VENTILATION SYSTEM.
the "CABIN AIR" knob out. To raise the
HT" knob out approximately 1/4" to
for a small amount of cabin heat. Additional heat is available by
the knob out farther; maximum heat is available with the "CABIN
HT" knob pulled full out and the "CABIN AIR" knob pushed full in. When
no heat is desired inthe cabin, the "CABIN HT" knob is pushed full in.
Front cabin heat and ventilating air is supplied by outlet holes spaced
across a cabin manifold just forward of the pilot's and copilot's feet. Rear
cabin heat and air is supplied by two ducts from the manifold, one extend
ing down each side of the cabin. Windshield defrost air is also supplied
a duct leading from the cabin manifold.

TO
NAVIGATION
LIGHT CIRCUIT
BREAKER

*STANDARD
MODEL 172

separate adjustable ventilators supply additional air; one near each
upper corner of the windshield supplies air for the pilot and copilot, and
two optional ventilators in the rear cabin
supply air to the rear
seat passengers.

**SKYHAWK ONLY

(ODIE

CIRCUIT BREAKER

•

FUSE

TO AUTOMATiC PilOT !OPT)

TO AUDIO AMPLIFIER IOPT1
*DIODE

STARTING ENGINE.

-1\-

CAPACiTOR
__ MECHANICAL CONNECTION
MAGNETOS

Figure 2-4.
2-4

Ordinarily the
starts easily with one or two strokes of the
primer in warm temperatures to six strokes in cold weather, with the
throttle open approximately 1/8 inch. In extremely cold temneratures..
it may be necessary to continue priming while cranking.
2-5

Weak intermittent explosions followed by puffs of black smoke from
the exhaust stack indicates overpriming or flooding. Excess fuel can be
cleared from the combustion chambers by the following procedure: Set
the mixture control full lean and the throttle full open; then crank the
engine through several revolutions with the starter. Repeat the start
ing procedure without any additional priming.

TAXIING DIAGRAM

•

If the engine is underprimed (most likely in cold weather with a cold
engine) it will not fire at all, and additional priming will be necessary.
As soon as the cylinders begin to fire, open the throttle slightly to keep
it running.

After start ing, if the oil gage does not begin to show pressure within
30 seconds in the summertime and about twice that long in very cold
weather, stop engine and investigate. Lack of oil pressure can cause
serious engine damage. After starting, avoid the use of carburetor
heat unless icing conditions prevail.

TAXIING.
When taxiing, it is important that speed and use of brakes be held to
a minimum and that all controls be utilized (see taxiing diagram, figure
2-5) to maintain directional control and balance.
Taxiing over loose gravel or cinders should be done at low engine
speed to avoid abrasion and stone damage to the propeller tips.

..
CODE
WIND DIRECTION ,

NOTE
Strong quartering tail winds require caution.
Avoid sudden bursts of the throttle and sharp
braking when the airplane is in this attitude.
Use the steerable nose wheel and rudder to
maintain direction.

Figure 2-5.

2-6

BEFORE TAKE-OFF .
WARM-UP.
Since the engine is closely cowled for efficient in-flight engine cool
ing, precautions should be taken to avoid overheating during prolonged
engine operation on the ground.
MAGNETO CHECK.
The magneto check should be made at 1700 RPM as follows: Move
ignition switch first to "R" position, and note RPM. Next move switch
back to "BOTH" to clear the other set of plugs. Then move switch to

2-7

the "L" position and note RPM. The difference between the two mag
netos operated individually should not be more than 75 RPM. If there
is a doubt concerning operation of the ignition system, RPM checks at
engine speeds will usually confirm whether a deficiency exists.
An absence of RPM drop may be an indication of faulty grounding of
one side of the ignition system or should be cause for suspicion that the
magneto timing is set in advance of the setting specified.

Flap settings of 30° to 40" are not recommended at any time for take-off.
PERFORMANCE CHARTS.

Consult the take-off chart in Section V for take-off distances under
various gross weight, altitude, and headwind conditions.

TAKE-OFF.

CROSSWIND TAKE-OFFS.

POWER CHECK.
It is important to check full-throttle engine operation early in the
take-off run. Any
of rough engine operation or sluggish engine
acceleration is good cause for discontinuing the take-off. If this occurs,
you are justified in making a thorough full-throttle, static runup before
another take-off is attempted. The engine should run smoothly and turn
approximately 2230-2330 RPM with carburetor heat off.

For improved take-off and climb performance, an optional McCauley
1C172/EM 7651 climb propeller is available. This propeller has a full
throttle static RPM range of 2320-2420 RPM.
Full-throttle runups over loose gravel are especially harmful to pro
peller tips. When take-offs must be made over a gravel surface, it is
very important that the throttle be advanced slowly. This allows the airto start rolling before high RPM is developed, and the gravel will
be blown back of the propeller rather than pulled into it. When unavoid
able small dents appear in the propeller blades, they should be immedi
ately corrected as described in Section IV under propeller care.
Prior to take-off from fields above 5000 feet elevation, the mixture
should be leaned to give maximum RPM in a full-throttle, static runup.
WING FLAP SETTINGS.

Normal and obstacle clearance take-offs are performed with wing
flaps up. The use of 10 flaps will shorten the ground run approximately
10%, but this advantage is lost in the climb to a 50-foot obstacle. There
fore, the use of 10° flaps is reserved for minimum ground runs or for
take-off from soft or rough fields with no obstacles ahead.
0

2-8

If 10° of flaps are used in ground runs, it is preferable to leave them
extended rather than retract them in the climb to the obstacle. The ex
ception to this rule would be in a high altitude take-off in hot weather
where climb would be marginal with flaps IOu,

Take-offs into strong crosswinds normally are performed with the
minimum flap setting necessary for the field length, to minimize the
drift angle immediately after take-off. The airplane is accelerated to
a speed slightly higher than normal, then pulled off abruptly to prevent
possible settling back to the runway while drifting. When clear of the
ground, make a coordinated turn into the wind to correct for drift.

CLIMB.
CLIMB DATA.

For detailed data, refer to the Maximum Rate-Of-Climb Data chart
in Section V.
NOTE
If your aircraft is equipped with a 7651 climb pro

peller, slight improvement in climb performance
may be expected over that shown in Section V.
CLIMB SPEEDS.

Normal climbs are performed at 80 to 90 MPH with flaps up and full
throttle for best engine cooling. The mixture should be full rich unless
the engine is rough due to too rich a mixture. The maximum rate-of
climb speeds range from 80 MPH at sea level to 77 MPH at 10,000 feet.
If an obstacle dictates the use of a steep climb angle, the best angle-of
climb speed should be used with flaps up and full throttle. These speeds
vary from 66 MPH at sea level to 71 MPH at 10,000 feet.
2-9

NOTE

All figures are based on lean mixture, 36 gallons of fuel (no reserve),
zero wind, standard atmospheric conditions, and 2300 pounds gross weight.

Steep climbs at these low speeds should be of short
duration to improve engine cooling.
GO-AROU ND CLIMB.

In a balked landing (go-around) climb, the wing flap setting should be
reduced to 20° immediately after full power is applied. Upon reaching a
safe airspeed, flaps should be slowly retracted to the full up position.

CRUISE.

ST ALLS.

Normal cruising is done between 65% and 75% power. The power
settings required to obtain these powers at various altitudes and outside
air temperatures can be determined by using your Cessna Power Com
puter or the OPERATIONAL DATA, Section V.
The Cruise and Range Performance chart on page 5-4
outlines complete cruise figures for the Model 172
equipped with a standard propeller. The table on page
5 -5 shows the RPM and speed differentials for a given
% BHP to be considered when figuring cruise perfor
mance if your airplane is equipped with a 7651 climb
propeller.

LANDING.

Cruising can be done most efficiently at high altitudes because of
lower air density and therefore lower airplane drag. This is illustrated
in the following table which shows performance at 75% power at various
altitudes.

OPTIMUM CRUISE PERFORMANCE

Sea Level
5000 ft.
7000 ft.

2-10

RPM

2450
2560
Full Throttle

TRUE AIRSPEED

123
128
130

The stall characteristics are conventional and aural warning is pro
vided by a stall warning horn which sounds between 5 and 10 MPH above
the stall in all configurations.
Power-off stall speeds at maximum gross weight and aft c.g. posi
tion are presented on page 5 -2 as calibrated airspeeds since indicated
airspeeds are unreliable near the stall.

NOTE

ALTITUDE

Carburetor ice, as evidenced by an unexplained drop in RPM, can be
removed by application of full carburetor heat. Upon regaining the origi
nal RPM (with heat off), use the minimum amount of heat (by trial and er
ror) to prevent ice from forming. Since heated air causes a richer mix
ture, readjust the mixture setting when carburetor heat is used contin
uously in cruising flight.

RANGE

520
540
550

Normal landings are made power-off with any flap setting. Slips are
prohibited in full flap approaches because of a downward pitch encountered
under certain combinations of airspeed and Sideslip angle.
SHORT FIELD

LAN DINGS.

For a short field landing, make a power-off approach at approxi
mately 69 MPH with flaps 40°, and land on the main wheels first. Im
mediately after touchdown, lower the nose gear to the ground and apply
heavy braking as required. RaiSing the flaps after landing will provide
more effic ient braking.
CROSSWIND LANDINGS.

When landing in a strong crosswind, use the minimum flap setting re
quired for the field length. Use a wing-low, crab, or a combination metho
of drift correction and land in a nearly level attitude. Hold a straight
2-11

course with the steerable nosewheel and occasional braking if necessary.
The maximum allowable crosswind velocity is dependent upon pilot
capability rather than airplane limitations. With average pilot technique,
direct crosswinds of 15 MPH can be handled with

COLD WEATHER OPERATION.
STARTING.

Prior to starting on a cold morning, it is advisable to pull the prothrough several times by hand to "break loose" or "limber" the
oil, thus conserving battery energy. In extremely cold (O°F and lower)
weather, the use of an external preheater (for both the engine and battery)
and an external power source is recommended whenever possible to re
duce wear and abuse to the eng'ine and the electrical system. When using
an external power source, the position of the master switch is important.
Refer to Section VI, paragraph GROUND SERVICE PLUG RECEPTACLE,
for operating details.

is being turned by hand with throttle closed. Leave primer
charged and ready for stroke.
(2) Clear propeller.
(3) Pull master switch "ON. II
(4) Turn ignition switch to "BOTH.
(5) Pump throttle rapidly to full open twice. Return to
open position.
(6) Engage starter and continue to prime engine until it is
running smoothly, or alternately, pump throttle rapidly over
first 1/4 of total travel.
Pull carburetor heat knob full on after engine has started.
Leave on until engine is running smoothly.
(8) Lock primer.
NOTE
If the engine does not start during the first few attempts,
or if engine firing diminishes in strength, it is probable

that the spark plugs have been frosted over. Preheat
must be used before another start is attempted.
IMPORTANT

Cold weather starting procedures are as follows:
With Preheat:
(1) Clear propeller.
(2) Pull master switch "ON. "
(3) With ignition switch "OFF" and throttle closed, prime
the engine four to eight strokes as the propeller is being
turned over by hand.
NOTE
Use heavy strokes of primer for best atomization of fuel.
After priming, push primer all the way in and turn to
locked position to avoid possibility of engine drawing fuel
the primer.

Pumping the throttle may cause raw fuel to accumulate
in the intake air duct, creating a fire hazard in the event
of a hackfire. If this occurs, maintain a cranking action
to suck flames into the engine. An outside attendant with
a fire extinguisher is advised for cold starts without pre
heat.
cold weather operations, no indication will be apparent on the
oil temperature gage prior to take-off if outside air temperatures are
very cold. After a suitable warm-up period (2 to 5 minutes at 1000
accelerate the engine several times to higher eng'ine RPM. If the engine
accelerates smoothly and the oil pressure remains normal and steady,
the airplane is ready for take -off.
FliGHT OPERATIONS.

Turn ignition switch to "BOTH. "
Open throttle 1/4" and engage starter.

Take-off is made normally with carburetor heat off. Avoid excessive
leaning in cruise.

Preheat:
(1) Prime the engine six to ten strokes while the propeller
2-12

Carburetor heat may be used to overcome any occasional
roughness.
2-13

When operating in sub-zero temperature, avoid using partial carbu
retor heat. Partial heat may increase the carburetor air temperature to
the 32° to 70°F range, where icing is critical under certain atmospheric
conditions.
Refer to Section VI for cold weather equipment.

-.
E=====~~~

Section III

_____>___

OPERATING LIMITATIONS

HOT WEATHER OPERATION.

OPERATIONS AUTHORIZED.

The general warm temperature starting information on page 2-5 is
appropriate. Avoid prolonged engine operation on the ground.

Your Cessna exceeds the requirements for airworthiness as set forth
by the United States Government, and is certificated under FAA Type Cer
tificate No. 3A12 as Cessna Model No. 172H.
With standard equipment, the airplane is approved for day and
operations under VFR. Additional optional equipment is available to in
crease its utility and to make it authorized for use under IFR day and
night. An owner of a properly equipped Cessna is eligible to obtain ap
proval for its operation on Single-engine scheduled airline service under
VFR. Your Cessna Dealer will be happy to assist you in selecting
ment best suited to your needs.

MANEUVERS - NORMAL CATEGORY.
This airplane is certificated in both the normal and utility category.
The normal category is applicable to airplanes intended for non-aerobatic
operations. These include any maneuvers incidental to normal flying,
stalls (except whip stalls) and turns in which the angle of bank is not more
than £0°. In connection with the foregoing, the following gross weight and
flight load factors apply:
Gross Weight . . . . . . . .
Flight Load Factor *Flaps Up .
Flight Load Factor *Flaps Down

. +3.8
. +3.5

2300lbs
-1. 52

*The design load factors are 150% of the above, and in
all cases, the structure meets or exceeds design loads.
Your airplane must be operated in accordance with all FAA-approved
markings, placards and check lists in the airplane. If there is any infor
mation in this section which contradicts the FAA-approved markings,
placards and check lists, it is to be disregarded.
2-14

3-1

MANEUVERS - UTILITY CATEGORY.
This airplane is not designed for purely aerobatic
in the acquisition of various certificates such as commercial pilot, in
strument pilot and flight instructor, certain maneuvers are required by
the FAA. All of these maneuvers are permitted in this airplane when
operated in the utility category. In connection with the utility category,
the following gross weight and flight load factors apply, with recom
mended entry speeds for maneuvers as shown:
Gross Weight . . . . . . . . . . . .
Flight Maneuvering Load Factor,
Up
Flight Maneuvering Load Factor, Flaps Down

. 2000 lbs
~4. 4
-1. 76
+3.5

Range .
Speed* .

52-100 MPH (white arc)
. . . . •.
122 MPH

*The maximull! speed at which you can use abrupt control
travel without exceeding the design load factor.

ENGINE OPERATION II

TATI

NS.

Power and

145 BHP at 2700 RPM

No aerobatic maneuvers are approved except those listed below:
MANEUVER

RECOMMENDED ENTRY SPEED
122 mph (106 knots)
122 mph (106 knots)
122 mph (106 knots)
Slow Deceleration
. Slow Deceleration

Chandelles .
Lazy Eights
Steep Turns
Spins
Stalls (Except Whip
The

oaggage campar'

ENGINE INSTRUMENT MARKINGS.
OIL TEMPERATURE GAGE.
Normal Operating Range
Maximum Allowable

Green Arc
240 OF (red line)

and rear seat must not be occupied.

Aerobatics that may impose high inverted loads should not be attempt
ed. The important thing to bear in mind in flight maneuvers is that the
airplane is clean in aerodynamic design and will build up speed quickly
with the nose down. Proper speed control is an essential requirement
for execution of any maneuver, and care should always be exercised to
avoid excessive
which in turn can
excessive loads. In the
execution of all maneuvers, avoid abrupt use of controls.

Oil PRESSURE GAGE.
Minimum
Normal
Maximum

. • 10 psi (red line)
30-60 psi (green arc)
. . 100 psi (red line)

FUEL QUANTITY INDICATORS.
Empty (1. 50 gallons unusable each tank)

. . . . . • . E (red line)

AIRSPEED LIMITATIONS.
TACHOMETER.

The following are the certificated calibrated airspeed limits for
your Cessna:
Maximum (Glide or dive, smooth air).
Caution Range
Normal Range • . . . . . . • . . •
3-2

• . • 174 MPH
140-174 MPH
• 59-140 MPH

line)
arc)
arc)

Normal
Range:
At sea level
At 5000 feet
At 10,000 feet .
Maximum Allowable

. 2200-2500 (inner green arc)
2200-2600 (middle green arc)
2200-2700 (outer green arc)
. • . . . . . 2700 (red line)
3-3

WEIGHT AND BALANCE.

...:.

The following information will enable you to operate your Cessna
within the prescribed weight and center of gravity limitations. To figure
the weight and balance for your particular airplane, use the Sample Pro
blem, Loading Graph, and Center of Gravity Moment Envelope as follows:

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8 QIs.* ..........................................

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3. Pilot 8. Fronl Pass.nger .............................

340

12.2

4. Fuel. (36 Gal 01 6#/Gal) ..........................

216

lOA

5. Rear PO,$$engers. , ......................"' .................

340

23.B

6. 80ggage (or Passenger on Auxiliary Seal) ......

6.2

7. Tolal Aircraft Weight (loaded) ••••••••••••••••••

2300

100.5

l. licensed Empty Weignt (Sample Airplane) •••

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Weight
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Your Airplane

Sample Airplane

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B. Locale this point (2300 at 100.5l on Ihe center of gravity envelope, and .ince this
point falls within the envelope the loading i. acceptable.
"Note, Normally Full oil may be assumed for all flights.

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THE AIRPLANE

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If your airplane is to retain that new plane performance and depend.
ability, certain inspection and maintenance requirements must be followed.
It is wise to follow a planned schedule of lubrication and preventative main
tenance based on climatic and flying conditions encountered in your

Keep in touch with your Cessna Dealer and take advantage of his know
ledge and experience. He knows your airplane and how to maintain it. He
will remind you when lubrications and oil changes are necessary, and
about other seasonal and periodic services.

0
0
0

....

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The airplane is most easily and safely maneuvered by hand with the
tow-bar attached to the nosewheel.

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NOTE

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When using the tow-bar, never exceed the turning
of 30 either side of center, or damage to
the gear will result.

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MOORING YOUR AIRPLANE.

Proper tie-down procedure is your best precaution against
your parked airplane by gusty or strong winds. To tie-down your air
plane securely, proceed as follows:

(1) Set the parking brake and install the control wheel lock.
(2) Tie sufficiently strong ropes or chains (700 pounds tensile
strength) to wing, tail, and nose tie-down fittings and secure each
rope to a ramp tie-down.
(3) Install a surface control lock over the fin and rudder.
(4) Install a pitot tube cover.
4-1

WINDSHIELD "'WINDOWS.
The plastic windshield and windows should be cleaned with an aircraft
windshield cleaner. Apply the cleaner sparingly with soft cloths, and rub
with moderate pressure until all dirt, oil scum and bug stains are re
moved. Allow the cleaner to dry. then wipe it off with soft flannel cloths.
If a windshield cleaner is not available, the plastic can be cleaned
with soft cloths moistened with Stoddard solvent to remove oil and grease.

NOTE
Never use gasoline, benzine, alcohol, acetone, carbon
fire extinguisher or anti-ice fluid, lacquer
thinner or glass cleaner to clean the plastic. These ma
terials will attack the plastic and may cause it to craze.

Waxing is unnecessary to keep the painted surfaces bright. However,
A
heavier coating of wax on the leading edges of the wings and tail and on
the
nose cap and propeller spinner will help reduce the abrasion
encountered in these areas.

if desired, the airplane may be waxed with a good automotive wax.

ALUMINUM SURFACES.
The clad aluminum surfaces of your Cessna may be washed with
clear water to remove dirt; oil and grease may be removed with gasoline,
_
carbon tetrachloride or other non-alkaline solvents. Dulled alu
minum surfaces may be cleaned effectively with an aircraft aluminum
polish.

Follow by carefully washing with a mild detergent and plenty of water.
Rinse thoroughly, then dry with a clean moist chamois. Do not rub the
plastic with a dry cloth since this builds up an electrostatic charge which
attracts dust. Waxing with a good commercial wax will finish the cleanA thin, even coat of wax, polished out by hand with clean soft flan
will fill in minor scratches and help prevent further scratching.

After cleaning, and periodically thereafter, waxing with a good auto
motive wax will preserve the bright appearance and retard corrosion.
Regular waxing is especially recommended for airplanes operated in
salt water areas as a protection against corrosion.

Do not use a canvas cover on the windshield unless freezing rain or
sleet is antiCipated since the cover may scratch the plastic surface.

PROPE

PAINTED SURFACES.
The painted exterior surfaces of your new Cessna have a durable,
long lasting finish and, under normal conditions, require no polishing or
buffing. Approximately 15 days are required for the paint to cure com
pletely; in most cases, the curing period will have been completed prior
to delivery of the airplane. In the event that polishing or buffing is re
quired within the curing period, it is recommended that the work be done
by someone experienced in handling uncured
Any Cessna Dealer
can accomplish this work.
the painted surfaces can be kept bright by washing with
soap, followed by a rinse with water and drying with cloths
or a chamois. Harsh or abrasive soaps or detergents which cause cor
rosion or make scratches should never be used. Remove stubborn oil
and grease with a cloth moistened with Stoddard solvent.

4-2

R CARE.

Preflight inspection of propeller blades for nicks, and wiping them
occasionally with an oily cloth to clean off grass and bug stains will as
sure long, trouble-free service. It is vital that small nicks on the pro
peller, particularly near the tips and on the leading edges, are dressed
out as soon as possible since these nicks produce stress concentrations,
and if ignored, may result in cracks. Never use an alkaline cleaner on
the blades; remove grease and dirt with carbon tetrachloride or Stoddard
solvent.

INTERIOR CARE.
To remove dust and loose dirt from the upholstery and carpet, clean
the interior regularly with a vacuum cleaner.
Blot up any spilled liquid promptly, with cleanSing tissue or rags.
Don't pat the spot; press the blotting material firmly and hold it for sev
eral seconds. Continue blotting until no more liquid is taken up. Scrape
4-3

off sticky materials with a dull knife, then spot-clean the area.
Oily spots may be cleaned with household spot removers, used spar
ingly. Before using any solvent, read the instructions on the container
and test it on an obscure place on the fabric to be cleaned. Never satu
rate the fabric with a v0latile solvent; it may diunage the padding and
backing materials.
Soiled upholstery and carpet may be cleaned with foam -type detergent,
used according to the manufacturer's instructions. To minimize wetting
the fabric, keep the foam as dryas possible and remove it with a vacuum
cleaner.
The plastic trim, headliner, instrument panel and control knobs need
only be wiped off with a damp cloth. Oil and grease on the control wheel
and control knobs can be removed with a cloth moistened with kerosene.
Volatile solvents, such as mentioned in paragraphs on care of the wind
shield, must never be used since they soften and craze the plastic.

worked out by the factory and is followed by the Cessna Dealer Organ
ization. The complete familiarity of the Cessna Dealer Organization
with Cessna equipment and with factory-approved procedures provides
the highest type of service possible at lower cost.

AIRCRAfT filE.
There are miscellaneous data, information and licenses that are a
part of the aircraft file. The following is a check list for that file. In
addition, a periodic check should be made of the latest Federal Aviation
Regulations to insure that all data requirements are met.
A.

To be displayed in the aircraft at all times:
(1) Aircraft Airworthiness Certificate (Form FAA-1362B).
(2) Aircraft Registration Certificate (Form FAA-500A).
(3) Aircraft Radio Station License (Form FCC-404, if transmitter
installed).

INSPECTION SERVICE AND INSPECTION PERIODS.
B.
With your airplane you will receive an Owner's Service Policy. Cou
pons attached to the policy entitle you to an initial inspection and the first
lOO-hour inspection at no charge. If you take delivery from your Dealer,
he will perform the initial inspection before delivery of the airplane to
you. If you pick up the airplane at the factory, plan to take it to your
Dealer reasonably soon after you take delivery on it. This will permit
him to check it over and to make any minor adjustments that may appear
necessary. Also, plan an inspection by your Dealer at 100 hours or 180
days, whichever comes first. This inspection also is performed by your
Dealer for you at no charge. While these important inspections will be
performed for you by any Cessna Dealer, in most cases you will prefer
to have the Dealer from whom you purchased the airplane accomplish
this work.
Federal Aviation Regulations require that all airplanes have a peri
odic (annual) inspection as prescribed by the administrator, and per

formed by a person designated by the administrator. In addition, 100
hour periodic inspections made by an "appropriately-rated mechanic"
are required if the airplane is flown for hire. The Cessna Aircraft
Company recommends the 100-hour periodic inspection for your air
plane. The procedure for this 100-hour inspection has been carefully
4-4

To be carried in the aircraft at all times:
Weight and Balance, and associated papers (latest copy of the
Repair and Alteration Form, Form FAA-337, if applicable).
(2) Aircraft Equipment List.

To be made available upon request:
(1) Aircraft Log Book.
(2) Engine Log Book.
NOTE
Cessna recommends that these items, plus the Owner's
Manual and the "Cessna Flight Guide" (Flight Computer),
be carried in the aircraft at all times.

Most of the items listed are required by the United States Federal
Aviation Regulations. Since the regulations of other nations may require
other documents and data, owners of exported aircraft should check
with their own aviation officials to determine their individual requirements.
4-5

LUBRICATION AND SERVICING
PROCEDURES
Specific servicing information is provided here for items requiring daily
attention. A Servicing Intervals Check List is included to inform the pilot
when to have other items checked and serviced.

SERVICING INTERVALS CHECK LIST
EACH 50 HOURS
BATTERY

Check and service. Check oftener (at least every 30 days)

if operating in hot weather.

DAilY
FUEL TANK FILLERS:
Service after each flight with 80/87 minimum
capacity of each wing tank is 19.5 gallons.

fuel.

The

FUEL STRAINER:
On the first flight of the day and after each refucling, pull out fuel
strainer drain knob for about four seconds, to clear fuel strainer of
possible water and sediment. Release drain knob, then check that
strainer drain is closed after draining.

OIL FILLER:
When preflight check shows low oil level, service with aviation grade
engine oil; SAE 50 above 40°F and SAE 10W30 or SAE 30 below 400F.
(Multi-viscosity oil with a range of SAE lOW30 is recommended for
improved starting in cold weather.) Detergent or dispersant oil,
conforming to Continental Motors SpeCification MHS-24, must be
used. The aircraft is delivered from the factory with detergent oil.
Your Cessna Dealer can supply approved brands of detergent oil.

OIL DIPSTICK:
Check oil level before each flight. Do not operate on less than 6 quarts.
To minimize loss of oil through breather, fill to 7 quart level for nor
mal flights of less than 3 hours. For extended flight, fill to 8 quarts.
If optional oil filter is installed, one additional quart is required when
the filter element is changed.

ENGINE OIL AND OIL FILTER -- Change engine oil and replace filter
element. If optional oil filter is not installed, change oil and clean screcn
25 hours. Change engine olTat least every four months even though
have been accumulated. Reduce periods for prolonged
operation in dusty areas, cold climates, or when short flights and
idle periods result in sludging conditions.
CARBURETOR AIR FILTER -- Clean or
Under extremely dusty
conditions, daily maintenance of the filter is recommended.
NOSE GEAR TORQUE LINKS -- Lubricate.

EACH 100 HOURS
BRAKE MASTER CYLINDERS -- Check and filL
SHIMMY DAMPENER -- Check and fill.
FUEL STRAINER -- Disassemble and clean.
FUEL TANK SUMP DRAINS - - Drain water and sediment.
FUEL LINE DRAIN PLUG -- Drain water and sediment.
VACUUM SYSTEM OIL SEPARATOR (OPT) -- Clean.
SUCTION RELIEF VALVE INLET SCREEN (OPT) -- Clean.

EACH 500 HOURS
VACUUM SYSTEM AIR FILTER (OPT) -- Replace filter element. Re
place sooner if suction gage reading drops to 4.6 in.
WHEEL BEARINGS -- Lubricate at first 100 hours and at 500 hours
thereafter. Reduce lubrication interval to 100 hours when operating
in dusty or seacoast areas, during periods of extensive taxiing. or
when numerous take-offs and landings are made.

AS REQUIRED
NOSE GEAR SHOCK STRUT -- Keep filled with fluid and inflated to 45 psi.

4-6
4-7

OWNER FOLlOW·UP SYSTEM
~I:::::
Your Cessna Dealer has an owner follow-up system to
when he receives information that applies to your Cessna. In addi
tion, if you wish, you may choose to receive similar notification
directly from the Cessna Service Department. A subscription card
is supplied in your aircraft file for your use, should you choose" to
request this service. Your Cessna Dealer will be glad to supply
you with details concerning these follow-up programs, and stands
ready through his Service Department to supply you with fast,
efficient, low cost service.

PUBLICATIONS
Included in your aircraft file are various manuals which describe the
operation of the equipment in your aircraft. These manuals, plus
many other supplies that are applicable to your aircraft, are available
from your Cessna Dealer, and, for your convenience, are listed below.
II

OWNER'S MANUALS FOR YOUR
AIRCRAFT
ELECTRONICS 300 SERIES
AUTOPILOT - NAV-O-MATIC 300 AND 400

SERVICE MANUALS AND PARTS CATALOGS FOR YOUR
AIRCRAFT
j11111111~
OPERATIONAL DATA

The operational data shown on the following pages are compiled from
actual tests with airplane and engine in good condition and using average
piloting technique and best power mixture. You will find this data a valu
able aid when planning your flights.
A power setting selected from the range charts usually will be more
efficient than a random setting, since it will permit you to estimate your
fuel consumption more accurately. You will find that using the charts and
your Power Computer will pay dividends in overall efficiency.
Range and endurance figures shown in the chari on page 5 -4 are
based on flight test using a McCauley lC172/EM 7(j53 propeller (standard~
Information to be considered when the aircraft is equipped with a McCauley
1C172/EM 7651 climb propeller may be found on page 5-5. Other condi
tions of the tests are shown in the chart heading's. Allowances for fuel
reserve, headwinds, take-offs, and climb, and variations in mixture leantechnique should be made and are in addition to those shown on the
charts. Other indeterminate variables such as carburetor metering
characteristics, engine and propeller conditions, and turbulence of at
mosphere may account for variations of 1 O(ii; or more in maximum range.
Remember that the charts contained herein are based on standard day
conditions. For more precise power, fuel consumption, and endurance in
formation, consult the Cessna Flight Guide (Power Computer) supplied
with your aircraft. With the Flight GUide, you can easily take intq account
temperature variations from standard at any flight altitude.

Your Cessna Dealer has a current catalog of all Customer Services
Supplies that are available, many of which he keeps on hand. Supplies
which are not in stock, he will be happy to order for you.

4-8
5-1

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TAKE-Off DATA

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920
680
470

1095
820
575

1625
1250
910

2480
1955
1480

TOTAL
TO CLEAR
50' OBS,

765
535
345

1120
810
595

1565
1160
810

for particular altitude.
Hground run'l and '"total to clear 50 ft.

625
430
270

905
645
425

1255
920
630

GROUND
RUN

840

1.0

610

435

2.2

2.6

FROM
Fth
USEO

ft. 8. 41'F
RATE OF
CLIMB
FT/MIN.

@ 5000

lAS
MPH

380

230

RATE OF
CLIMB
FT/MIN.

@ 10,000 II. 8. 23

3,6

4.8

FROM
Fiji'L
USED

Figure 5-3.

lAS
MPH

315

155

RATE OF
CLIMB
FT/MIN.

Fuh

4.4

6.3

11.5

USEO

FROM

@ 15,000 It. 8. 5° F

1370
1040
745

2155
1685
1255

3855
3110
2425

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GROUND
TOTAL
RUN
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FLAPS UP
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Flaps up, full throttle and mixture leaned for smooth operation above 5000 ft,
Fuel used includes warm-up and take-off
For hot weather, decrease rate of climb 20 ft.
for each lOaF above standard day temperature for
particular altitude.

2000

645

RATE OF
GALS
CLIMB OF FUEL
FTjMIN,
USED

@ S,L. & 59° F

NOTES: 1.
2.
3.

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MAXIMUM RATE-Of-CLIMB DATA
2300

1700

520
355
215

1325
1005
720

1910
1485
1100

1040
750
505
755
530
340

TOTAL
TO CLEAR
50' OBS,

GROUND
RUN

@ 2500 II. & 50° F

Increase distance I DC(; for each 25°F above standard
For operation on a dry, grass rUIrway, increase distances
obstacle!') by 7C;C of :.he 'lota~ to clear 50 ft. obstacle" figure.

lAS
MPH

l.
2,

780
570
385

435
290
175
0
10
20
60

1095
820
580

630
435
275

0
10
20
65

1525
1170
850
865
615
405

0
10
20
70

WEIGHT
LBS,

GROSS

~OTES:

1700

2000

2300

GROSS
lAS
HEAD
@ S.L & 59° F
TOTAL
WEIGHT AT SO FT, WIND GROUND
TO CLEAR
LBS.
MPH
KNOTS
RUN
50' OBS.

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"'1'1
"'1'1

TAKE-OFF DISTANCE FROM HARD SURFACE RUNWAY

...

0
00

.....

f.n

'IC)

,.
f.n

.....

f.n

....

f.n

""0

f.n

.jIo

...,..

...,..
l>

...,..

•""
m

~(I)~

Q(I)r

~Q~
m;oO
-0 0

CRUISE & RANGE
PERFORMANCE

Gross Weight- 2300 lbs. •
Standard Conditions.
Zero Wind.leon Mixture,.

172SKYHAWK

36 Gal. of Fuel (No Reserve)

NOTE:

Maximum crvi~e is normally IimHed to 75% pOWer.

CRUISE AND RANGE PERFORMANCE
With McCauley lC172/EM 7651 Propeller

For standard l72

To obtain same % BHP as shown in adjoining figure and on
Cessna Power Computer, increase RPM as follows:

performon(;e, subtract 1 MPH from the higher cruise speeds shown.

ALT.

RPM

% BHP

TAS
MPH

2500

2700
2600
2500
2400
2300
2200
2100

93
84
75
67
59
52
46

138
131
125
119
113
106
100

2700
2600
2550
2500
2400
2300
2200
2100

87
78
74
70
62
55
49
44

136
130
127
124
118
111
105
98

8.4
7.9
7.1
6.4
5.9
5.5

2650
2600
2500
2400
2300
2200
2100

77
73

132
129
123
116
110
103
97

8.7
8.2
7.4
6.7
6.1
5.7
5,3

2600
2500
2400
2300
2200
2100

68
61
49
45
41

128
121
115
108
102
96

7.7
7.0
6.4
5.9
5.5
5.2

4.7
5.2
5.6
6.1
6.6

2600
2500
2400
2300
2200

63
57
52
47
43

126
120
113
107
101

7.2
6.6
6.1
5.7
5.4

5.0
5."4
5.9
6.3

5000

7500

10,000

12,500

65
58
52
47
42

GAL.I
HOUR

ENDR.
HOURS

RANGE
MILES

10.5
9.5
8.5
7.6
6.8
6.2
5.7

3.4
3.8
4.2
4.7
5.3

470
495
530
560
595
615
635

9.8

3.7
4.1
4.3
4.5
5.1
5.6
6.1
6.4

500
525
550
560
600

4.2
4.3

550
560
600
620
650
655
655

8.8

5.8
6.4

4.9
5.3
5.9
6.4
6.7

6.8

6.6

The performance figures above apply to aircroft equipped with

IC172/EM7653 propeller.
an optional
--

For % BHP

Increase RP M

+20 RPM

+10 RPM

65 (and lower)

RPM

The faster turning climb propeller gives a slight loss in
cruise speed at a given % BHP as shown below:

625
640
640

At % BHP

Speed Loss Differential

70 - 75

o MPH

65 - 70

-1.0 MPH

60 - 65

-1.5 MPH

55 - 60

-2.0 MPH

50 - 55

-3.0 MPH

605
625
645
655
670
655
630
670
670

standard McCauley

Refer to figure 5~5 for information concerning aircraft with

NOTE:

When your aircraft is equipped with a McCauley
1C172/EM 7651 climb propeller, the above factors should be
used in conjunction with the Cruise and Range Performance
on the adjoining page.

McCauley lC172/EM7651 climb propeller.

---

Figure 5-4.
5-4

(:I

•

Figure 5-5.
5-5

..;j

01
I

<:J1
I

520

GROUND
ROLL

1250

TOTAL
TO CLEAR
50' OBS.

@ S.L. & 59° F

560

GROUND
ROLL

1310

TO CLEAR
50' OBS.

TOTAL

@ 2500 ft. & 50° F

605

GROUND
ROLL

1385

TOTAL
TO CLEAR
50' OBS.

@ 5000 ft. & 4.1° F

650

GROUND
ROLL

:"l

01
I

~
G)

'"'1
.....

1'1'1

VI
-!

'01

;ItI

(;)

l'.. . ,

t.I'Il

(J1

0
0
0

p.,)

0
0
0

.....

0
0
0

0
0
0
0

"'!,~

'1"_1

00
0
0

.:'i'

0
0
0

HEIGHT ABOVE TERRAIN (FEET)

Figure 5-6.

................

;: ..!!!

rz~ .-Z

;:
"I:l
:r:

m
m
0

(1\

o ;;

..,

"I:l

:;IrI

m
"I:l

..., ...,

I"""'

-a

~
C
~
Q

(1\

>
"I:l

.."

•

1455

TOTAL
TO CLEAR
50' OBS.

@ 7500 ft. & 32° F

Reduce landing distance 10% for each 5 knot headwl'1d.
For operation
runway, increase distances (both "ground roll" and "total to clear 50 ft.
obstacle") by 20% of the "total to clear 50 ft. obstacle" figure.

2300

NOTES: 1.
2.

MPH

APPROACH
lAS

GROSS
WEIGHT
LaS.

LANDING DATA
LANDING DISTANCE ON HARD SURFACE RUNWAY
NO WIND 40° FLAPS - POWER OFF

Section fl
-- _______
>

B£==========~~~

OPTIONAL SYSTEMS

This section contains a description, operating procedures, and per
formance data (when applicable) for some of the optional equipment which
may be installed in your Cessna. Owner's Manual Supplements are pro
vided to cover operation of other optional ('quipment systems when in
stalled in your airplane. Contact your Cessna Dealer for a complete
list of available optional equipment.

[

AUXILIARY FUEL TANK SYSTEM

An optional auxiliary fuel tank system (fil';11 n' (i-l) is available to in
crease the airplane operating range. System l:olllponents include an 18
gallon fuel tank (17. 55 gallons usable) installed on Uw baggage compart
ment floor, an electric fuel transfer pump behind Uw tank, an electrical
ly-operated fuel quantity indicator and fuel transfer pump switch on the
instrument panel, a fuel tank filler provision on the righl side of the
fuselage, a fuel tanl, sump drain valve at the front of the tank on the
bottom of the fuselage, and lhe necessary plumbing.
The auxiliary fuel system is connected to the right main fuel tank
plumbing above the right cabin door.

AUXILIARY FUEl SYSTEM OPERATION.
To operate the auxiliary fuel system, proceed as follows:
PRE-FLIGHT CHECK:
(1)

TLlrn

on master switch and check fuel quantity indicator for

reafiin[,;.
6-1

I,EFT FUEL TANK

RIGHT FUEL TANK

(2) Momentarily pull on transfer pump switch and listen for pump
operation. Turn off master switch.
(3) Check quantity of fuel ill talli, for agreement with fuel quantity
indicator. Fill tanl{ for antieipal.ed requirements.
(4) Drain small amount of fuel frol1l fuel tank drain valve to check
for possible water and sediment.
DURING FLIGHT:

TRANSFER
PUMP
SWITCH

IIl=CID

/
FUEL
STRAINER

..
TO
" ENGINE

NOTE
Transfer of total fuel from the auxiliary tank will take
from 45 minutes to 1 hour.

TRANSFER
PUMP

Return fuel selector valve handle to "BOTH" position after
right tank, or if desired switch a~ain to right main tank.

AUXILIARY
FUEL TANK

(1) Take-off, climb and land wilh r\1el selector valve handle set on
"BOTH" for maximum safety.
After leveling off at cruise altitude, switch to "RIGHT" and
operate from this tank until the fuel supply is exhausted.
(3) Switch to "LEFT" for operation, till'll pull on transfer
switch and refill right main fuel tank fl'Om auxiliary tank.
transfer pump switch off when fuel transfer is completed.

IMPORTANT
1·;

Do not operate the transfer pump with the fuel selector
turned to either "BOTH" or "RIGHT" positions. Total
or partial engine stoppage will result from air being
pumped into fuel lines after Iuel transfer has been com
pleted. If the pump should aCCidentally be turned on
with the fuel selector in either of these positions, and
engine stoppage occurs, the engine will restart in from
3 to 5 seconds after turning off the transfer pump as the
air in the fuel line will be evacuated

THROTTLE

+
.

FUEL

SYSTEM
=

SCHEMATIC

--"""1""..---

..
TO

ENGJNE

<",'=K}
I

....

............

In:??:a

If w
MIXTURE
CONTROL
KNOB

WITH OPTIONAL AUXILIARY FUEL TANK SYSTEM

Figure 6-1.

6-2

6-3

COLD WEATHER EQUIPMENT

WINTERIZATION KIT.
For continuous operation in temperatures consistently below 20°F,
the Cessna winterization kit, available from your Cessna Dealer, should
be installed to improve engine operation.

GROUND SERVICE PLUG RECEPTACLE.
A
service plug
may be installed to permit the use
of an external power source for cold weather starting and during lengthy
maintenance work on the electrical system.
NOTE
On the standard Model 172, both electrical and electronic
system checks may be made using an external power source
for electrical power. On the Skyhawk, electrical power for
the airplane electrical circuits is provided through a
bus bar having all electronic circuits on one side of the bus
and other electrical circuits on the other side of the bus.
When an external power source is connected, a contactor
automatically opens the circuit to the electronic portion
of the split bus bar as a protection against damage to the
semi-conductors in the electronic equipment by transient
voltages from the power source. Therefore, the external
power source can not be used as a source of power when
checking electronic components.

The ground service plug rcccpl~cle eircuit incorporates a polarity
reversal protection. Power froll! lIw extf!rnal power source will flow only
if the ground service plug is cor!'('('11 V ('mwected to the airplane. If the
plug is accidentally eonnected bacl\w:l I'ds, no power will flow to the air
plane's electrieal system, thereby rll'('v(~llling any damage to electrical
equipment.
and external POW(~l' cil'('llitS have been designed to com
the need to "jUl1lIWI'" across the battery contactor to close
it for charging a completely "dead" hallel'y, A special fused circuit in the
external power
supplies tlw 1I('"d"d "jumper" across the contacts
so that with a "dead" battery and ~ n (~xl (~I'lial power source applied, turn
ing the master switch "ON" will clos(~ Ilw \J:lltcry contactoI'. When the
airplane battery is nearly "dead", alld all (~xl<~rllal power source has been
used to start the engine, make sure tlw IlI:lsI(~r switch is "ON" before dis
connecting the external power souree. This will dose the battery con
tactor so that the battery will supply field ('111'1'1'111 to the alternator. and
at the same time. will be charged by the allenl:llol'.
Lllllllldlt::

STATIC PRESSURE ALTERNATE SOURCE VALVE.
A static pressure alternate source vaJv(~ Illay be installed in the
static system for use when the external static H()Uree is malfunctioning.
This valve also permits draining condensate frotH the static lines.
If erroneous instrument readings are suspeeted due to water or
ice in the static pressure lines, the static pressun~ alternate source
valve should be opened, thereby supplying statk pressure from the
cabin. Cabin
will vary, however, with open cabin ventilators
or windows.
most adverse Gombinalions will result in
and
altimeter variations of no more than 2 MPH and 15 feet, respectively.

Before connecting a generator
external power source, the mas
ter switch should be turned on. This is especially important on the Model
which
172 since it will enable the battery to absorb transient
otherwise
damage the semi-conductors in the electronic equipment.
The Skyhawk utilizes the split bus system to prevent damage to electronic
equipment by transient voltages. When using a battery type external pow
er source, the master switch should be turned off to prevent an unneces
sary power drain from the power source batteries to the airplane's
After starting, and before disconnecting external power, the master switch
should be turned "ON" to allow the airplane battery to be
by the
alternator.
6-4

6- 5

RADIO SELECTOR SWITCHES

.=]

RADIO SELECTOR SWITCH OPERATION.
Operation of the radio equipment is normal as covered in the respec
tive radio manuals. When more than one radio is installed, an audio
switching system is necessary. The operation of this switching system is
described below.

AUTOPILOT -OMNI SWITCH.
When a Nav-O-Matic autopilot is installed with two compatible omni
receivers, an autopilot-omni switch is utilized. This switch selects the
omni receiver to be used for the 011111i course
function of the autoThe switch is mounted just to the
of the autopilot control unit
at the bottom of the instrument panel. The switch positions, labeled
"OMNI 1" and "OMNI 2", correspond to the omni receivers in the radio
panel staek.

TRANSMITTER SELECTOR SWITCH.
The transmitter selector switch (figure 6-2) is labeled "TRANS, ..
and has two positions. When two transmitters are installed, it is nec
essary to switch the microphone to the radio unit the pilot desires to use
for transmission. This is accomplished by placing the transmitter
selector switch in the position corresponding to the radio unit which is to
be used.

SPEAKER-PHONE SWITCHES.

TRUE AIRSPEED INDICATOR

The speaker-phone switches (figure 6-2) determine whether the
of the receiver in use is fed to the headphones or
the audio ampli
fier to the speaker. Place the switch for the desired receiving system
either in the up position for speaker operation or in the down position for
headphones.

IRADIO SELECTOR SWITCHES I
TRANS

(

SPKR - - - - - . , .

@@@
\

PHON15 - - - .....

A true
indicator is available to replace the standard air
speed indicator in your airplane. The true airspeed indicator has a cali
brated rotatable ring which works in conjullction with the
indi
cator dial in a maImer similar to the operation of a flight computer.
TO OBTAIN TRUE AIRSPEED, rotate ring until pressure altitude
is aligned with outside air temperature in degrees Fahrenheit. Then
read true airspeed on rotatable ring opposite airspeed needle.
NOTE
Pressure altitude should not be confused with indicated
altitude. To obtain pressure altitude, set barometric
scale on altimeter to "29.92" and read pressure altitude
on altimeter. Be sure to return altimeter barometric
scale to original barometric setting after pressure alti
tude has been obtained.

Figure 6-2.

6-7
6-6

ALPHABETICAL INDEX

A
After Landin[!;, 1-4
Air Filter, Carburetor, 4-7
Aircraft,
before entering, 1-1
file, 4-5
ground handling, 4-1
inspection service-periods, 4-4
lubrication and
4-6, 4-7
1-6
Correction Table. 5-2
Limitations, 3-2
Alternator, 2-4
Aluminum Surfaces, 4-3
Ammeter, 1-6, 2-3, 2-4
Authorized Operations, 3-1
Autopilot-Omni Switch, 1-6
Autopilot Control Unit, 1-6
Auxiliary Fuel Tank System, 6-1
operation, 6-1
schematic, 6-2

B
Weight, inside front cover
2-4, 4-7
Before
Airplane, 1-1
Before Landing
Before Starting Engine, 1-1
Before Take -off, 1-2, 2-7
magneto checks, 2-7
warm-up, 2-7
Brake Master Cylinders, 4-7

Cabin Air and Heat Controls, 1-6
Cabin
and Ventilation,
System, 2-5
Capacity,
fuel, inside covers, 2-1
oil, inside covers
Carburetor, 2-2, 6-2
air filter, 4-7
air heat control, 1-6
Care,
exterior, 4-2, 4-3
interior, 4-3
4-3
Center of

and
1-6, 2-3
Climb, 1-3, 2-9
data, 2-9, 5-3
go-around climb, 2-10
maximum performance, 1-3
normal, 1-3
speeds, 2-9
Clock, ,2-4
Cold Weather Equipment, 6-4
ground service receptacle, 6-4
static pressure alternate source
valve, 6-5
winterization kit, 6-4
Cold Weather Operation, 2-12
operation, 2-13
2-12

Index-l

Crosswind Landing, 2-11
Crosswind Take-Off, 2-9
Cruise Performance (Climb
Propeller), 5-5
Cruise Performance (Standard
Propeller), 5-4
Cruise Performance, Optimum, 2-10
1-3, 2-10
Brake Master. 4-7

D
Data,
climb, 2-9, 5-3
fuel quantity, 2-1
landing, 5-6
take-off, 5-3
Diagram,
electrical system, 2-4
exterior inspection, iv
fuel system, 2-2, 6-2
prinCipal dimensions, Ii
taxiing, 2-6
Dimensions, Principal, ii
Dipstick, Oil, 4-6
Drain Knob, Fuel Strainer, 1-6, 2-3
Drain
Fuel Line, 4-7
Drain Plugs, Fuel Tank. 4-7

E
Electrical System, 2-3
alternator, 2-4
ammeter, 1-6, 2-3, 2-4
battery, 2-4, 4-7
battery contactor, 2-4
circuit breakers and
fuses, 1-6, 2-3
clock, 2-4
flashing beacon, 2-3
ground service plug
receptacle, 2-4
Index-2

ignition switch, 1-6, 2-4
landing lights, 2-3
magnetos, 2-4
master switch, 1-6, 2-4
regulator, 2-4
2-4
bus com:accOl
starter, 2-4
starter contactor, 2-4
starter handle, 2-4
switches, 1-6
Elevator Trim Control Wheel, 1-6
Weight, inside front cover
Engine, inside front cover
before starting, 1-1
instrument markings, 3-3
operation limitations, 3-3
primer, 2-2, 6-2
starting, 1-2, 2-5
Envelope, Weight and Balance, 3-6
Equipment, Cold Weather, 6-4
Exterior Care, 4-2, 4-3
Exterior Inspection Diagram, iv

F
4-5
«''''''''11''1'; Beacon, 2-5
Flight Instrument Group, 1-6
Fuel and Oil Gages, 1-6, 3-3
Fuel Specification and Grade,
inside back cover
Fuel System, 2-1
auxiliary fuel system, 6-1
capacity, inside covers, 2-1
carburetor, 2-2, 6-2
fuel line drain plug, 4-7
fuel tank (auxiliary), 6-2
fuel tanks (main), 2-2, 6-2
fuel tank sump drainS, 4-7
mixture control knob, 1-6,
6-2

primer, 1-6, 2-2, 6-2
data, 2-1
schematics, 2-2, 6-2
selector valve, l-ti,
(j-2
strainer drain knob, I-H, 2-:1
strainer, 2·-2, 4-6, 4-7, ()-2
tank fillers, 4-6
throitle, 1-6, 2-2, 6-2
transfer pump (auxiliary [uel),
6-2
transfer pump switch, 6-2

L
Landing, inside front cover, 2-11
after, 1-4
before, 1-3
crosswind, 2-11
data, 5-6
lights, 2-5
normal, 1-4
short field, 2-11
Let-Down, 1-3
Li!!:ht,

G
Glide, Maximum, 5-7
Go-Around Climb, 2-10
Gross Weight, inside front cover
Ground Handline:. 4-1
6-4

flashing beacon, 2-5
landing, 2-5
3-2
3-3
Loading
Problem, Sample, 3-4
Lubrication and Servicing
Procedures, 4-6

H
Handling Airplane on Ground, 4-1
Heating and Ventilation System,
Cabin, 2-5
Hot Weather Operation, 2-14
Hydraulic Fluid Specification,
inside back cover

Ignition Switch, 1-6, 2-4
Inspection Diagram, Exterior, iv
Service-Periods, 4-4
Instrument Markings, 3-3
Instrument Panel, 1-6
Instrument Space, 1-6
Interior Care, 4-3

MagnetiC Compass, 1-6
Magneto Checks, 2-6
Magnetos, 2-4
Maneuvers, Normal Category, 3-1
Maneuvers, Utility Category, 3-2
Map Compartment, 1-6
Markings, Instrument, 3-3
Master Cylinders, Brake, 4-7
Master Switch, 1-6, 2-4
Maximum Glide, 5-7
Maximum Performance Climb. 1-3
Maximum Performance
Take-off, 1-2
Maximum Rate-of-Climb Data, 5-3
Microphone, 1-6
Mirror, Rear View, 1-6
Mixture Control Knob, 1-6
Moment Envelope, Center of
GraVity, 3-6
Mooring Your Airplane, 4-1
Index-3

c...oioII

SERVICING REQUIREMENTS
WARRANTY
The Cessna Aircraft Company (Cessna) warrants each new aircraft
manufactured by it, including factory installed equipment and ac
cessories, and warrants all new aircraft equipment and accessories
bearing the name "Cessna", to be free from defects in material
and workmanship under normal use and service. Cessna's obli
gation under this warranty is limited to supplying a part or parts
to replace any part or parts which, within six (6) months after
delivery of such aircraft or such aircraft equipment or accessories
to the original retail purchaser or first user, shall be returned
transportation charges prepaid to Cessna at Wichita, Kansas, or
such other place as Cessna may deSignate and which upon exam
ination shall disclose to Cessna's satisfaction to have been thus
defective.
The provisions of this warranty shall not apply to any aircraft,
eqUipment or accessories which have been subject to misuse, neg
ligence or accident, or which shall have been repaired or altered
outside of Cessna's factory in any way so as in the judgment of
Cessna to affect adversely its performance, stability or reliability.

This warranty is expressly in lieu of any other warranties, ex
pressed or implied, including any implied warranty of merchant
ability or fitness for a particular purpose, and of any other obli
gation or liability on the part of Cessna of any nature whatsoever
and Cessna neither assumes nor authorizes anyone to assume for
it any other obligation or liability in connection with such aircraft,
equipment and accessories.

~------~------~

FUEL:
AVIATION GRADE -- 80/87 MINIMUM GRADE
CAPACITY EACH TANK -- 19.5 GALLONS

ENGINE Oil:

AVIATION GRADE -- SAE 50 ABOVE 40"F.
SAE 10W30 OR SAE: 30 BELOW 40°F.
(MULTI-VISCOSITY OIL WITH A RANGE OF SAE lOW30
IS RECOMMENDED FOR IMPROVED STARTING IN CO'LlJ
WEATHER. DETERGENT OR DISPERSANT OIL, CON
FORMING TO CONTINENTAL MOTOHS SPECIFICATI0
MHS-24, MUST BE USED. THE AIRCRAFT IS DELlV'
FROM THE FACTORY WITH DETERGENT OIL
CAPACITY OF ENGINE SUMP -- 8
(DO NOT OPERATE ON LESS THAN QUARTS. TO
MINIMIZE LOSS OF OIL THROUGHREATHER, FILL
TO 7 QUART LEVEL FOR NORMAL '<'LIGHTS O£' Lm;;
THAN 3 HOURS. FOR EXTENDED
Fll: TG
8 QUARTS, IF OPTIONAL OIL FILTER :8 INSTALLEI
ONE ADDITIONAL QUART IS REQUTREI]W:EN THE
FILTER ELEMENT IS CHANGED.)

IIYDRAULIC flUID:
MTL-H-5606 HYDRAULIC FLUID

IIRl PRESSURES:
N<>:-H'; WHEEL -----------26 PSI ON 5. 00X5 Tffi~
26 PSI ON 6. 00X6 TIRE
MAIN WHEELS ----------24 PSI ON 6. 00X6 TIRES

NO',' (il AR SHOCK STRUT.
1',1':1':1' I·'II,\'ED WITH FLUID AND INFLATED TO 45 PSI.

I\!,1Ill'l;)tj ..() ,Sie
//e/Vb~:Jg/2
I r!
VR
(.fl(5 : ))/) {

~ I );>,?l,

OJ ,]

(HDd
7,)C174

1f)3g-~3K

(:::> VI )4 Z3 -n1 /

...,..
"1 AKE Y

HOME

FO,( SERV CI: AT HIE SIGN
OF Uf. CESSNA SHII:LD".

CESSNA AIRCRA

PANY

WICHHA, KANS

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Title                           : 1967 Cessna 172H Owner's Manual
Description                     : 1967 Cessna 172H Owner's Manual
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1967 Cessna 172H Owner's Manual Cessna_172 C172H OM Bookmarked 172

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