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

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

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1A\.VHA.lS
CJ:
~
"'V"" .
~L"I
~:tI:CIOK
PERFORMANCE
-
SPECIFICATIONS
MODEL 172 SKYHAWK
(fROSS WEIGHT
.......
.
SPEED:
Top
Speed
at
Sea
Level
. . .
Cruise,
75%
power
at
7000
ft
BANGE:
Cruise,
75%
Power
at
7000
ft
36
Gal.,
No
Reserve
Optimum
Range
at
10,000
ft
. . . . . . .
36
Gal.,
No
Reserve
HATE
OF
CLIMB AT SEA
LEVEL
~mRVICE
CEILING
......
.
TAKE-OFF:
Ground Run
.......
.
'rotal
Distance
Over
50-Foot
Obstacle.
[,ANDING:
Landing
Roll.
. . . . . . .
Total
Distance
Over
50-Foot
Obstacle.
EMPTY
WEIGHT:
(Approximate).
BAGGAGE
..........
.
WING LOADING:
Pounds/Sq
Foot
POWER LOADING:
Pounds/HP
.
FUEL
CAPACITY:
Total
. . . .
OIL
CAPACITY:
Total
. . . . .
PROPELLER:
Fixed
Pitch
(Diameter)
ENGINE:
Continental
Engine . . . . .
145
rated
HP
at
2700
RPM
2300
lbs
138 mph
130 mph
550
miles
4.2
hours
130 mph
670
miles
6.6
hours
102 mph
645
fpm
13,100
ft
865
ft
1525
ft
520
ft
1250 ft
1275
lbs
120
lbs
13.2
15.9
39
gal.
8
qts
76
inches
0-300-C*
2300 Ills
139 mph
131 mph
555
miles
4.2
hours
131 mph
670
miles
6.6
hours
102 mph
645
fpm
13,100
ft
865
it
1525
ft
520
ft
1250
It
1340 Ibs
120Ibs
13.2
15.9
39
gal.
8
qts
76
inches
0-300-D
'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.
COPYRIGHT 1984
Cessna Aircraft Company
D638-13-RPC-300-4/86 Wichita, Kansas USA
CONGRATULATIONS
........
.
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:
FACTORY TRAINED PERSONNEL to
provide
you with
courteous
expert
service.
FACTORY APPROVED SERVICE EQUIPMENT to
provide
you
with the
most
efficient
and
accurate
workmanship
possible.
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.
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.
1L'7"
2,
,.
SEYIIAWE
*
Maximum
height
of
airplane
with
nose
gear
depressed
and
an
optional
flashing
beacon
instaUed.
PRINCIPAL
DIMENSIONS
1-------------
36
'-2"-------------
TABLE
OF
CONTENTS
======~~============================================Page=
SECTION
-
OPERATING
CH
ECK
LIST
..............
1-1
SECTION
II -
DESCRIPTION
AND
OPERATING
DETAILS
......................
2-1
SECTION
III -
OPERATING
LIMITATIONS
............. 3-1
SECTION
IV
-
CARE
OF
THE
AIRPLANE
............ 4-1
OWNER
FOLLOW-UP
SYSTEM
.....
,.
....................
4-8
SECTION
V -
OPERATIONAL
DATA
...................... 5-1
SECTION
VI
-
OPTIONAL
SYSTEMS
...................... 6-1
ALPHABETICAL
INDEX
........................................
Index-1
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.
j
ii
iii
--
EXTERIOR
If
night
flight
is
planned,
check
operation
of
all
lightsJ
and make
sure
a
flal:lhlight
is
aVailable.
'1'
a~
@a.
Turn
on
master
switch
and
check
fuel
quan~
\..!)
tity
1ndicatoi's.
then
turn
Blaster
switch
oIf.
b.
Check
switch
"OFF".
b.
Check
selector
valve
handle
"BOTH
ON."
d. On
first
oj
day
and
after
each
fueling·,
pull
out
drain
knob
for
about
four
seconds,
to
clear
fuel
strainer
of
possible
d.
water
and
sediment.
c.
e.
Remove
control
wheel
lock,
f.
Check
baggage
door
for
stlcurity,
(IDa.
f2\:1,
Remove
rudd~r
~
b.
Disconnect
tail
u.
c.
Check
main
wheel
tire
for
inflation.
\:fV
h.
source
on
side
of
side
only).
Ii"
a.
@
Figure
1-1.
Check
oil
leveJ.
Do
not
operate
with
le.ss
than
six
quarts.
Fill
for
extended
Check
propeller
and
spinner
for
and
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
tube opening
tank
vent
opening:
for
Check
stall
warning
vent
opening
for
stoppage.
Same as
@).
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.
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.
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.
BEFORE ENTERING
THE
AIRPLANE.
Make an
exterior
inspection
in
accordance
with
1-1.
,
'I
BEFORE
5T
ARTING
THE
ENGINE.
(1)
Seats
and
Seat
Belts
Adjust
and
lock.
(2)
Brakes
--
Test
and
set.
~
(3)
(4)
Radios
and
Flashing
Beacon
--
"OFF."
Fuel
Selector
--
"BOTH ON.!!
I~
1
1-1
iv
1
STARTING
THE
ENGINE.
(1)
Master
Switch
"ON".
(2)
Carburetor
Heat
--
Cold.
(3)
Mixture
Rich.
(4)
Primer
--
2-5
strokes
(depending
on
temperature).
(5)
Throttle
--
Open
(6)
Propeller
Area
- -
Clear.
(7)
Ignition
Switch
--
"BOTH".
(8)
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).
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.
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
000
feet.
(2)
Power
--
Full
throttle.
(3)
Mixture
--
Full
rich
(unless
is
rough).
CRUISING.
(1)
Power
-2200 to 2700
RPM.
(2)
Trim
Tab
--
Adjust.
(3)
Mixture
--
Lean.
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
(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)
Mixture
--
Full
lean.
(2)
All SWitches - - Off.
(3)
Brakes
--
Set.
(4)
Control
Lock
- -
Installed.
MODIFIED
FUEL
MANAGEMENT
PROCEDURES
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.
1-4
1-5
--
In..
INstRUMENT
pANEL~
33 32
31
30
29
28
27
1.
2.
3.
4.
5. )
6. (Opt.
7.
a.
9.
Ammeter
10.
Fuel
and
Oil
11.
Suction
Gage
2 3 4 5 6
26 25
24 23 22
21
20
19
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.
Section
II
"~============~~~
_________
>.a_
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.
t"Of
fuel
system
servicing
information,
refer
to
Lubrication
and
Procedures
in
Section
N.
C
FUEL
Q~~m~A~~~
(U.S.GALLON~CJ
I
TANKS
NO.
USApLE
FUEL
ALL
fliGHT
CONDITIONS
ADDITIONAL
USABLE
FUEL
(LEVEL
FLIGHT)
UNUSABLE
FUEL
(LEVEL
FLIGHT)
TOTAL
I
FUEL
VOLUME,
EACH
LEFT
WING 1 18.0
got
1.0
gal.
0.5
gal.
19.5 gal.
RIGHT
WING 1 18.0 gal. 1.0
gal.
0.5
gal.
19.5
gal.,
Figure
2-2.
7
18
23.
24.
25.
26.
27.
28.
29.
30.
:n.
32.
33.
8 9
10
11
17
16
15
14 13
12
Trln1
Control
Wheel
CarburtHOr
Air
Heat
Control
Clrcuit
nreak~rs
Eledrical
Switches
Handle
''''''linn.ISI.rte,
Switch
Master
Switch
Primer
Fuel
Strainer
Drain
Knob
2-1
1-6
"
ltl-J
SYSTEM
_---,""",,_,-
I
'",~
IUGHT
FUEL
TANK
LEFT
FUEL
TANK
SELECTOR
I:'"
VALVE!
FUEL
•
EJ~INE"
STRAINER
t
THROTTLE
,I
1
....................
~
FUEL
····SCHEMATIC····
TO
MIXTURE
ENGINE
CONTHOL
..
KNOB
Figure
2-3.
FUEL
STRAINER DRAIN KNOB.
Refer
to
fuel
strainer
servicing
procedures,
Section
IV.
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.
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.
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.
2-2
2-3
__
ELECTRICAL
SYSTEM
SCHEMATIC
REGULATOR
'1
*STANDARD
MODEL 172
**SKYHAWK
ONLY
CIGAR
tiGHTER
(ODIE
Q) CIRCUIT
BREAKER
•
FUSE
*DIODE
-1\-
CAPACiTOR
MECHANICAL
CONNECTION
TO
NAVIGATION
LIGHT CIRCUIT
BREAKER
MAP
LIGHTS
TO
DOME
& OPT COURTESY
TO INSTRUMENT
8<
COMPASS
LIGHTS
TO
NAVIGATION
LIGHTS
TO
IGNITION.STARTER
SWiTCH
TO
WING
flAP
POSITION
INDICATOR
TO
WING
FLAP SYSTEM
TO
AUTOMATiC
PilOT
!OPT)
TO
AUDIO
AMPLIFIER
IOPT1
MAGNETOS
Figure
2-4.
LANDING
LIGHTS (OPT).
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.
flASHING
BEACON
(OPT).
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.
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.
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.
STARTING ENGINE.
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.
2-4
2-5
CODE
TAXIING
DIAGRAM
..
•
'~
..
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.
WIND
DIRECTION
,
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
.
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.
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
2-6
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.
TAKE-OFF.
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
air-
to
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 0 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.
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,
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.
CROSSWIND
TAKE-OFFS.
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.
2-8
2-9
NOTE
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.
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.
NOTE
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.
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
ALTITUDE
RPM
ITRUE AIRSPEED I
RANGE
Sea
Level
2450 123 520
5000 ft. 2560 128 540
7000 ft.
Full
Throttle
130 550
All
figures
are
based
on
lean
mixture,
36
gallons
of
fuel
(no
reserve),
zero
wind,
standard
atmospheric
conditions,
and
2300
pounds
gross
weight.
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.
ST
ALLS.
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.
LANDING.
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,
heavy
braking
as
required.
more
effic
ient
braking.
lower
the
nose
gear
to
the
ground
and
apply
RaiSing
the
flaps
after
landing
will
provide
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
2-10
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
pro-
through
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.
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.
Turn
ignition
switch
to
"BOTH. "
Open
throttle
1/4"
and
engage
starter.
Preheat:
(1)
Prime
the
engine
six
to
ten
strokes
while
the
propeller
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
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.
Take-off
is
made
normally
with
carburetor
heat
off. Avoid
excessive
leaning
in
cruise.
Carburetor
heat
may be
used
to
overcome
any
occasional
roughness.
2-12
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.
HOT
WEATHER
OPERATION.
The
general
warm
temperature
starting
information
on page
2-5
is
appropriate.
Avoid
prolonged
engine
operation
on
the
ground.
-.
Section
III
E=====~~~
_____>
___
OPERATING
LIMITATIONS
OPERATIONS
AUTHORIZED.
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,
flight
load
factors
apply:
the
following
gross
weight
and
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
...........
. . 2000
lbs
Flight
Maneuvering
Load
Factor,
Up
~4.
4
-1.
76
Flight
Maneuvering
Load
Factor,
Flaps
Down
+3.5
No
aerobatic
maneuvers
are
approved
except
those
listed
below:
MANEUVER RECOMMENDED ENTRY
SPEED
Chandelles
. 122 mph (106
knots)
Lazy
Eights
122 mph (106
knots)
Steep
Turns
122 mph (106
knots)
Spins Slow
Deceleration
Stalls
(Except
Whip . Slow
Deceleration
The
oaggage
campar'
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.
AIRSPEED LIMITATIONS.
The
following
are
the
certificated
calibrated
airspeed
limits
for
your
Cessna:
Maximum
(Glide
or
dive,
smooth
air).
•.•
174 MPH
line)
Caution
Range
140-174
MPH
arc)
Normal
Range • . . . . . . • . . • •
59-140
MPH
arc)
Range .
52-100
MPH (white
arc)
Speed* . . . . .
•.
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
ENGINE
INSTRUMENT
MARKINGS.
OIL
TEMPERATURE
GAGE.
Normal
Operating
Range
Green
Arc
Maximum
Allowable 240
OF
(red
line)
Oil
PRESSURE
GAGE.
Minimum
. •
10
psi
(red
line)
Normal
30-60
psi
(green
arc)
Maximum
. . 100
psi
(red
line)
FUEL
QUANTITY
INDICATORS.
Empty
(1.
50
gallons
unusable
each
tank) . . . . . • . E
(red
line)
TACHOMETER.
Normal
Range:
At
sea
level
. 2200-2500 (inner
green
arc)
At 5000
feet
2200-2600 (middle
green
arc)
At
10,000
feet
.
2200-2700
(outer
green
arc)
Maximum
Allowable . • . . . . . 2700
(red
line)
3-2
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:
Take
the
licensed
Empty
Weight
and
Moment/lOOO
from
the
and
Balance
Data
sheet,
plus
any
noted
on
forms
carried
in
your
airplane,
and
write
them
down
in
the
Using
the
Loading
Graph,
determine
the
moment;
be
carried.
Total
the
weights
and
moments/lOOO
and
use
the
Center
of
Moment
Envelope
to
determine
whether
the
point
falls
within
the
and
if
the
loading
is
acceptable.
172
'LE
LO~DING
PROBLEM
-
l.
licensed
Empty
Weignt
(Sample
Airplane)
•••
2.
Oil
. 8
QIs.*
..........................................
3.
Pilot
8.
Fronl
Pass.nger
.............................
4.
Fuel.
(36
Gal
01
6#/Gal)
..........................
5.
Rear
PO,$$engers.
,
......................
"'
.................
6.
80ggage
(or
Passenger
on Auxiliary Seal)
......
7.
Tolal
Aircraft
Weight
(loaded)
••••••••••••••••••
Sample
Airplane
Weight
(Ib.l
1324
15
340
216
340
65
2300
Moment
(Ib -in
•.
fl
OOO
)
4B.2
-0.3
12.2
lOA
23.B
6.2
100.5
III1IIII1
Your
Airplane
Weight
Moment
15
-0.3
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.
o
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....
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to
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.LHDI:!IM. .L.fV'HOHIV
a:!IaVO'l
Section
If
~======~==_~d~
~
~
=
RE
THE
AIRPLANE
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
'j
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.
GROUND
HAN
NG.
The
airplane
is
most
easily
and
safely
maneuvered
by hand with the
tow-bar
attached
to the
nosewheel.
NOTE
When
using
the
tow-bar,
never
exceed
the
turning
of
30
0,
either
side
of
center,
or
damage
to
the
gear
will
result.
MOORING
YOUR
AIRPLANE.
~
Proper
tie-down
procedure
is
your
best
precaution
against
to
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.
3-6
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.
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
clean-
A thin,
even
coat
of
wax,
polished
out by
hand
with
clean
soft
flan-
will
fill
in
minor
scratches
and
help
prevent
further
scratching.
Do
not
use
a
canvas
cover
on the
windshield
unless
freezing
rain
or
sleet
is
antiCipated
since
the
cover
may
scratch
the
plastic
surface.
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.
Waxing
is
unnecessary
to
keep
the
painted
surfaces
bright.
However,
if
desired,
the
airplane
may
be
waxed with a good
automotive
wax. 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.
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.
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.
PROPE 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
4-2
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.
INSPECTION
SERVICE
AND
INSPECTION
PERIODS.
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
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)
.
B.
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.
C.
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.
4-4
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.
DAilY
FUEL
TANK
FILLERS:
Service
after
each
flight
with
80/87
minimum
fuel.
The
capacity
of
each
wing
tank
is
19.5
gallons.
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.
SERVICING
INTERVALS
CHECK
LIST
EACH
50
HOURS
BATTERY
Check
and
service.
Check
oftener
(at
least
every
30
days)
if
operating
in
hot
weather.
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
II
SERVICE
MANUALS AND
PARTS
CATALOGS
FOR
YOUR
AIRCRAFT
j<jNGINE
AND ACCESSORIES
ELECTRONICS
300
SERIES
AUTOPILOT
-
NAV-O-MATIC
300 AND 400
II
COMPUTERS
II SALES AND SERVICj<j
DEALER
DIRECTORY
II DO'S AND DON'TS ENGINE
BOOKLET
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.
Section
f
"~============~::~-------->11111111~
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
lean-
technique
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.
4-8
5-1
• •
I
<:.n
N
>Tj
~.
...,
(!)
<:.n
,
N
<:.n
c..:>
~Q~
m;oO
-0
0
Q(I)r-
~(I)~
-
... ... ...
,..
,..
,..
l> l> l>
"0
"0
"0
"" ""
""
.jIo
c:
-
0 =
0
"0
:z
0
0
,.
f.n
f.n
0
h)
.....
00
0
•
"U
0
m
""
0
"'1'1
"'1'1
V')
-t
l>
.....
.....
Z
Q
V')
'"tI
m
m
C
V')
:I
"U
::t
,.
n
'"
1o.,):IIP
f.n
f.n
f.n
0:Z
,.
....
C':I
'IC)
o ,....
......
-=
.....,
CI:I
.:IIP
f.n f.n
0-
0:Z
0-
00
f.n
0:::10::
-
-0-
0-
.....
CO
0
00
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fTj
.....
cra
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('I)
<:.n
:-
I
;:!Ji~
:lIP
'
.--
-.::'I
:lIP
c:.,., -.::'I
c:.,.,
=:I
.::::::>
c:::
=e
-.::'I
:z
C"':) C"':)
::Ii:OD
:lIP
c:.,., c:.,.,
co
co
til til
00.
til
•
0-
0.
W
..... .....
10.,)
-
co
co
0
-
-0
co
0
-0
-0 -0
-0
co
• -
0
co
-
• -
.....
•
~
co
-
w
co
:.:-
c:.,.,
-•
0
til
0
(1)0
0
.....
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co
0
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-
-
0
-
10.,)
0
--
w
-
•
0
0
l>
:;;c
c.n
"'t:I
'm
I~
n
0
:;;c
;:ICI
'm
n
-t
0
Z
-t
l>
0:1
r-
m
TAKE-Off
DATA
TAKE-OFF DISTANCE FROM HARD
SURFACE
RUNWAY I
FLAPS
UP
WEIGHT
AT
SO
FT,
WIND
LBS.
MPH KNOTS
0
2300 I
70
10
20
0
2000
65
10
20
0
1700 I 60 10
20
@ S.L &
59°
F
GROUND
TOTAL
RUN
TO
CLEAR
50'
OBS.
865 1525
615 1170
405
850
630 1095
435 820
275 580
435 780
290 570
175 385
@
2500
II. &
50°
F
GROUND
TOTAL
RUN
TO
CLEAR
50'
OBS,
1040
1910
750
1485
505
1100
755 1325
530 1005
340
720
520
920
355 680
215
470
@
5000
fl, &
41°
F
GROUND
TOTAL
RUN
TO
CLEAR
50'
OBS,
1255 2480
920
1955
630
1480
905 1625
645 1250
425
910
625 1095
430 820
270 575
@
7500
It,
8.
32
0 F
GROUND
TOTAL
RUN
TO
CLEAR
50'
OBS,
1565 3855
1160 3110
810 2425
1120 2155
810 1685
595 1255
765 1370
535 1040
345 745
GROSS I lAS I
HEAD
~OTES:
l.
Increase
distance
I
DC(;
for
each
25°F
above
standard
for
particular
altitude.
2,
For
operation
on a
dry,
grass
rUIrway,
increase
distances
Hground
run'l
and '"total
to
clear
50
ft.
obstacle!') by
7C;C
of
:.he
'lota~
to
clear
50
ft.
obstacle"
figure.
MAXIMUM RATE-Of-CLIMB
DATA
GROSS @ S,L. &
59°
F @
5000
ft.
8.
41'F
@
10,000
II.
8.
23
0 F @
15,000
It.
8.
5°
F
WEIGHT
lAS
RATE
OF
GALS
lAS
RATE
OF
FROM
lAS
RATE
OF
FROM lAS
RATE
OF
FROM
LBS,
MPH
CLIMB
OF
FUEL
MPH
CLIMB
Fth
MPH
CLIMB
Fiji'L MPH
CLIMB
Fuh
FTjMIN,
USED
FT/MIN.
USEO
FT/MIN.
USED
FT/MIN.
USEO
2300
80
645
1.0
78
435
2.6
77
230
4.8
76
22
2000
77
840
1.0
76
610
2.2
74
380
3,6
73
155
1700
70
315
4.4
NOTES: 1.
Flaps
up, full
throttle
and
mixture
leaned
for
smooth
operation
above 5000
ft,
2.
Fuel
used
includes
warm-up
and
take-off
3.
For
hot
weather,
decrease
rate
of
climb
20
ft.
for
each
lOaF
above
standard
day
temperature
for
particular
altitude.
Figure
5-3.
I
11.5
6.3
CRUISE & RANGE
Gross
Weight-
2300
lbs
.•
PERFORMANCE
Standard
Conditions.
Zero
Wind.leon
Mixture,.
172SKYHAWK
36
Gal.
of
Fuel
(No
Reserve)
NOTE:
Maximum
crvi~e
is
normally
IimHed
to
75%
pOWer.
For
standard
l72
performon(;e,
subtract
1
MPH
from
the
higher
cruise
speeds
shown.
ALT.
RPM
%
BHP
TAS
GAL.I
ENDR.
RANGE
MPH
HOUR HOURS
MILES
2500 2700 93 138
10.5
3.4
470
2600 84 131
9.5
3.8
495
2500 75 125
8.5
4.2
530
2400 67 119
7.6
4.7
560
2300 59 113
6.8
5.3
595
2200 52 106
6.2
5.8
615
2100 46
100
5.7
6.4
635
5000 2700
87
136
9.8
3.7
500
2600
78
130
8.8
4.1
525
2550 74 127
8.4
4.3
550
2500 70 124
7.9
4.5
560
2400 62 118
7.1
5.1
600
2300 55 111
6.4
5.6
625
2200 49 105
5.9
6.1
640
2100 44
98
5.5
6.4
640
7500 2650 77 132
8.7
4.2
550
2600 73 129
8.2
4.3
560
2500
65
123
7.4
4.9
600
2400
58
116
6.7
5.3
620
2300 52 110
6.1
5.9
650
2200
47
103
5.7
6.4
655
2100 42 97
5,3
6.7
655
10,000
2600 68 128
7.7
4.7
605
2500 61 121
7.0
5.2
625
2400 55 115
6.4
5.6
645
2300 49 108
5.9
6.1
655
2200 45 102
5.5
6.6
670
2100
41
96
5.2
6.8
655
12,500
2600 63 126
7.2
5.0
630
2500
57
120
6.6
5."4
2400 52 113
6.1
5.9
2300 47 107
5.7
6.3
670
2200 43 101
5.4
6.6
670
The
performance
figures
above
apply
to
aircroft
equipped
with
(:I
standard
McCauley
IC172/EM7653
propeller.
Refer
to
figure
5~5
for
information
concerning
aircraft
with
an
optional
McCauley
lC172/EM7651
climb
propeller.
---
---
----
---
•
!
I
!
CRUISE
AND
RANGE
PERFORMANCE
With McCauley
lC172/EM
7651
Propeller
To
obtain
same
%
BHP
as
shown
in
adjoining
figure
and
on
Cessna
Power
Computer,
increase
RPM
as
follows:
For % BHP Increase
RP
M
75
+20
RPM
70
+10
RPM
65
(and
lower)
o RPM
The
faster
turning
climb
propeller
gives
a
slight
loss in
cruise
speed
at
a
given
%
BHP
as
shown
below:
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
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.
Figure 5-5.
Figure 5-4.
5-5
5-4
--
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
TRANSFER
PUMP
SWITCH
IIl=CID
/
TRANSFER
PUMP
THROTTLE
<",'=K}
--"""1""..---
I ....
TO
............
In:??:a
FUEL
I,EFT
FUEL
TANK RIGHT
FUEL
TANK
..
TO
" ENGINE
T
+
FUEL
STRAINER
.
1·;
+
ENGJNE If
~
w
MIXTURE
SYSTEM
CONTROL
..
KNOB
SCHEMATIC
=
WITH
OPTIONAL
AUXILIARY
FUEL
TANK
SYSTEM =
AUXILIARY
FUEL
TANK
Figure
6-1.
(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:
(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.
NOTE
Transfer
of
total
fuel
from
the
auxiliary
tank
will
take
from
45
minutes
to
1
hour.
Return
fuel
selector
valve
handle
to "BOTH"
position
after
right
tank,
or
if
desired
switch
a~ain
to
right
main
tank.
IMPORTANT
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
6-2 6-3
r
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.
Before
connecting
a
generator
external
power
source,
the
mas-
ter
switch
should
be
turned
on.
This
is
especially
important
on
the
Model
172
since
it
will
enable
the
battery
to
absorb
transient
which
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.
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.
Lllllllldlt::
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'.
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.
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.
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.
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.
I
RADIO
SELECTOR
SWITCHES I
TRANS
(
g:
\
SPKR
-----.,.
1 2
@@@
PHON15
----
.....
Figure
6-2.
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
auto-
The
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.
TRUE
AIRSPEED
INDICATOR
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.
6-6
6-7
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
2-7
c
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
warm-up,
Brake
Master
Cylinders,
4-7
Index-l
pm
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
G
Glide,
Maximum,
5-7
Go-Around
Climb,
2-10
Gross
Weight,
inside
front
cover
Ground
Handline:.
4-1
6-4
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
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,
flashing
beacon,
2-5
landing,
2-5
3-2
3-3
Loading
Problem,
Sample,
3-4
Lubrication
and
Servicing
Procedures,
4-6
M
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
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.
~------~------~
SERVICING REQUIREMENTS
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.
1f)3g-~3K
I\!
Ill'l;)tj
...
()
,Sie
//e/Vb~:Jg/2
, 1 (.fl(5 :
))/)
{ I
r!
4j
(HDd
VR
~
I
);>,?l,
OJ
,]
~
7,)C
1
74
(:::>
VI )4
Z3
-n1
/
...
,
..
"1
AKE Y R N
HOME
FO,(
SERV
CI:
AT
HIE SIGN
OF
Uf.
CESSNA SHII:LD".
CESSNA AIRCRA c
PANY
-~
WICHHA, KANS

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