PIOT'SOPERATING
HANDBOOK
A*l9n
Skyhawk
CESSNAMODELI72N
N1 3 1 1 1
L=
*,rF 11e67l(?
PERFORUANCESPEcIFICATIONS
CESSNA
MODEL 172N
PERFORMANCE
SPECIFICATIONS
S PEED:
llarrmum at Sea Lcvel
Cnrise, ?Stc Pwer at 8000 Ft .
CRL-ISE: Recommended l-ean Mixture with fuel allowance for
engine start, taxi, takeoff, climb and 45 minutes
reserve at 45acpower.
?5]r Pover at 80O0 Ft .
Range
{O Gallms Us$le F\el
Time
?Str Pcner at 8000 Ft .
Range
5OGallons Usable l\rel
Time
llaximum Range at 10,000 Ft
Range
{O Gallms Usable F\rel
Time
Ilarimum Range at 10,000 Ft
Range
5OGallons Us$le F\el
Time
RATE OF CLIMB AT SEA LEVEL
SERVTCECEXLII,TG
TAKEOFF PERFORMANCE:
Grqrnd Roll
Totd Distance Over 50-Ft Obstacle
IA:fDb|3 PENFORMANCE:
Grourd Roll
Total Distance Over 50-Ft Obstacle
S TAL L S P E E D ( CA S ) :
PleFs Up, Power Off
fhps Dwn, Power Off .
}IATTMUM WEXGHT
STAh-DARDEMPTY WEIGHT :
Sk3rha*k.
Sk-vhawkII .
}TAXIML'M I,'SEFUL LOAD:
Skyhawk .
Skyhavk II .
BArcAGE ALLOWANCE
tffIIG LOADING: Pounds/Sq Ft
PWER I,OADING: Pounds/HP
Ft'EL CAPACITY: Total
Standard Tanks
L-org Rarge Tanks
orl- CAPACTTY
E!{GII\-E: Avco Lycoming
160 BHP at 2700 RPM
PROPELLER: Fixed Pitch. Diameter
o r6 2 -r 3
125 KNOTS
L22 KNOTS
485 NM
4. 1 HRS
630 NM
5.3 HRS
575 NM
5.7 HRS
?50 NM
?.4 HRS
??O FPM
14,200 FT
80b FT
1440 FT
520 FT
1250 FT
50 KNOTS
44 KNOTS
23OOLBS
1379 LBS
1403 LBS
921 LBS
897 LBS
120 LBS
13.2
14. 4
43 GAL.
54 GAL.
6 QTS
O-320-H2AD
?5 IN.
N13171
PILOT'S
HANDBOOK
OPERATING
\
n \.-
LESSNA.
S K Y H AWK
1977 MODEL172N
S e ri o l N o .
Regis lr olion
17e6716?
No.
M7 3?tt
T H ISH A N D BOOK IN C L UD E 5 T HE IU A TE R IA T
REOU IR E O
T O B E F U R N ISH EDTO TH E P ITOT
B Y C A RP AR T3
C ES SN A AIR C R AF T C O ' UP A N Y
W IC H IT A , K AN SA S, U S A
3.,
.c,
xi*
r*;q1'1
*&il
*
I
CONGRATUI,ATIONST
:'
lt,
*)
CESSNA
MOD E L 1?2N
. . S. .
C O N C RA T ULATI ON
and constructed
hasbeendesigned
owners! Your Cessna
Welcometo the ranksof Cessna
to giveyou the mostin performance,
economy,and comfort. lt is our desirethat you will find
a pleasant
andprofitableexperience.
or pleasure,
flyingit, eitherfor business
This Pilot'sOperatingHandbookhasbeenpreparedasa guideto helpyou get the most
equippleasure
and utility from your airplane.lt containsinformationaboutyour Cessna's
for its servicingand care. We
and performance;
and suggestions
ment, operatingprocedures,
urgeyou to readit from coverto cover,and to referto it frequently.
of a Cessna.Worldwith your purchase
hasnot ceased
Our interestin your flying pleasure
CustomerServicesDepartment
backedby the Cessna
wide,the CessnaDealerOrganization
are offeredby most CessnaDealers:
standsreadyto serveyou. The followingservices
for partsand labor,is available
THE CESSNAWARRANTY,which providescoverage
at CessnaDealersworldwide. Specificbenefitsand provisionsof warranty,plus other
importantbenefitsfor you, are containedin your CustomerCareProgrambook,supplied with your airplane.Warrantyserviceis availableto you at authorizedGessna
of your CustomerCareCardwhich
Dealersthroughoutthe world upon presentation
your eligibilityunderthe warranty.
establishes
expertservice.
to provideyou with courteous
FACTORYTRAINED PERSONNEL
t n da c c u r a t e
t o pr ov idey o u e f f i c i e n a
F A CT ORYAPPROVEDS ERVI CEEO UI PM ENT
workmanship.
A S T OCKOF GENUINECESSNASERVI CEPARTSon han dw h e ny o u n e e dt h e m .
.
T HE LATESTAUTHORI TATI VEI NFO RM ATI O NFO R SER V I C I N GC E S S N A
haveall of the ServiceManualsand Parts
Dealers
AIRPLANES,sinceCessna
kept currentby ServiceLettersand ServiceNewsLetters,publishedby
Catalogs,
Aircraft Company.
Cessna
to the fullest.
ownersto usethe CessnaDealerOrganization
We urgeall Cessna
your new airplane.The Directoryis
A currentCessnaDealerDirectoryaccompanies
revisedfrequently,and a currentcopy can be obtainedfrom your CessnaDealer. Make
your Directoryone of your cross-country
flight planningaids;a warm welcomeawaitsyou
at everyCessnaDealer.
11
CESSNA
MODEL 1?2N
TABLE OF CONTEI.ITS
TABLEOF CONTENTS
SECTION
CENERAL
. 1
LIMITATIONS
. 2
EMERCENCY
PROCEDURES
. . . . . . . . . . 3
N O R M A L P R OC E D U R E S .. ..
....
4
PE R F O RMA N C E .. ..
5
wErcHT & BALANCE/
EQUTPMENT
LIST.. . . . .
6
AIRPLANE
& SYSTEMS
D E S C R IP T ION S .
.....7
AIRPLANE
HANDLINC,
S E R V IC E & MA IN T E N A N C E. ..
SUPPLEMENTS
(OptionalSystems
Description
&OperatingProcedures)
B
. . . 9
This handbook will be kept current by Service Letters published by CessnaAircraft
Company. These are distributed to CessnaDealers and to those who subscribe
t hr o u g h t h e O w n e r Fo llo w- Up Syste m . lf yo u a r e n o t r e cei vi ngsubscri pti onservi ce,
you will want to keep in touch with your CessnaDealer for information concerning
t he c h a n g es t a t u s o f th e h a n d b o o k. Su b se q u e n tch a n g e sw i l l be made i n the form
of stickers. These should be examined and attached to the appropriate page in the
ha n d b o o k i m m e d i a t ely a fte r r e ce ip t; th e h a n d b o o k sh o u l d not be used for operational purposes until it has been updated to a current status.
iiil(iv blank)
S E C TION 1
GENERAL
C ESSN A
MODEL 172N
o N1
SECT
CENERAL
T A B TE OF CON IE N TS
Page
Three View
Introduction
Descriptive Data
Engine
Propeller
Fuel
oil
Murimum Certificated Weights
Standard A irplane Weights
Cabin and Entrv Dimensions .
Baggage Space and Entry Dimensions .
Specific Loadings.
Symbols, Abbreviations and Terminology
General Airspeed Terminology and Symbols .
Meteorological Terminology .
Engine Power Terminology
Airplane Performance and Flight Planning Terminology
Weight and Balance Terminology .
l-2
1-3
1-3
1-3
1-3
1-3
l -4
1-5
1-5
1-5
1-5
1-5
1-6
1-6
1-6
L-7
l-7
l-7
1-1
CESSNA
MODEL 172N
SECTION 1
GENERAL
rflAX.
'1. Wing span shown wtth strobe lights
Installed.
2.
Maxrmum herght shown wrth nose
gear depressed,all trres and nose
strut properly Inflated,and flashrng
beaconInstalled.
3.
Wheelbaselength ts 65"
4.
Propellerground clearances 11 3/4"
5.
Wing areats 174 squarefeet.
6.
Minrmumturntng radius(*ptvot polnt
to outboard wtng ttp) rs 27' 5lz"
*
PIVOT POINT
l-.- ,,
F i g u re 1 -1 . Three View
1-2
C ESSN A
MODEL 172N
S E C TION 1
GENERAL
I NT R O D U C T I ON
This handbook contains 9 sections, and includes the material required
to be furnished to the pilot by CAR Part 3. It also contains supplemental
data supplied by Cessna Aircraft Company.
Section 1 provides basic data and information of general interest. It
also contains definitions or explanations of symbols, abbreviations, and
terminology commonly used.
DES CRI PTI VDEA T A
ENGINE
Number of Engines: 1.
Engine Manufacturer: Avco Lycoming.
Engine Model Number: O-320-HZAD.
Engine Type: Normally-aspirated, direct-drive, air-cooled,
horizontally- opposed, carburetor equipped, four-cylinder engine
with 320 cu. in. displacement.
Horsepower Rating and Engine Speed: 160 rated BHP at 27O0RPM.
PR OPET LE R
Propeller Manufacturer: McCauley Accessory Division.
Propeller Model Number: 1C160/DTM7557.
Number of Blades: 2.
Propeller Diameter, Maximum: 75 inches.
Minimum: 74 inches.
Propeller Type: Fixed pitch.
FUEL
Approved FueI Grades (and Colors):
100LL Grade Aviation Fuel (Blue).
100/ 130) Grade Aviation
100 (Formerly
Fuel (Green).
1-3
SEC TION 1
GENERAL
CESSNA
MODEL 172N
FueI Capacity:
Standard Tanks:
Total Capacity: 43 gallons.
Total Capacity Each Tank: 21.5 gallons.
Total Usable: 40 gallons.
Long Range Tanks:
Total Capacity: 54 gallons.
Total Capacity Each Tank: 27 gallons.
Total Usable: 50 gallons.
NOTE
To ensure maximum fuel capacity when refueling, place
the fuel selector valve in either LEFT or RIGHT position to prevent cross-feeding.
or t
Oil Grade (Specification):
MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish
supply furing first 25 hours and at the first 25-hour oil change.
Continue to use until a total of 50 hours has accumulated or oil
consumption has stabilized.
NOTE
The airplane was delivered from the factory with a corrosion preventive aircraft engine oil. This oil should be
drained after the first 25 hours of operation.
MIL-L-22851 Ashless Dispersant Oil: This oil must be used after
first 50 hours or oil consumption has stabifZ6.Recommended Viscosity For Temperature Range:
MIL-L-6082 Aviation Grade Straight Mineral OiI:
SAE 50 above 16oC (60oF)
SAE 40 between -1oC (30'F) and 32oC (90"F).
SAE 30 between -18oC (0"F) and 21oC (70oF).
SAE 20 below -LzoC(10"F).
MIL-L-22851 Ashless Dispersant Oil:
SAE 40 or SAE 50 above 16oC (60'F).
SAE 40 between -1oC (30'F) and 32oC (90"F).
SAE 30 or SAE 40 between -18oC (0"F) and 21oC (70"F).
SAE 30 below -12oC (10"F).
Oil Capacity:
Sump: 6 Quarts.
Total: 7 Quarts (if oil filter installed).
L- 4
SECTION 1
GENERAL
C ESSN A
MODEL 172N
fi TAXIft I U f r T CE RT I F IC AT E DWE IG H IS
Takeoff, Normal Category: 2300 lbs.
Utility Category: 2000 lbs.
Landing, Normal Category: 2300 lbs.
Utility Category: 2000 lbs.
Weight in Baggage Compartment, Normal Category:
BaggageArea 1 (or passenger on childrs seat)-station 82 to 108:
120 lbs. See note below.
BaggageArea 2 -Station 108 to 142: 50 lbs. See note below.
NOTE
capacity for baggageareas
weight
The murimum combined
1 and 2 is 120 lbs.
Weight in Baggage Compartment, Utility Category: In this category,
baggage compartment and rear seat must not be occupied.
STAN DA R, D A I RP T A N E WE IG H T S
Standard Empty Weight, Skyhawk:
Skyhawk II:
Maximum
Useful
Load:
Normal. Categor
Skyhawk:
Skyhawk
1379 lbs.
1403 lbs.
II:
@
897 lbs.
621 lbs.
597 lbs.
C ABIN A ND E NT R Y D Ifrl EN SION S
Detailed dimensions of the cabin interior and entry door openings are
illustrated in Section 6.
BAGG A G E S P A CE A N D EN IR Y D Iftl EN SION S
Dimensions of the baggagearea and baggagedoor opening are illustrated in detail in Section 6.
SPECI F I C LO A DI NG S
Wing Loading: 13.2 lbs./sq. ft.
Power Loading: 14.4lbs./hp.
1-5
CESSNA
MODEL 172N
SECTION 1
GENERAL
SYMB O L S , AB B R ,E V IA T ION S A N D TERMINOTOGY
GENER ,A LA I RS P E E D I E R frl IN O L OGY
AN D SY ft TB OI.S
KCAS
Knots Calibrated Airspeed is indicated airspeed corrected
emor and expressed in knots.
Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level.
KIAS
Knots Indicated Airspeed is the speed shown on the airspeed
in knots.
KTAS
Knots True Airspeed is the airspeed expressed in knots relwhich is KCAS corrected for altitude
ffiir
and temperature.
VA
Maleuvering Speedis the maximum speed at which you may
use abrupt control travel.
vrn
Ma:<imuLFlap E-xtendedSpeedis the highest speed permissible with wing flaps in a prescribed extended position.
vNo
Ma:<imum Struchrral Cruising Speed is the speed that should
, then only with caution.
VNE
Never Exce-gdSpeed is the speed limit that may not be exceededat any time.
vs
Stalling Speedor tlgminimum
the airplane is controllable.
uto
Stalling Speedor the nginimum steady flight speed at which
the airplane is controllable in the landing configuration at
the most forward center of gravity.
Vy.
z1
Best Angle-of-CLmb Speedis the speed which results in the
greatest gain of altitude in a given horizontal distance.
Vy
Best Rate-of-Cliqb Speedis the speed which results in the
greatest gain in altitude in a given time.
steady.lJight :peed at which
, N ETEOR Ot O G I C A L T ER ' N IN OT OGY
OAT
1-6
Outside Air Temperature is the free air static temperature.
r degrees Celsius (formerly Centigrade) or degrees Fahrenheit.
CESSNA
MODEL 172N
is 15"C at sea level pressure altitude
for each 1000 feet of altihrde.
Standard
Temperature
Pressure
Altitude
SECTION 1
GENERAL
Pressure Altitude is the altitude read from an altimeter
when the altimeter's barometric scale has been set to 29.92
inches of mercury (1013 mb).
ENGINE P O W E R TER fi IIN O tOGY
BHP
BraEe Horsepower is the power developedby the engine.
RPM
Revolutions Per Minute is engine speed.
Static
RPM
Static RPM is ergine speed attained during a full-throttle engii.e mnup when the airplane is on the ground and stationary.
AIR PtA N E P E RF O R ' VIA N C EAN D F T IG H TP T AN N IN G TE R ' U IN OLOGY
Demonstrated
Crosswind
Velocitv
Demonstrated Crosswind Velocitv is the velocitv of the crosse control of the airplane
during takeoff and landing was acfually demonstrated during
certification tests. The value shown in not considered to be
Iimiting.
Usable Fuel Usable F\rel is the fuel available for flight planning.
Unusable Fuel is the quantity of fuel that can not be safely
Unusable
Fbel
Titrfri.
GaA-in
GPH
Gallons Per Hour is the amount of fuel (in gallons) consumed
ffi
NMPG
Nautical Miles Per Gallon is the distance (in nautical miles)
gallon of fuel consumed at a specific engine power setting and/or flight configuration.
g
g is acceleration due to gravity.
WEIGHT A ND B A L A N C E T ER ' V IIN OL OGY
Reference
Datum
Reference Datum is an imaginary vertical plane from which
are measured for balance purposes.
ffitances
Station
Station is a location along the airplane fuselage given in
Tffis of the distance from the reference datum.
t-7
SECTION 1
GENERAL
CESSNA
MODEL 172N
Arm
Arm is the horizontal distance from the reference dahrm to
Tfre-centerof gravity (C. G. ) of an item.
Moment
Moment is the product of the weight of an item multiplied by
iis arrn- (Moment divided by the constant 1000 is used in
this handbookto simplify balance calculations by reducing
the number of digits. )
Center of
Gravity
(C. G. )
Center of Gravity is the point at which an airplane, or equipif suspended. Its distance from the
@ce
reference datum is found by dividing the total moment by the
total weight of the airplane.
C. G.
Arm
Center of Gravity Arm is the arm obtained by adding the
and dividing the sum by the
@oments
total weight.
C. G.
Limits
C"nt"-" of G"*ityli
are the extreme center of gravity
airplane must be operated at a
given weight.
S t a n d a rd S t @is t heweig h to fa s ta n d a rd a i rp Ia n e ,
Empty
fuII operating fluids and full engine
@
Weight
oil.
Basic Empty Basic Empty Weight is the standard empty weight plus the
Weight
weight of optional equipment.
Useful
Load
Useful Load is the difference between takeoff weight and the
Effipitweight.
Gross
(Loaded)
Weight
Gross (Loaded) Weight is the loaded weight of the airplane.
Maximum
Takeoff
Weight
Maximum Takeoff Weight is the maximum weight approved
run.
Maximum
Landing
Weight
Ma.lcimum Landing Weight is the ma:<imum weight approved
Tare
Tare is the weight of chocks, blocks, stands, etc. used
iffiin weighing an airplane, and is included in the scale readings. Tare is deductedfrom the scale reading to obtain the
achral (net) airplane weight.
1- 8
C ESSN A
MODEL 172N
SECTION 2
LIMITATIONS
2
SECTION
LIMITATIONS
T A B LE OF C ON TE N TS
Page
Introduction
Airspeed Limitations
Airspeed Indicator IMarkings
Power Plant Limitations
Power Plant Instnrment Markings
Weight Limits
Normal Cbtegory .
Utility Ch.tegory
Center of Gravity Limits
Normal Cbtegory .
Utility Category
Maneuver Limits
Normal Ca.tegory .
Utitity Category
Flight Load Factor Limits
Normal Category
Utility Category
Kinds of Operation Limits .
FueI Limitations
Placards
2-3
2-4
2-5
2-5
2-6
2-6
2-6
z- 7
2-7
2-7
2-7
2-7
2-7
2-7
2-8
2-8
2-8
2-9
2-9
2-LO
2-t/ (2-2 blank)
C ESSN A
MODEL 172N
SECTION 2
LIMITATIONS
I NT R O D U C T I ON
Section 2 includes operating limitations, instrument markings, and
basic placards necessary for the safe operation of the airplane, its engine, standard systems and standard equipment. The limitations included in this section have been approved by the Federal Aviation
Administration.
When applicable, limitations associated with optional
systems or equipment are included in Section 9.
NOTE
The airspeeds listed in the Airspeed Limitations chart
(figure 2-1) and the Airspeed Indicator Markings chart
(figure 2-2) are based on Airspeed Calibration data
shown in Section 5 with the normal static source. If the
alternate static source is being used, ample margins
should be observed to allow for the airspeed calibration
variations between the normal and alternate static sources as shown in Section 5.
Your Cessna is certificated under FAA Type Certificate No. 3,4.12as
Cessna Model No. 172N.
2-3
SECTION 2
LIMITATIONS
CESSNI
MODEL 172}
A I R , S PEED
TIM IT A TION S
Airspeed limitations and their operational significance are shown in
figure 2-1.
SPEED
KCAS
KlAS
REMARKS
Vl te
Never Exceed Speed
158
160
Do not exceed this speed in
any operation.
Vruo
MaximumStructural
CruisingSpeed
126
128
Do not exceedthis speed
exceptin smoothair, and
then only with caution.
V4
Maneuvering
Speed:
2300 Pounds
1950Pounds
1600Pounds
96
88
80
97
89
80
Do not make full or abrupt
control movements above
this speed.
MaximumFlap Extended
Speed
86
85
Do not exceed this speed
with flaps down.
MaximumWindowOpen
Speed
158
160
Do not exceed this speed
with windows open.
Vre
Figure 2-1. Airspeed Limitations
2-4
SECTION 2
LIMITATIONS
CESSN A
MODEL 172N
A I RS P E E D I N DIC A T OR MA R K IN GS
Airspeed indicator markings and their color code significance are
shown in figure 2-2.
MARKING
KI AS VALUE
O R RANG E
White Arc
41 - 85
Full Flap OperatingRange. Lower
lirnit is maximumweightVgo in
landingconfiguration.Upperlimit
is maximumspeedpermissible
with
flaps extended.
GreenArc
47 - 128
Normal OperatingRange. Lower limit
is maximumweightVg at most forward
C.G. with flaps retracted. Upper limit
is maximumstructuralcruisingspeed.
Yellow Arc
128- 160
Red Line
160
SIGNIFICANCE
Operations must be gonducted with
ca u tio n a n d onl y i n smooth ai r.
Maximumspeedfor all operations.
Figure 2-2. Airspeed Indicator Markings
P OWER PL AN T TIMITA TIO N S
Engine Manufacturer: Avco Lycoming.
Engine Model Number: O-320-HZAD.
Engine Operating Limits for Takeoff and Continuous Operations:
Maximum Power: 160 BHP.
Maximum Engine Speed: 2700 RPM.
NOTE
The static RPM range at full throttle (carburetor heat off
and full rich mixture) is 2280 to 2400 RPM.
Maximum Oil Temperature: 118oC (245"F)
Oil Pressure, Minimum: 25 psi.
Maximum: 100 psi.
Propeller Manufacturer: .McCauley Accessory Di.vision.
Propeller Model Number: 1C160/DTM7557.
Propeller Diameter, Maximum: 75 inches.
74 inches.
Minimum:
2-5
SECTION 2
LIMITATIONS
CESSNA
MODEL 172N
P OW E R PL ANT IN S TR ,U
ME N T MA R K I NG S
Power plant instrument markings and their color code significance are
shown in figure 2-3.
IN S T RUMENT
RE D LI NE
G REENARC
M I N IM UM
LIM IT
NO RM AL
O PERATI NG
Tachometer
YELLOWA R C
RED LINE
CAU T I O N
RA N G E
MAXIMUM
LIMIT
2200 27OORPM
Oil Temperature
Oil Pressure
27OORPM
10oo-2450F
25 psi
100 psi
60-90 psi
Carburetor
Air
Temperature
Figure 2-3.
2450F
- 1 5 0 to 5oC
Power Plant Instrument Markings
W EIG HT L IM ITS
N O Rfrl AI CA T E G O RY
Maximum Takeoff Weight: 2300 lbs.
Ma.:<imumLanding Weight: 2300 lbs.
Maximum Weight in Baggage Compartment:
BaggageArea 1 (or passenger on child's seat)-Station82 to 108:
120 lbs. See note below.
BaggageArea 2 -Station 108 to 142:50 lbs. See note below.
NOTE
The maximum combined weight capacity for baggage areas
1 and 2 is 120 lbs.
2- 6
CESSNA
MODEL 172N
SECTION 2
LIMITATIONS
UTIIITY CA T E G O RY
_
Maximum Takeoff Weight: 2000 lbs.
Maximum Landing Weight: 2000 lbs.
Maximum Weight in BaggageCompartment: In the utility category, the
baggagecompartment and rear seat must not be occupied.
CE N TEROF GRA V ITY TIMITS
NON ,i AA L CA I E G O N ,Y
Center of Gravity Range:
Forward: 35. 0 inches aft of dah.rmat 1950 lbs. or less, with straight
line variation to 38. 5 inches aft of datum at 2300 lbs.
Aft: 47.3 inches aft of datum at all weights.
Reference Datum: Lower portion of front face of firewall.
UTIIITY CA T E G O RY
Center of Gravity Range:
Forward: 35. 0 inches aft of datum at 1950 lbs. or less, with straight
line variation to 35. 5 inches aft of datum at 2000 lbs.
Aft: 40. 5 inches aft of datum at all weights.
Reference Datum: Lower portion of front face of firewall.
MA N EU VER L IMITS
NOR,IUA t CA T E G O R ,Y
This airplane is certificated in both the normal and utility category. The normal category is applicable to aircraft intended for nonaerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls), Lazy eights, chandelles, and
turns in which the angle of bank is not more than 60o. Aerobatic maneuvers, including spins, are not approved.
U TIIIIY CA T E G O R, Y
This airplane is not designed for purely aerobatic flight. However,
in the acquisition of various certificates such as commercial pilot, instrument pilot and flight instructor, certain maneuvers are required by the
FAA. A11 of these maneuvers are permitted in this airplane when operated in the utility category.
2-7
SECTION 2
LIMITATIONS
CESSNA
MODEL 172N
In the utility category, the baggagecompartment and rear seat must
not be occupied. No aerobatic maneuvers are approved except those listed below:
IVIANEWER
RECOMMENDED ENTRY SPEED*
Chandelles.
Lazy Eights
SteepTurns
Spins
Stalls (Except Whip Stalls).
105 knots
. 105 knots
95 lmots
Slow Deceleration
SIow Deceleration
*Abrupt use of the controls is prohibited above 97 knots.
Aerobatics that may impose high loads should not be attempted. 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
speed which in turn can impose excessive loads. In the execution of all
maneuvers, avoid abrupt use of controls. Intentional spins with flaps extended are prohibited.
FLI G HT L O AD F A C T OR L IMIT S
N O R'Y\At CA T E G O RY
Flight Load Factors (Gross Weight - 2300 lbs. ):
* Fl a ps Up .
*Flaps Down .
+ 3.8g, -L.52g
+3.0g
*The design load factors are l50vo of the above, and in aII
cases, the struch.rre meets or exceeds design loads.
U TITITY CA T E G O RY
Flight Load Factors (Gross Weight - 2000 lbs. ):
+Fl a ps Up
*Flaps Down .
+ 4.49, -1.?69
+3.0g
*The design load factors are L50Voof the above, and in all
cases, the structure meets or exceeds design loads.
2- B
SECTION 2
LIMITATIONS
CESSNA
N.CDEL 172N
K I ND S O F O PE R ,A T ION T IMIT S
The airplane is equippedfor day VFR and may be equipped for night
VFR and,/or IFR operations. FAR Part 91 establishes the minimum required instrumentation and equipment for these operations. The reference to types of flight operations on the operating limitations placard reflects equipment installed at the time of Airworthiness Certificate issuance
Flight into known icing conditions is prohibited.
F U EL TIM ITATION S
2 Standard Tanks: 2I.5 U.S. gallons each.
Total FueI: 43 U.S. gallons.
Usable Fuel (all flight conditions): 40 U.S. gallons.
Unusable Fuel: 3 U.S. gallons.
2 Long Range Tanks: 27 U.S. gallons each.
Total Fuel: 54 U. S. gallons
Usable Fuel (a11flight conditions): 50 U.S. gallons.
U nus able F uel: 4 U . S. g a l l o n s .
NOTE
To ensure maximum fuel capacity when refueling, place
the fuel selector valve in either LEFT or RIGHT position to prevent cross-feeding.
NOTE
Takeoff and land with the fuel selector valve handle in
the BOTH position.
Approved FueI Grades (and Colors):
100LL Grade Aviation Fuel (Blue).
100 (Formerly 100/ 130) Grade Aviation Fuel (Green).
2-9
SECTION 2
LIMITATIONS
CESSNA
MODEL 172N
PT A C AR D S
The following information is displayed in the form of composite or
individual placards.
(1) In fuII view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry,
shown on the example below, will vary as the airplane is equipped.)
This airplane must be operated in compliance with the operating
limitations as stated in the form of placards, markings, and
manual.s.
-IUAXIMUMS
IvIANEWERING SPEED (IAS)
GROSSWEIGHT
FLIGHT LOAD FACTOR
F lap s U p
F lap s D o w n
Normal Category
9? knots .
2300 lbs.
Utitity Category
97 knots
2000 Ibs.
+ 3 . 8 , -1 . 5 2
+ 3 .0
4,4, -1. ?6
+ 3.0
Normal Category - No acrobatic maneuvers including spins
approved.
Utility Category - Baggage compartment and rear seat must
not be occupied.
NO ACROBATIC MANEWERS APPROVED
EXCEPT THOSE LISTED BELOW
Maneuver
Recm. Entry Speed
G 6 i i d [es.r c
Lazy Eights
Steep Turns
Maneuver
Recm. Entry Speed
S pins...ffi
. 105 knots
95 knots
Stalls (except
whip stalls) Slow Deceleration
Altitude loss in stall recovery -- 180 feet.
Abrupt use of the controls prohibited above 9? knots.
Spin Recovery: opposite rudder - forward elevator - neutralize
controls. Intentional spins with flaps extended are prohibited.
Flight into known icing conditions prohibited. This airplane is
certified for the following flight operations as of date of original
airworthiness certificate :
D AY -N IGH T -VF R -IF R
2-10
C ESSN A
MODEL 172N
S E C TION 2
LIMITATIONS
(2) Forward of fuel selector valve:
BOTH TANKS ON FOR
TAKEOFF & LANDING
(3) On the fuel selector valve
(standard
tanks):
BOTH - 40 GAL. ALL FLIGHT ATTITUDES
LEFT - 20 GAL. LEVEL FLIGHT ONLY
RIGHT - 20 GAL. LEVEL FLIGHT ONLY
OFF
On the fuel selector valve
(long range tanks):
BOTH - 50 GAL. ALL FLIGHT ATTITUDES
LEFT - 25 GAL. LEVEL FLIGHT ONLY
RIGHT - 25 GAL. LEVEL FLIGHT ONLY
OFF
(4) Near fuel tank filler
cap (standard
tanks):
FUEL
1OO/130 MIN. GRADE AVIATION GASOLINE
C AP . 2 1 .5 U .S . G A L .
Near fuel tank filler
cap (long range tanks):
FUEL
1OO/130 MIN. GRADE AVIATION
CAP. 27 U.S. GAL.
GASOLINE
2-tL
SECTION 2
LIMITATIONS
(5)
CESSNA
MODEL 172N
Near flap indicator:
AVOID SLIPS WITH FLAPS EXTENDED
(6) In baggagecompartment:
120 POUNDSIVIAXIMUM
BAGGAGE AND/OR ATIXIIJARY PA SSENGER
FORWARD OF BAGC.AGEDOOR I,ATCH
50 POUNDSMAXIMUM
BAGGAGE AFT OF BAGGAGE DOOR I"ATCH
MAXIMUM 120 POUNDS COMBINED
FOR ADDITIONAL LOADING INSTRUCTIONS
SEE WEIGHT AND BAI,ANCE DATA
(7) On the instrument panel near over-voltage light:
HIGH VOLTAGE
2-t2
SECTION 3
EMEN,GENCY PR,OCEDURES
CESSNA
MODEL 172N
3
SECTION
PROCEDURES
EMERGENCY
T A BL E OF C O N TE N TS
Page
Introduction
Airspeeds For Emergency Operation
3-3
3-3
OPERATIONAL CHECKLISIS
Engine Failures
Engine Failure During Takeoff Rrn .
Engine Failure Immediately After Takeoff .
Engine Failure During Flight
Forced Landings .
Emergency Landing Without Engine Power
Precautionary Landing With Ergrne Power
Ditching .
Fi re s
During Start On Ground.
Engine Fire In Flight .
Electrical Fire In Flight
Cabin Fire
Wing Fire
Icing
Inadvertent Icing Encounter
Static Source Blockage (Erroneous Instrument Reading
Suspected).
Landing With A Flat Main Tire
Electrical Power Supply System Malfunctions
Over-Voltage Light Illuminates
Ammeter ShowsDischarge
3-3
3'3
3-3
3-4
3-4
3-4
3-4
3-5
3-5
3-5
3-6
3-6
3-6
3-?
3-?
3-7
3-8
3-8
3-8
3-8
3-8
AMPLIFIED PROCEDURES
Engine Failure .
Forced Landings .
3-9
3-10
3-1
SECTION 3
EMERGENCY PROCEDUF,ES
CESSNA
MODEL 172N
TAB L E OF C O N T EN T S (C o n ti n u e d )
Page
Landing Without Elevator Control
Fires
Emergency Operation In Clouds (Vacuum System Failure).
Executing A 180' T\rrn In Clouds .
Emergency Descent Through Clouds
Recovery From A Spira1 Dive
Flight In Icing Conditions
Static Source Bloeked
Spins
Rough Engine Operation Or Loss Of Power
Carburetor Icing
Spark Plug Fouling .
Magneto Malfunction
Low Oil Pressure
Electrical Power Supply System Malfunctions
Excessive Rate Of Charge .
Insufficient Rate Of Charge
3-2
3-10
3- 10
3-11
3- 11
3-11
3-L2
3-12
3-t2
3- 13
3 -14
3 -14
3-14
3-14
3- 14
3- 15
3-15
3-15
CESS NA
MODEL 172N
S E C TION 3
EMERGENCY PROCEDURES
I NT R O D U C T I ON
Section 3 provides checklist and amplified procedures for coping with
emergencies that may occur. Emergencies caused by airplane or engine
malfunctions are extremely rare if proper preflight inspections and maintenance are practiced. Enroute weather emergencies can be minimized
or eliminated by careful flight planning and good judgement when unexpect'
ed weather is encountered. However, should an emergency arise the basic
guidelines described in this section should be considered and applied as
necessary to correct the problem. Emergency procedures associated
with the ELT and other optional systems can be found in section g.
A IR SPEED S
FO R E ME R GE N C YOP E RA T I O N
Engine Failure After Takeoff:
Wing Flaps Up
Wing Flaps Down
Maneuvering Speed:
2300 Lbs
1950 Lbs
1600 Lbs
Maximum Glide:
2300 Lbs
Precautionary Landing With Engine Power
Landing Without Engine Power:
Wing Flaps Up
Wing Flaps Down
65 KIAS
60 KIAS
97 KIAS
89 KIAS
80 KIAS
65 KIAS
60 KIAS
65 KIAS
60 KIAS
OP E R A TIO N A LC H E C K T I S T S
E N G INE FAIL UR ,E S
EN GINE I A I LURE D U R IN G T AK EOF F R ,U N
(1)
(2)
(3)
(4)
(5)
(6)
Throttle -- IDLE.
Brakes -- Appl,y.
Wing Flaps -- RETRACT.
Mixture -- IDLE CUT-OFF.
Ignition Switch -- OFF.
Master Switch -- OFF.
EN GINE F A I T URE I ' VI' } IED IAT E T YA F T ER T AK EOFF
(1) Airspeed -- 65 KIAS (ftaps Up).
60 KLAS (flaps DOWN).
3-3
SECTION 3
EMERGENCY PROCEDURES
(2)
(3)
(4)
(5)
(6)
CESSNA
MODEL 172N
Mixture -- IDLE CUT-OFF.
Fuel Selector Valve -- OFF.
Ignition Switch -- OFF.
Wing Flaps -- AS REQUTREb.
Master Switch -- OFF.
E N GINE F A I t UR, EDUR IN G F T IG H T
(1)
(2)
(3)
(4)
(?)
(6)
Airspeed -- 65 KIAS.
Carbr.rretor Heat -- ON.
Fuel Selector Valve -- B0IH.
Mixture -- RICH.
Ignition Switch -- BOTH (or START if prope[er is stopped).
Primer -- IN and LOCKED.
F O RCEDL AN D ING S
E f tTER GE NCYT A NDI NG WIIH O U T E N GIN E POW E R ,
(1) Airspeed -- 65 KIAS (flaps UP).
60 I(IAS (flaps DOWN).
Mixture -- IDLE CUT-OFF.
F\rel Selector Valve -- OFF.
Ignition Switch -- OFF.
Wing Flaps -- AS REQUIRED (40" recommended).
Master Switch -- OFF.
Doors -. UNI,ATCH PRIOR TO TOUCHDOIWN.
Touchdorvn-- SLIGHTLY TAIL LOW.
Brakes -- APPLY HEAVILY.
PR EC AU I I O NA RY LA N D IN G WIT H E N GIN E POW E R
(1) Wing Ftaps -- 20o.
Q\ AirsPeed -- 60 KIAS.
(3) SelectedField -- FLY OVER, noting terrain and obstructions,
then retract flaps upon reaching a safe altitude and airspeed.
(4) Radio and Electrical Switches -^ OFF.
(5) Wing Flaps -- 40o (on final approach).
(6) Airspeed -- 60 I(IAS.
(7) Master Switch -- OFF.
(8) Doors -- UNLATCH PRIOR TO TOUCHDOWN.
(9) Touchdown -- SLIGHTLY TAIL LOTW.
(10) Ignition Switch -- OFF.
(11) Brakes -- APPLY HEAVILY.
3-4
S E C TION 3
EMERGENCY PROCEDURES
C ESSN A
MODEL 172N
DITCHI NG
(1) Radio -- TRANSMIT MAYDAY on LZI.5 MHz, givinglocation and
intentions.
(2) Heavy Objects (in baggage area) -- SECURE OR JETTISON.
(3) Approach -- High Winds, Heavy Seas -- INTO THE WIND.
Light Winds, Heavy Swells -- PARALLEL TO
SWELLS.
(4) Wing Flaps -- 20o - 40o.
(5) Power -- ESTABLISH 300 FT/MIN DESCENT at 55 KIAS.
NOTE
If no power is available, approach at 65 KIAS with flaps
up or at 60 KIAS with 10o flaps.
(6) Cabin Doors -- UNLATCH.
(7) Touchdown -- LEVEL ATTITUDE AT ESTABLISHED RATE OF
DE S CE NT .
(8) Face -- CUSHION at touchdown with folded coat.
(9) Airplane
EVACUATE through cabin doors. If necessary,
open window and flood cabin to equalize pressure so doors can be
opened.
(10) Life Vests and Raft -- INFLATE.
F I RE S
D URING S T A RI O N GR O U N D
(1) Cranking -- CONTINUE, to get a start which would suck the
flames and accumulated fuel through the carburetor and into the
engine.
If engine starts:
(2) Power -- 1700 RPM for a few minutes.
(3) Engine -- SHUTDOWN and inspect for damage.
If engine fails to start:
(4)
(5)
(6)
(7)
not
(8)
Throttle -- FULL OPEN.
Mixture -- IDLE CUT-OFF.
Cranking -- CONTINUE.
Fire Extinguisher -- OBTAIN (have ground attendants obtain if
installed).
Engine -- SECURE.
a. Master Switch -- OFF.
3-5
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 172N
b. Ignition Switch -- OFF.
c. FueI Selector Valve -- OFF.
(9) Fire -- EXTINGUISH using fire extinguisher, wool blanket, or
dirt.
(10) Fire Damage -- INSPECT, repair damage or replace damaged
components or wiring before conducting another flight.
EN GINE FI R, EI N F T I G H T
(1) Mixture -- IDLE CUT-OFF.
(2) F\rel Selector Valve -- OFF.
(3) Master Switch -- OFF.
(4) Cabin Heat and Air -- OFF (except overhead vents).
(5) Airspeed -- 100 KIAS (If fire is not extinguished, increase glide
speed to find an airspeed which will provide an incombustible mixture).
(6) Forced Landing -- EXECUTE (as described in Emergency Landing Without Engine Power).
E TEC IRICA TF I RE I N F L IG H I
(1)
(2)
(3)
(4)
Master Switch -- OFF.
All Other Switches (except ignition switch) -- OFF.
Yents/Cabin Air,/Heat -- CLOSED.
Fire Extinguisher -- ACTWATE (if available).
W A R N IN G
After discharging an extinguisher within a closed cabin,
ventilate the cabin.
If fire appears out and electrical power is necessary for continuance
of flight:
(5) Master Switch -- ON.
(6) Circuit Breakers -- CHECK for faulty circuit, do not reset.
(7) Raaio/Electrical Switches -- ON one at a time, with delay after
each until short circuit is localized.
(8) Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire
is completely extinguished.
CABIN FI RE
(1) Master Switch -- OFF.
(2) Vents/Cabin Air,/Heat -- CLOSED (to avoid drafts).
(3) Fire Extinguisher -- ACTMTE
(if available).
3-6
S E C TION 3
EMERGENCY PROCEDURES
C ESSN A
MODEL 172N
W A R N IN G
After discharging an extinguisher within a closed cabin,
ventilate the cabin.
(4) Land the airplane as soon as possible to inspect for damage.
WING F I R, E
(1 ) Navigation Light Switch -- OFF.
(2) Pitot Heat Switch (if installed) -- OFF.
(3) Strobe Light Switch (if installed) -- OFF.
NOTE
Perform a sideslip to keep the flames away from the
fuel tank and cabin, and land as soon as possible using
flaps only as required for final approach and touchdown.
IC I NG
INAD V E R, T E NTI CI N G EN C OU N T E R
(1) Turn pitot heat switch ON (if installed).
(2) Turn back or change altitude to obtain an outside air temperature
that is less condtrciveto icing.
(3) PuIl cabin heat control full out and open defroster outlet to obtain
murimum windshield defroster airflovv. Adjust cabin air control to
get ma><imumdefroster heat and airflow.
(4) Open the throttle to increase engine speed and minimize ice
build-up on propeller blades.
(5) Watch for signs of carburetor air filter ice and apply carburetor
heat as required. An unexplained loss in engine speed could be caused
by carburetor ice or air intake filter ice. Lean the mixture for ma:rimum RPM if carburetor heat is used continuously.
(6) Plan a landing at the nearest airport. With an extremely rapid
ice build-up, select a suitable "off airport" landing site.
(7) With an ice accumulation of l/4 inch or more on the wing leading
edges, be prepared for significantly higher stall speed.
(8) Leave wing flaps retracted. With a severe ice biuild-up on the
horizontal tail, the change in wing wake airflow direction caused by
wing flap extension corld result in a loss of elevator effectiveness.
3-7
SEC TION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 172N
(9) Open left window and, if practical, scrape ice from a portion of
the windshield for visibility in the landing approach.
(10) Perform a landing approach using a forward slip, if necessary,
for improved visibility.
(11) Approach at 65 to ?5 KIAS, depending upon the amornt of the
accurnulation.
(12) Perform a landing in level attitude.
S TAIIC S O UR, CEB T O C K AGE
( Erro n e o us I ns t r um enl R e o d i n g S u s p e c te d )
(1) Alternate Static Source Valve -- PULL ON.
(2) Airspeed -- Consutt appropriate calibration tables in Section 5.
LA N DING WITH A FLA T MA IN TIR E
(1) Approach -- NORI\{AL.
(2) Touchdown -- GOOD TIRE FIRST, hold airplane off flat tire as
long as possible.
ELE C TR ,ICPOWE
AL
RS U P P LYS Y S TE MM A L F UNCT I O NS
OVER ,.V O t I A G E T I G H T IttU ,N IN AT E S
(1) Master Switch -- OFF (both sides).
(2) Master Switch -- ON.
(3) Over-Voltage Light -- OFF.
If over-voltage light illuminates again:
(4) Flight -- TERMINATE as soon as possible.
A,U'VIET E R,S H O W S D IS C H A R G E
(1) Alternator -- OFF.
(2) Nonessential Electrical Equipment -- OFF.
(3) Flight -- TERMINATE as soon as practical.
3-8
CESSNA
MODEL 172N
SECTION 3
EMEITGENCY PROCEDURES
A MP T IF IE D P R OC E D URES
E N G INE FAIL U R E
If an engine failure occurs during the takeoff nrr5 the most important
thing to do is stop the airplane on the remaining runway. Those extra
items on the checklist will provide added safety drring a fallure of this
type.
Prompt lowering of the nose to maintain airspeed and establish a
glide attitude is the first response to an engine failure after takeoff. In
most cases, the landing shonld be planned straight ahead with only small
changes in direction to avoid obstmctions. Altitude and airspeed are seldom sufficient to execute a 180" gliding furn necessary to return to the
runway. The checklist procedures assume that adequate time exists to
secure the fuel and ignition systems prior to touchdown.
After an engine failure in flight, the best glide speed as shown in Figure 3-1 should be established as quickly as possible. While gliding toward a suitable landing area, an effort should be made to identify the cause
of the failure. If time permits, an engine restart should be attempted as
shown in the checklist. If the engine cannot be restarted, a forced landing
without power must be completed.
1 2,0 00
1-
...r.1.:I
.l,.....r.i.::'j
a! 10,000
I
z
d
8000
uJ
F
ur
o
(I)
6000
:
4ooo
F
1
t
I
..."rj:f
2ooo
,rii
l.'.'.::':'."'
I
I
* SP EE D6 5 K IA S
* P R OP EItE R W IN D ' V l II.TIN G
* F T A PSU P * ZE R O W IN D
l l tr
10
't2
14
16
18
G RO UNDDI STANCE- NAUTI C A LM I L E S
Figure 3-1.
Mzurimum Glide
3-9
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 172N
F O RC EDL AND ING S
If all attempts to restart the engine fail and a forced landing is
imminent, select a suitable field and prepare for the landing as discussed in the checklist for engine-off emergency landings.
Before attempting an "off airport" landing with engine power available, one should drag the landing area at a safe but low altitude to
inspect the terrain for obstructions and surface conditions, proceeding
as discussed under the Precautionary Landing With Engine Power
checklist.
Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats for protection of occupants' face at touchdown. Transmit Mayday message on 121.5MHz
giving location and intentions. Avoid a landing flare because of difficulty in judging height over a water surface.
L A ND IN G WITHOU T E LE V A TORC, O NT R, O L
Trim for horizontal flight(with an airspeed of approximately 60 KIAS
and flaps set to 20") by using throttle and elevator trim control. Then do
not change the elevatoi trim control settingl control the glide angle by adjusting power exclusively.
At flareout, the nose-down moment resulting from power reduction is
an adverse factor and the airplane may hit on the nose wheel. Consequently,
at flareout, the elevator trim control should be adjusted toward the full
nose-up position and the power adjusted so that the airplane will rotate to
the horizontal attitude for touchdown. Close the throttle at touchdown.
FIRE S
Although engine fires are extremely rare in flight, the steps of the
appropriate checklist should be followed if one is encountered. After
completion of this procedure, execute a forced landing. Do not attempt
to restart the engine.
The initial indication of an electrical fire is usually the odor of burning insulation. The checklist for this problem should result in elimination
of the fire,
3- 1 0
CESSN A
MODEL 172N
SECTION 3
EMERGENCY PR,OCEDUR,ES
EME R G EN C Y OP E R ,A T IONIN C T OUDS
(V o c u u m S y s t e m F q i l u re )
In the event of a vacuum system failure during flight in marginal
weather, the directional indicator and attitude indicator will be disabled,
and the pilot will have to rely on the turn coordinator or the turn and bank
indicator if he inadvertently flies into clouds. The following instnrctions
assume that only the electrically-powered turn coordinator or the turn
and bank indicator is operative, and that the pilot is not completely proficient in instnrment flying.
EXECUT I NG A I S O O T U R N IN C T O U D S
Upon inadvertently entering the clouds, an immediate plan should
be made to turn back as follows:
(1) Note the time of the minute hand and observe the position of the
sweep second hand on the clock.
(2) When the sweep second hand indicates the nearest half-minute,
initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds. Then roll back to level flight by leveling the miniature airpIane.
(3) Check accuracy of the turn by observing the compass heading
which should be the reciprocal of the original heading.
(4) If necessary, adjust heading primarily with skidding motions
rather than rolling motions so that the compass will read more
accurately.
(5) Maintain altitude and airspeed by cautious application of elevator control. Avoid overcontrolling by keeping the hands off the
control wheel as much as possible and steering only with rudder.
E'N ER G E NCY DE S C EN TIH R OU GH C tO U D S
If conditions preclude reestablishment of VFR flight by a 180" turn, a
descent through a cloud deck to VFR conditions may be appropriate, If
possible, obtain radio clearance for an emergency descent through clouds.
To guard against a spiral dive, choose an easterly or westerly heading to
minimize compass card swings due to changing bank angles. In addition,
keep hands off the control wheel and steer a straight course with nrdder
control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approximate course.
Before descending into the clouds, set up a stabilized let-down condition
as follows:
(1) Apply tull rich mixture.
(2) Use full carburetor heat.
3-11
CESSNA
MODEL 172N
SECTION 3
EMERGENCY PROCEDURES
(3) Reduce power to set up a 500 to 800 ftlmin rate of descent.
(4) Adjust the elevator trim and rudder trim (if installed) for a
stabilized descent at 70-80 KIAS.
(5) Keep hands off the control wheel.
(6) Monitor turn coordinator and make conections by rudder alone.
(7) Check trend of compass card movement and make cautious corrections with rudder to stop the turn.
(8) Upon breaking out of clouds, resume normal cruising ftight.
R , EC OVE RYF RO ' V I A SP IR A T D IV E
If a spiral is encountered, proceed as follows:
(1) Close the throttle.
(2) Stop the turn by using coordinated aileron and rudder control to
align the symbolic airplane in the turn coordinator with the horizon
reference line.
(3) Cautiously apply elevator back pressure to slowly reduce the
airspeed to 80 KIAS.
(4) Adjust the elevator trim control to maintain an 80 KIAS gtide.
(5) Keep hands off the control wheel, using rudder control to hold a
straight heading. Adjust rudder trim (if installed) to relieve unbalanced rudder force.
(6) Apply carburetor heat.
(7) Clear engine occasionally, but avoid using enough power to
disturb the trimmed glide.
(8) Upon breaking out of clouds, resume normal cruising flight.
FLIGH TIN IC ING C O N D ITION S
Flight into icing conditions is prohibited. An inadvertent encounter
with these conditions can best be handled using the checklist procedures.
The best procedure, of course, is to turn back or change altitude to escape icing conditions.
S TATIC SO URCE B I O C K ED
If erroneous readings of the static source instmments (airspeed,
altimeter and rate-of-climb) are suspected, the alternate static source
valve should be pulled on, thereby supplying static pressure to these
instruments from the cabin.
NOTE
In an emergency on airplanes not equipped with an alternate static source, cabin pressure can be supplied to the
3-12
S E C TION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 172N
static pressure instruments by breaking the glass in the
face of the rate-of-climb indicator.
With the alternate static source on, adjust indicated airspeed slightly
during climb or approach according to the alternate static source airspeed
catibiation table in Section 5, appropriate to vent/window(s) configuration,
causing the airplane to be flown at the normal operating speeds.
Maximum airspeed and altimeter variation from normal is 4 knots and
30 feet over the normal operating range with the window(s) closed. With
window(s) open, larger variations occur near stall speed. However, maximum altimeter variation remains within 50 feet of normal.
S PI N S
Should an inadvertent spin occur, the following recovery procedure
should be used:
(1) RETARD THROTTLE TO IDLE POSITION.
(2) PLACE AILERONS IN NEUTRAL PGTTION.
(3) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF ROTATI6.(4) JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE
CONTROL.WEEEL BRISKLY FORWARD FAR ENOUGH TO BREAK
THE STALL. FuU Effii&ator
may be required at aft center of
gravity loadings to assure optimum recoveries,
(5) HOLD THESE CONTROL TNPUTSUlrrrl. ROTATTONSTOPS.
Prerffie
rela:<ation of the control inputs may extend the recovery.
(6) AS ROTATTON STOPS, NEUTRATTZE.RUDDER, AND TVIAKEA
SMOOTH RECOVERY FROM THE RESULTING DIVE.
NOTE
If disorientation precludes a visual determination of the
direction of rotation, the symbolic airplane in the turn
coordinator or the needle of the turn and bank indicator
may be referred to for this information.
For additional information on spins and spin recovery, see the
discussion under SPINS in Normal Procedures (Section 4).
3- 13
SECTION 3
EMERGENCY PR,OCEDURES
CESSNA
MODEL 172N
RO UG H EN G I N E OP E R A T ION OR L OSS OF POW ER
C A R BU RE T O RI CI NG
A gradual loss of RPM and evenhral engine roughness may result from
the formation of carbruretor ice. To clear the ice, apply full throttle and
pull the carburetor heat knob fulI out until the engine runs smoothly; then
remove carburetor heat and readjust the throttle. If conditions require
the continued use of carburetor heat in cnrise flight, use the minimum
amount of heat necessary to prevent ice from forming and lean the mixture for smoothest engine operation.
SPARK PtUG F O ULI NG
A slight engine roughness in flight may be caused by one or more
spark plugs becoming fouled by carbon or lead deposits. This may be
verified by turning the ignition switch momentarily from BOTH to either
L or R position. An obvious power loss in single ignition operation is
evidence of spark plug or magneto trouble. Assuming that spark plugs
are the more likely cause, lean the mixbure to the recommended lean setting for cruising flight. If the problem does not clear up in several minutes, determine if a richer mixh.rre setting will produce smoother operation. If not, proceed to the nearest airport for repairs using the BOTH
position of the ignition switch unless extreme roughness dictates the use
of a single ignition position.
T VI
A G N ET O ' V TA I F U NC T IO N
A sudden engine roughness or misfiring is usually evidence of magneto problems. Switching from BOTH to either L or R ignition switch
position will identify which magneto is maUunctioning. Select different
power settings and enrichen the mixture to determine if continued operation on BOTH magnetos is practicable. If not, switch to the good magneto
and proceed to the nearest airport for repairs.
LO W OIT P RE S S URE
If low oil pressure is accompanied by normal oil temperature, there
is a possibility the oil pressure gage or relief valve is maLfunctioning. A
leak in the line to the gage is not necessarily cause for an immediate precautionary landing because an orifice in this line will prevent a sudden
loss of oil from the engine sump. However, a landing at the nearest airport would be advisable to inspect the source of trouble.
If a total loss of oil pressure i:s accompanied by a rise in oil temperature, there is good reason to suspect an engine failure is imminent. Re3- 14
C ESSN A
MODEL 172N
S E C TION 3
EMERGENCY PROCEDURES
duce engine power immediately and select a suitable forced landing field.
Use only the minimum power required to reach the desired touchdown spot.
E LE CTR .ICPO
AT W E RS U P P LYS Y S TEMM A L F UNCT I O NS
Malfunctions in the electrical power supply system can be detected by
periodic monitoring of the ammeter and over-voltage warning light; however, the cause of these malfunctions is usually difficult to determine. A
broken alternator drive belt or wiring is most likely the cause of alternator failures, although other factors cotrld cause the problem. A damaged
or improperly adjusted voltage regulator can also cause maUunctions.
Problems of this nafure constitute an electrical emergency and should be
dealt with immediately. Electrical power malfunctions usually fall into
two categories: excessive rate of charge and insufficient rate of charge.
The following paragraphs describe the recommended remedy for each
situation.
EXCESS I V ERA T E O F C H A R ,GE
After engine starting and heavy electrical usage at low engine speeds
(such as extended tarciing) the battery condition will be low enough to accept above normal charging during the initial part of a flight. However,
after thirty minutes of cnrising flight, the ammeter should be indicating
Iess than two needle widths of charging current. If the charging rate were
to remain above this value on a long flight, the battery would overheat and
evaporate the electrolyte at an excessive rate. Electronic components in
the electrical system could be adversely affected by higher than normal
voltage if a faulty voltage regulator setting is causing the overchar$ng.
To preclude these possibilities, an over-voltage sensor will automatically
shut down the alternator and the over-voltage warning light will illuminate
if the charge voltage reaches approximately 16 volts. Assuming that the
maUunction was only momentary, an attempt should be made to reactivate
the alternator system. To do this, turn both sides of the master switch
off and then on again. If the problem no longer exists, normal alternator
charging will resume and the warning light will go off. If the light comes
on again, a malfunction is confirmed. In this event, the flight should be
terminated and/or the current drain on the battery minimized because the
battery can supply the electrical system for only a limited period of time.
If the emergency occurs at night, power must be conserved for later use
of landing lights and flaps during landing.
INSU F F I CI E NI RA I E O F C H A R GE
If the ammeter indicates a continuous discharge rate in flight, the
3-1 5
SECTION 3
EMERGENCY PROCEDURES
CESSNA
MODEL 172N
alternator is not supplying power to the system and should be shut down
since the alternator field circuit may be placing an unnecessary load on
the system. All nonessential equipment should be furned off and the
flight terminated as soon as practical.
3-16
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 172N
SECTION
4
NORMALPROCEDURES
T A B TE OF CONTE N TS
Page
Introduction
Speeds For Normal Operation
4-3
4-3
CHECKLIST PROCEDURES
4-5
4-5
4-5
4-5
4-5
4-5
4-6
4-6
4-6
4-6
4-6
4-7
4-7
4-7
4-8
4-8
4-8
4-8
4-8
4-9
4-9
4-9
4-9
4-9
4-9
Preflight
Inspection
Cabin
Empennage
Right Wing, Trailing Edge
Right Wing
Nose
Left Wing
Left Wing, Leading Edge
Left Wing, Trailing Edge
Before Starting Engine
Starting Engine
Before Takeoff
Takeoff
Normal
Takeoff
Short Field Takeoff
Enroute Climb
Cruise
Descent
Before Landing
Landing
Normal Landing
Short Field Landing
Balked Landing
After Landing
Securing Airplane
AMPLIFIED
Starting
Engine
PROCEDURES
.4-LL
4-7
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 172N
TA BLE O F C O N T E N IS (C o n ti n u e d )
Page
T axi i n g
Before Takeoff
Warm-Up
Magneto Check
Al te rnat or O hec k
Takeoff
Po wer Chec k
Wing Flap Settings
Short Field Takeoff
Crosswind Takeoff
Enroute Ctimb
Cruise
St a l l s
Spins
La n d i n g
Normal Landing
Short Field Landing
Crosswind Landing
Balked Landing
CoId Weather Operation
Starting
Flight Operations
Hot Weather Operation
Noise Abatement
4-2
, .
.
.4-LI
.4-13
. 4-13
.4-13
.4-LB
.4-18
.4-13
.4-L4
.4-L4
.4-15
.4-L5
.4-I5
.4-LT
.4-tz
.4-19
.4-19
.4-2O
.4-2O
.4-2O
.4-20
.4-2O
.4-22
.4-23
.4-23
CESSNA
MODEL 172N
SECTION 4
NORMAL PR,OCEDURES
I NT R , O D U C T I ON
Section 4 provides checklist and amplified procedures for the conduct
of normal operation. Normal procedures associated with Optional Systems can be found in Section 9.
SP EE D SF O R N OR MA T OP E R A T ION
Unless otherwise noted, the following speeds are based on a maximum weight of 23T0 pounds and may be used for any lesser weight.
However, to achieve the performance specified in Section 5 for takeoff
distance, the speed appropriate to the particular weight must be used.
Takeoff, Flaps Up:
Normal Climb Out
Short Fietd Takeoff, Flaps Up, Speed at 50 Feet
Enroute Climb, Flaps Up:
70-80 KIAS
59 KIAS
75.85 KIAS
Sea Level
Normal, 10,000Feet
70-80 KIAS
Best Rate of Climb, Sea Level
73 KIAS
Best R,ate of Climb, 10,000Feet
Best Angle of Climb, Sea Level
Best Angle of Climb, 10,000Feet
Landing Approach:
Normal Approach, Flaps Up
60-70 KIAS
Normal Approach, Flaps 40o
55-65 KIAS
60 KIAS
Short Field Approach, Flaps 40o
Balked Landing:
Maximum Power, Flaps 20o
55 KIAS
Maximum Recommended Turbulent Air Penetration Speed:
2300 Lbs
97 KIAS
1950 Lbs
89 KIAS
1600 Lbs
80 KIAS
Maximum Demonstrated Crosswind Velocity:
Takeoff or Landing
15 KNOTS
Normal,
:::::::: ::: :i[it:
4-3
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 172N
NOTE
Visually check airplane for general condition during
walk-around inspection. In cold weather, remove even
small accumulations of frost, ice or snow from wing,
tail and control surfaces. Also, make sure that eontrol
surfaces contain no internal accumulations of ice or de!ris. If a night flight is planned, check operation of all
lights, and make sure a flashlight is avaiUfte.
Figure 4- 1. Preflight Inspection
4-4
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 172N
C HE C K L IS T P R .OC E D URES
_
P RE FIIGH TIN S P E C TION
.
'
u cABtN
-
_
(1) Control Wheel Lock -- REMOVE.
(2) Ignition Switch -- OFF.
(3) Master Switch -' ON.
(4) fuet Quantity Indicators -- CHECI( QUAMITY.
(5) Master Switch -- OFF.
(6) Baggage Door -- CHECK, lock with key if childrs seat is to be
occupied.
@ Tm PEN N AG E
(1) Rudder Gust Lock -- REMOVE.
(2) Tail Tie-Down -- DISCONNECT.
(3) Control Surfaces -- CHECK freedom of movement and searrity.
@ nIGHT wtNG Troilins Edse
(1) Aileron -- CHECK freedom of movement and security.
@ nr G H Tw r N G
(1) Wing Tie-Down -- DISCONNECT.
(2) Main Wheel Tire -- CHECK for proper inflation.
(3) Before first ffight of the day and after each refueling, use
sampler cup and drain small quantity of fuel from fuel tank sump
quick-drain valve to check for water, sediment, and proper fuel
grade.
(4) FueI Quantity -- CHECK VISUALLY for desired level.
(5) Fuel Filler Cap -- SECURE.
@ nosr
(1) Engine Oil Level -- CHECK. Do not operate with less than four
quarts. F1II to six quarts for extended flight.
(2) Before first flight of the day and after each refueling, pull out
strainer drain knob for about four seconds to clear fuel strainer of
possible water and sediment. Check strainer drain closed. If water
is observed, the fuel system may contain additional water, and
further draining of the system at the strainer, fuel tank sumps, and
4-5
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 172N
fuel selector valve drain plug will be necessary.
(3) Propeller and Spinner -- CHECK for nicks and security.
(4) Landing Light(s) -- CHECK for condition and cleanliness.
(5) Carburetor Air Filter -- CHECK for restrictions by dust or other
foreign matter.
(6) Nose Wheel Strut and Tire -- CHECK for proper inflation.
(7) Nose Tie-Down -- DISCONNECT.
(8) Static Source Opening (Ieft side of fuselage) -- CHECK for stoppage.
(!
r EFTw tN G
(1) Main Wheel Tire -- CHECK for proper inflation.
(2) Before first flight of the day and after each refueling, use
sampler cup and drain small quantity of fuel from fuel tank sump
quick-drain valve to check for water, sediment and proper fuel
grade.
(3) Fuel Quantity -- CHECK VISUALLY for desired level
(4) Fuel FiIIer Cap -- SECURE.
Q) tEFr wtNG Leodins Edge
(1) Pitot Tube Cover -- REMOVE and check opening for stoppage.
(2) Fuel Tank Vent Opening -- CHECK for stoppage.
(3) Stall Warning Opening -- CHECK for stoppage. To check the system, place a clean handkerchief over the vent opening and apply zuction; a sound from the warning horn will confirm system operation.
(4) Wing Tie-Down -- DISCONNECT.
(f
tEFT w ING Iroilins Edee
(1) Aileron -- CHECK for freedom of movement and security.
BE F ORESTAR,T IN GE N GIN E
(1)
(2)
(3)
(4)
(5)
(6)
Preflight Inspection -- COMPLETE.
Seats, Belts, Shorlder Harnesses -- ADJUST and LOCK.
FueI Selector Valve -- BOTH.
Radios, Autopilot, Electrical Equipment -- OFF.
Brakes -- TEST and SET.
Circuit Breakers -- CHECK IN.
ST AR, T I N G EN G IN E
(1) Mixture -- RICH.
4- 6
CESSNA
MODEL 172N
(2)
(3)
(4)
(5)
(6)
(7)
(8)
SECTION 4
NOR,MAL PR,OCEDURES
Carburetor Heat -- COLD.
Master Switch -- ON.
Prime -- AS REQUIRED (2 to 6 strokes; none if engine is warm).
Throttle -- OPEN 1/8 INCH.
Propeller Area -- CLEAR.
Ignition Switch -- START (release when engine starts).
OiI Pressure -- CHECK.
BE F ORETAKEO FF
-
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
Parking Brake -- SET.
Cabin Doors and Window(s) -- CLOSED and LOCKED.
Flight Controls -- FREE and CORRECT.
Flight Instruments -- SET.
Fuel Selector Valve -- BOTH.
Mixture -- RICH (below 3000 feet).
Elevator Trim and Rudder Trim (if installed) -- TAKEOFF.
Throttle -- 1700 RPM.
a. Magnetos -- CHECK (RPM drop should not exceed 125 RPM
on either magneto or 50 RPM differential between magnetos).
b. Carburetor Heat -- CHECK (for RPM drop).
c. Engine Instruments and Ammeter -- CHECK.
d. Suction Gage -- CHECK.
(9) Radios -- SET.
(10) Autopilot (if installed) -- OFF.
(11) Flashing Beacon, Navigation Lights and/or Strobe Lights -- ON
as required.
(12) Throttle Friction Lock -- ADJUST.
(13) Brakes -- RELEASE.
T A K EOFF
NORfi l A L T A K E O F F
(1)
(2)
(3)
(4)
(5)
Wing Flaps -- UP.
Carburetor Heat -- COLD.
Throttle -- FULL OPEN.
Elevator Control -- LIFT NOSE WHEEL (at b5 KIAS).
Climb Speed -- 70-80KIAS.
4-7
CESSNA
MODEL 172N
SECTION 4
NORMAL PROCEDURES
SH O RT FIE LD T A K E O T F
(1) Wing Flaps -- UP.
(2) Carburetor Heat -- COLD.
(3) Brakes -- APPLY.
(4) Throttle -- FULL OPEN.
(5) Mixture -- RICH (above 3000 feet, LEAN to obtain maximum
RPM).
(6) Brakes -- RELEASE.
(7) Elevator Control -- SLIGHTLY TAIL LOW.
(8) Climb Speed -- 59 KIAS (until aII obstailes are cleared).
E NR , OU TE
C tI M B
(1) Airspeed -- 70-85 KIAS.
NCITE
If a murimum performance climb is necess€[yr use
speeds shown in the Rate Of Climb chart in Section 5.
(2) Throttle -- FULL OPEN.
(3) Mixture -- RICH (above 3000 feet, LEAN to obtain maximum
RPM).
cRurs E
(1) Power -- }ZOO-2200RPM (no more than ?SVois recommended).
(2) Elevator and Rudder Trim (if installed) -- ADJUST.
(3) Mixture -- LEAN.
DE S C ENT
(1) Mixture -- ADJUST for smooth operation (full rich for idle power).
(2) Power -- AS DESIRED.
(3) Carburetor Heat -- AS REQUIRED (to prevent carburetor icing).
BE F O REL AND ING
(t) Seats, Belts, Harnesses -- SECURE.
(2) Fuel Selector Valve -- BOTH.
4= 8
CESSNA
MODEL 172N
SECTION 4
NORMAL PROCEDURES
(3) Mixture -- RICH.
(4) Carburetor Heat -- ON (appty full heat before closing throttle).
LA N DIN G
N OR frlA L T A N DI N G
(1)
(2)
(3)
(4)
(5)
(6)
-
Airspeed -- 60-70 KIAS (flaps UP).
Wing Flaps -- AS DESIRED (below 85 KIAS).
Airspeed -- 55-65 KIAS (flaps DOWN).
Touchdown -- MAIN WHEELS FIRST.
Landing Roll -- LOWER NOSE WHEEL GENTLY.
Braking -- MINIMUM REQUIRED.
SHORT F I E LD T A NDIN G
(1)
(2)
(3)
(4)
(5)
(6)
(7)
_
Airspeed -- 60-70 KIAS (flaps UP).
Wing Flaps -- FULL DOWN (40").
Airspeed -- 60 KIAS (until flare).
Power -- REDUCE to idle after clearing obstacle.
Touchdown -- MAIN WHEELS FIRST.
Brakes -- APPLY HEAVILY.
tittU Flaps -- RETRACT.
BATKE D T A NDI NG
(1)
(2)
(3)
(4)
(5)
Throttle -- FULL OPEN.
Carburetor Heat -- COLD.
Wing Flaps -- 20o (immediately).
Climb Speed -- 55 KIAS.
Wing Flaps -- 10o (until obstacles are cleared).
RETRACT (after reaching a safe altitude and 60
K rAS ).
A F T ERL AN D ING
(1) Wing Flaps -- UP.
(2') Carburetor Heat -- COLD.
AIRP LA N E
S E C U R ,IN G
(1) Parking Brale -- SET.
(2) Radios, Electrical Equipment, Autopilot -- OFF.
4-9
SECTION 4
NORMAL PROCEDIIRES
(3)
(4)
(5)
(6)
4- 1 0
Mixture -- IDLE CUT-OFF (prlled tuIl out).
Ignition Switch -- OFF.
Master Switch -- OFF.
Control Lock -- INSTALL.
CESSNA
MODEL 172N
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 172N
A MP T IF IE D P R OC E D URES
S T A R,TINGENG IN E
During ergine starting, open the throttle approximately f/g inch. In
warm temperatures, one or hvo strokes of the primer should be zufficient.
In cold weather, up to six strokes of the primer may be necessary. If the
engine is warm, no primirg will be required. In extremely cold temperatures, it may be necessary to continue priming while cranking the engine.
Weak intermittent firing followed by puffs of black smoke from the
exhaust stack indicate overpriming or flooding. Excess fuel can be
cleared from the combiustion chambers by the following procedure: Set
the mixfure control full lean and the throttle full open; then crank the engine through several revolutions with the starter. Repeat the starting
procedure without any additional priming.
If the engine is underprimed (most likely in cold weather with a cold
engine) i+'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 starting, if the oil gage does not begin to show pressure within
30 seconds in the zummertime and about twice that long in very cold
weather, stop engine and investigate, I-ack of oil pressure can cause
seriors ergine damage. After starting, avoid the use of carbretor heat
unless icing conditions prevail.
NOTE
Additional details concerning cold weather starting and
operation may be found under COLD WEATHER OPERATION paragraphs in this section.
T A XIING
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
4-2\ to maintain directional control and balance.
The carburetor heat control lcrob should be pushed full in during all
ground operations unless heat is absolutely necessary. When the lmob is
4-17
SECTION 4
NORMAL PROCEDURES
USE UP AILERON
ON LH WING AND
NEUTRAL ELEVATOR
USE UP AILERON
ON RH WING AND
NEUTRAL ELEVATOR
USE DOWN AILERON
ON LH WING AND
DOWN ELEVATOR
USE DOWN AILERON
ON RH WING AIVD
DOWN ELEVATOR
NOTE
CODE
wrNDDmECrroN )
Figure 4'2.
4-12
CESSNA
MODEL 172N
Strong quartering tail winds require caution.
Avoid sudden bursts of the throttle and sharp
braking when the airplane is in thip attitude.
Use the steerable nose wheel and rudder to
maintain direction.
Taxiing Diagrarn
CESSN A
MODEL 172N
SECTION 4
NORMAL PROCEDURES
prlled out to the heat position, air entering the engine is not filtered.
Tzu<iing over loose gravel or cinders should be done at low engine
speed to avoid abrasion and stone damage to the propeller tips.
B E F O R ETAKEO FF
WAR fr l- UP
If the engine accelerates smoothly, the airplane is ready for takeoff.
Since the engine is closely cowled for efficient in-flight engine cooling,
precautions should be taken to avoid overheating during prolonged engine
operation on the ground. Also, long periods of idling may cause fouled
spark plugs.
frl AGN E T O CHE CK
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 the L position, note RPM and refurn the switch to the BOTH position. RPM drop
should not exceed 125 RPM on either magneto or show greater than 50
RPM differential between magnetos. If there is a doubt concerning operation of the ignition system, RPM checks at higher 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.
ATTER NA T O RCHE C K
Prior to flights where verification of proper alternator and voltage
regulator operation is essential (such as night or instrument flights), a
positive verification can be made by loading the electrical system momentarily (3 to 5 seconds) with the optional landing light (if so
equipped), or by operating the wing flaps during the engine runup
(1700 RPM). The ammeter will remain within a needle width of its initial
reading if the alternator and voltage regulator are operating properly.
T A KEOFF
POWE R CHE CK
It is important to check full-throttle engine operation early in the
4-t3
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 172N
takeoff nrn. Any sign of rough engine operation or sluggish engine acceleration is good cause for discontinuing the takeoff. If this occurs, you are
justified in malcing a thorough full-throttle, static runup before another
takeoff is attempted. The engine should run smoothly and turn approximately 2280 to 2400 RPM with carburetor heat off and mixture tull rich.
NOTE
Carhrretor heat should not be used dunng takeoff unless
it is absolutely necessary for obtaining smooth engine
acceleration.
Full-throttle runups over loose gravel are especially harmful to propeller tips. When takeoffs must be made over a gravel surface, it is very
important that the throttle be advanced slowly. This allows the airplane
to start rolling before high RPM is developed, and the gravel will be blown
back of the propeller rather than pulled into it. When unavoidable small
dents appear in the propeller blades, they should be immediately corrected as described in Section 8 under Propeller Care.
Prior to takeoff from fields above 3000 feet elevation, the mixture
shotrld be leaned to give mardmum RPM in a full-throttle, static runup.
After full throttle is applied, adjust the throttle friction lock clockwise to prevent the throttle from creeping back from a maximum power
position. Similar friction lock adjustments should be made as required
in other flight conditions to maintain a fixed throttle setting.
WIN G Ft A P S E I T I NG S
Normal and short field takeoffs are performed with flaps up. Flap
settings greater than 10" are not approved for takeoff.
Use of 10o flaps is reserved for minimum ground runs or for takeoff
from soft or rough fields. Use of 10o flaps allows safe use of slightty
lower takeoff speeds than with flaps up. The lower speeds result in
shortening the ground run and total distance over a 50 foot obstacle by
approximately 10Vo. However, this advantage will be lost if flaps up
speeds are used, or in high altitude takeoffs in hot weather at maximum weight where climb would be marginal with 10o flaps. Therefore,
use of 10" flaps is not recommended for takeoff over an obstacle at high
altitude in hot weather.
SHORI F I E LDT A K E O F F
If an obstruction dictates the use of a steep climb angle, after liftoff
4-t4
CESSNA
MODEL 172N
SECTION 4
NORMAL PROCEDURES
accelerate to and climb out at an obstacle clearance speed of 59 KIAS
with flaps retracted. This speed provides the best overall climb speed
to clear obstacles when taking into account the turbulence often found
near ground level. The takeoff performance data provided in Section 5
is based on the flaps up configuration.
Minimum ground run takeoffs are accomplished using 10o flaps. If
10o of flaps are used on soft or rough fields with obstacles ahead, it is
normally preferable to leave them extended rather than retract them in
the climb to the obstacle. With 10o flaps, use an obstacle clearance
speed of 55 KIAS. As soon as the obstacle is cleared, the flaps may be
retracted as the airplane accelerates to the normal flaps-up climb-out
speed.
C ROS S W I ND I A K E O F F
Takeoffs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length to minimize the drift angle immediately after takeoff. The airplane is accelerated to a speed
slightty 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 furn into the wind to correct for drift.
E NROUTECL IM B
Normal climbs are performed with flaps up and full throttle and at
speeds for the best
speeds 5 to 10 knots higher than best rate-of-climb
The mixand engine cooling.
combination
of performance, visibility
ture should be full rich below 3000 feet and may be leaned above 3000
feet for smoother operation or to obtain maximum RPM. For maximum rate of climb, use the best rate-of-climb speeds shown in the Rateof-Climb chart in Section 5. If an obstruction dictates the use of a steep
speed should be used with flaps up
climb angle, the best angle-of-climb
power.
Climbs at speeds lower than the best rate-ofand maximum
climb speed should be of short duration to improve engine cooling.
CR UISE
Normal cruising is performed between 55Voand ?570power. The engine
RPM and corresponding fuel consumption for various altitudes can be deter4-1 5
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 172N
mined by using your Cessna Power Computer or the data in Section 5.
NOTE
Cmising should be done at 65Voto 75Vopower until a totat
of 50 hours has accumulated or oil consumption has stabilized. This is to ensure proper seating of the rings and
is applicable to new engines, and engines in service following cylinder replacement or top overhaul of one or
more cylinders.
The Cruise Performance Table, Figure 4-3, illustrates the true airspeed and nautical miles per gallon during cruise for various altitudes and
percent po\ryer. This table should be used as a guide, along with the available winds aloft information, to determine the most favorable altifude and
power setting for a given trip. The selection of cruise altitude on the
basis of the most favorable wind conditions and the use of low power settings are significant factors that should be considered on every trip to
reduce fuel consumption.
To achieve the recommended
shown in Section 5, the mixture
peaks and drops 25-50 RPM. At
enrichen the mixture slightly to
lean mixture fuel consumption figures
should be leaned until engine RPM
lower powers it may be necessary to
obtain smooth operation.
Should it be necessary to cruise at higher than 75Vo power, the
mixture should not be leaned more than is required to provide peak
RPM.
Carbr.rretor ice, as evidenced by an unexplained drop in RPM, can be
removed by application of full cartmretor heat. Upon regaining the original RPM (with heat off), use the minimum amount of heat (by trial and
55%POWER
65%POWER
75 %POW ER
KTAS
NM PG
KTAS
1 3 .5
107
1 4 .8
100
16.1
11 8
1 4 .O
111
1 5 .3
103
16.6
12 2
1 4 .5
115
1 5 .8
106
17.1
ALT IT U DE
KTAS
SeaLevel
11 4
4000 Feet
8000 Feet
NM PG
ZeroWind
Standard Conditions
Figure 4-3.
4-16
NMPG
Cruise Performance Table
CESSNA
MODEL 172N
SECTION 4
NORMAL PROCEDURES
error) to prevent ice from forming.
since the heated air causes a richer
mixfure, readjust the mixfure setling when
carn retor heat is to be used
continuously in cruise flight.
The use of fulr carburetor heat
heavy rain to avoid the possib'ity
water ingestion or carburetor ice.
adjusted for smoothest operation.
ItJ$"1il;llllowed
is recommended during flight in
due to excessive
91
rne"rgi";
frixture"topp"ge
setting should be re_
power changes shourd
be made cau_
ov prorf,pt*ai""t*""t
"itn!
mixtureror smoothest
5 TAtt5
The stall characteristics are conventional
and aural warning is provided by a stall warning horn which sounds
u"t,o""n
b and 10 }rrots above
the stall in all configurations.
Power-off statl speeds at ma:rimum_weight
for both forward and aft
c. g, lnsitions are presented in Section
b.
S PI NS
Intentional spins are approvej i1. this
airplane within certain restrictspinswith baggase
;iri"fft'
loadineso"-J".,rpiedrear ,"JG) are
not
However' before attempting to perfor_m
spins several items should be
be caretully considered b;";;".
a
tempted withcmt first ta"ing receivedqafe fiight. No spins shourd be at_
auar instruction both in spin entries
and spin recoveries fr93 a-qualifiea
insimc-tir wno is farniliar with the
spin characteristics of the C'essna l?ZN.
The cabin sho'ld be clean and
loqse equipment (including the mi_
crophone and rear seat belts) shourd
-a,rl
ne stowed or secured. For a soro
flight in which spins will be 6onau:1e0,
ttr"
seat belt and shqrlder
harness should also be
"iiuot's
The seat berG
and
shq.rlder
harnesses
should be adjusted to provide
"".,r""d.p"op"" restraint
during all anticipated flight
conditions. However, care shourd be
taken
easily reach the flight contrors and produ"" io "r,ro"" that the p10t can
control lravers.
-*i-um
4-17
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 172N
It is recommended that, where feasible, entries be accomplished at
high enough altitude that recoveries are completed 4000 feet or more above
ground level. At least 1000 feet of altitude loss should be allorred for a
1- turn spin and recovery, while a 6- turn spin and recovery may require
somewhat more than twice that amount. For e>q.mple, the recommended
entry altitude for a 6- turn spin would be 6000 feet above ground level. In
any caser entries should be planned so that recoveries are completed well
above the minimum 1500 feet above ground level required by FAR 91. ?1.
Another reason for using high altitudes for practicing spins is that a
greater field of view is provided which will assist in maintaining pilot
orientation.
The normal entry is made from a power-off stall. As the stall is approached, the elevator control should be smoothly pulled to the fuil aft
position. Just prior to reaching the stall rbreak", rudder control in the
desired direction of the spin rotation should be applied so that fulI mdder
deflection is reached almost simultaneously with reaching fulI aft elevator.
A slightly greater rate of deceleration than for normal stall entries, application of ailerons in the direction of the desired spin, and the use of
power at the entry will assure more consistent and positive entries to the
spin. As the airplane begins to spin, reduce the power to idle and return
the ailerons to neutral. Both elevator and rudder- controls should be held
full with the spin until the spin recovery is initiated. An inadvertent reluration of either of these controls could result in the development of a nosedown spiral.
For the purpose of training in spins and spin recoveries, a 1 or 2
furn spin is adequate and should be used. Up to 2 furns, the spin will progress to a fairly rapid rate of rotation ard a steep attitude. Application of
recovery controls will produce prompt recoveries (withtn l/4 hrrn). Durirg extended spins of two to three turns or more, the spin will tend to
charge into a spiral, particularly to the right. This wiU be accompanied
by an increase in airspeed and gravity loads on the airplane. If this occurs, recovery should be accomplished quickly by leveling the wings and
recovering from the resulting dive.
Regardless of how many furns the spin is held or how it is entered,
the following recovery technique should be used:
(1) VERIFY THAT THROTTLE Is IN IDLE PoSITIoN AND AILERoNS
ARE NEIITRAL.
(2) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIRECTION OF ROTATIOJI(3) JUsr AFTER TIm RUDDER REAcHES THE srop, MovE THE
CONTROTifrE.EE.I, BRISKLY FoRwARD FAR ENcIJGH To BREAK
THE STALL.
4- 1 8
SECTION 4
NOR,MAL PF,OCEDURES
CESSNA
MODEL 172N
(4) HOLD THESE CO}ITROL INPUTS UIVIIL ROTATION STOPS.
(5) rn-OrreTloN
sTops, NELITRA LIZF- RUDDER, AND MAKE A
SMOOTH RECOVERY FROM THE RESULTING DryE.
NOTE
If disorientation precludes a visual determination of the
direction of rotation, the symbolic airplane in the turn
coordinator or the needle of the furn and bank indicator
may be referred to for this information.
Variation in basic airplane r€ging or in weight and balance due to
installed equipment or right seat occupancy can cause differences in behavior, particularly in extended spins. These differences itre normal and
will result in variations in the spin characteristics and in the spiraling
tendencies for spins of more than 2 turns. However, the recovery technique
should always be used and will result in the most expeditious recovery from
any spin.
Intentional spins with flaps extended are prohibited, since the high
speeds which may occur during recovery are potentially damaging to the
flap/wing stmcture.
L AND I N G
NOR,UA t T A NDI NG
Normal landing approaches can be made with power-on or power-off
with any flap setting desired. Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach
speeds. Steep slips should be avoided with flap settings greater than 20o
due to a slight tendency for the elevator to oscillate under certain combinations of airspeed, sideslip angle, and center of gravity loadings.
NgTE
Carburetor heat should be applied prior to any significant
reduction or closing of the throttle.
Achral touchdown should be made with power-off and on the main
wheels first to reduce the landing speed and subsequent need for braking
in the landing roll. The nose wheel is lowered to the runway gently after
the speed has diminished to avoid unnecessary nose gear loads. This
procedure is especially important in rough or soft field landings.
4-19
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 172N
SH ORT FIE T DT A NDI NG
For a short field landing in smooth air conditions, make an approach at the minimum recommended airspeed with full flaps using
enough power to control the glide path. (Slightly higher approach
speeds should be used under turbulent air conditions.) After all approach obstacles are cleared, progressively reduce power and maintain
the approach speed by lowering the nose of the airplane. Touchdown
should be made with power off and on the main wheels first. Immediately after touchdown, Iower the nose wheel and apply heavy braking
as required. For maximum brake effectiveness, retract the flaps, hold
the control wheel full back, and apply maximum brake pressure without sliding the tires.
C R,OSSW I ND T A NDI NG
When landing in a strong crosswind, use the minimum flap setting
required for the field length. If flap settings greater than 20o are used
in sideslips with full rudder deflection, some elevator oscillation may be
felt at normal approach speeds. However, this does not affect control of
the airplane. Although the crab or combination method of drift correction
may be used, the wing-Iow method gives the best control. After touchdown, hold a straight course with the steerable nose wheel and occasional
braking if necessary.
The ma:<imumallowable crosswind velocity is dependentupon pilot
capability as well as aircraft limitations. With average pilot technique,
direct crosswinds of 15 knots can be handled with safety.
BAL KED LA NDI NG
In a balked landing (go-around) climb, reduce the wing flap setting
to 20" immediately after full power is applied. If obstacles must be
cleared during the go-around climb, reduce the wing flap setting to 10o
and maintain a safe airspeed until the obstacles are cleared. Above
3000 feet, lean the mixture to obtain maximum RPM. After clearing
any obstacles, the flaps may be retracted as the airplane accelerates to
the normal flaps-up climb speed.
N
COLD WEATH ER OP E R ,A TIO
SI AR .IING
Prior to starting on a cold morning, it is advisable to pull the propel4-20
C ESSN A
MODEL 172N
S E C TION 4
NORMAL PROCEDURES
ler through several times by hand to "break loose" or "Iimber" the oil.
thus conserving battery energy.
NOTE
When pulling the propeller through by hand, treat it as
if the ignition switch is turned on. A loose or broken
ground wire on either magneto could cause the engine to
fire.
In extremely cold (-18"C and lower) weather, the use of an external preheater and an external power source are recommended whenever posliUle
to obtain positive starting and to reduce wear and abuse to the engine and
electrical system. Pre-heat will thaw the oil trapped in the oil cboler,
which probably will be congealedprior to starting in extremely cold temperatures. When using an external power source, the position of the master switch is important. Refer to Section 7 under Ground Seryice plug
Receptacle for operating details.
Cold weather starting procedures are as foll.ows:
With Preheat:
(tl with ignition switch oFF and throtile closed, prime the engine
four to eight strokes as the propeller is being turned over by hind.
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
through the primer.
(2)
(3)
(4)
(5)
(6)
(?)
(8)
Propeller Area -- CLEAR.
Master Switch -- ON.
Mixture -- FULL RICH.
Throtile -- OPEN 1/8 rNCH.
Ignition Switch -- START.
Release ignition switch to BorH when engine starts.
Oil Pressure -- CHECK.
I/ithout Preheflf
(1) Prime the engine six to ten strokes while the propeller is being
turned by hand with throttle closed. Leave primei chbrged and ready
for stroke.
4-21
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 172N
(2) Propeller Area -- CLEAR.
(3) Master Switch -- ON.
(4) Mixture -- FULL RICH.
(5) Ignition Switch -- START.
(6) Rrmp throttle rapidly to tulI open twice. Rehrrn to 1/8.inch
open position.
(?) Release ignition switch to BOTH wtren engine starts.
(8) Continue to prime engine until it is running smoothly, or alternately Frmp throttle rapidly over first L/4 ot total travel.
(9) Oil Preszure -- CHECK.
(10) RrlI carburetor heat knob tuIl on after engine has started.
Leave on until engine is running smoothly.
(11) Lock primer.
NOTE
If the engine does not start during the first few attempts,
or if the engine firing diminishes in strength, it is probable that the sprk plugs have been frosted over. Preheat must be used before another start is attempted.
Pumping the throttle may cause raw fuel to accumulate
in the intake air duct, creating a fire hazard in the event
of a bacldire. 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 preheat.
During cold weather operations, no indication will be apparent on the
oil temperafure gage prior to takeoff if outside air temperatures are very
cold. After a zuitable warm-up period (2 to 5 minutes at 1000 RPM), accelerate the engine several times to higher engine RPM. If the engine accelerates smoothly and the oil pressure remains normal and steady, the
airplane is ready for takeoff .
F TIGH T O P E RA T I O NS
Takeoff is made normally with carburetor heat off.
leaning in cnrise.
Avoid excessive
Carhrretor heat may be used to overcome any occasional engine
roughness due to ice.
When operating in temperafures below -18"C, avoid using partial car4-22
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 172N
buretor heat. Partial heat may increase the carburetor air temperature
to the 0o to 2L"C range, where icing is critical under eertain atmospheric
conditions.
HOT WEATH E ROP E R ,A TIO N
Refer to the general warm temperature starting information under
Starting Engine in this section. Avoid prolonged engine operation on the
ground.
NOISEABATEME N T
Increased emphasis on improving the quality of our environment
requires renewed effort on the part of all pilots to minimize the effect of
airplane noise on the public.
We, as pilots, can demonstrate our concern for environmental improvement, by application of the following suggested procedures, and
thereby tend bo build public zupport for aviation:
(1) Pilots operating aircraft under VFR over outdoor assemblies of
persons, recreational and park areas, and other noise-sensitive
areas should make every effort to fly not less tlwn 2,000 feet above
the surface, weather permitting, even though flight at a lower level
may be consistent with the provisions of government regulations.
(2) During deprfure from or approach to an airport, climb after
taleoff and descent for landing should be made so as to avoid prolonged flight at low altihde near noise-sensitive areas.
NOTE
The above recommended procedures do not apply where
they would conflict with Air Traffic Control clearances
or instmctions, or where, in the pilotfs judgement, an
altifude of less than 2,000 feet is necessary for him to
adequately exercise his duty to see and avoid other aircraft,
The certificated noise level for the Model 172N at 2300 pounds maximum weight is 73.8 dB(A). No determination has been made by the
Federal Aviation Administration that the noise levels of this airplane
are or should be acceptable or unacceptable for operation at, into, or
out of, any airport.
4-23/(4-24 blank)
CESS NA
MODEL 172N
SECTION 5
PERFOITMANCE
5
SECTION
PERFORMANCE
T A BL E OF CO N TE N TS
Page
In tro d uc t ion. . . . . . . .
Use of Performance Charts
Sample Probl em
Takeoff
Cruise
FueI Required
Landing
Figure 5-1, Airspeed Calibration - Normal Static Source . .
Airspeed Calibration - Alternate Static Source . .
Figure 5-2, Temperature Conversion Chart .
Figure 5-3, Stall Speeds
Figure 5-4, Takeoff Distance - 2300Lbs
Takeoff Distance - 2100Lbs and 1900Lbs
Figure 5-5, Rate of Climb
Figure 5-6, Time, Fuel, and Distance to Climb .
Figure 5-7, Cnr is eP e rfo rma n c e .
..
Figure 5-8, Range Profile - 40 Gallons FueI . .
. .
Range Profile - 50 Gallons Fuel , .
Figure 5-9, Endurance Profile - 40 Gallons Fuel
Endurance Profile - 50 Gallons Fuel
Figure 5-10, Landing Distance
5-3
5-3
.
5-3
5-4
5-5
5-5
5-7
5-8
5-9
5-10
5- 11
5-L2
5-13
5-14
5-15
5-16
5-17
5-18
5-19
5-20
5-2r
5-L/(5-2 blank)
SECTION 5
PERFORMANCE
CESSNA
MODEL 172N
INTRO DUCT I O N
Performance data charts on the following pages are presented so
that you may know what to expect from the airplane under various
conditions, and also, to facilitate the planning of flights in detail and
with reasonable accuracy. The data in the charts has been computed
from actual flight tests with the airplane and engine in good condition
and using average piloting techniques.
It should be noted that the performance information presented in
the range and endurance profile charts allows for 45 minutes reserve
fuel based on 45Vo power. Fuel flow data for cruise is based on the
recommended lean mixture setting. Some indeterminate variables
such as mixture leaning technique, fuel metering characteristics, engine and propeller condition, and air turbulence may account for variations of. LOVoor more in range and endurance. Therefore, it is important to utilize aII available information to estimate the fuel required for
the particular flight.
USE O F PERF O R M A N C EC H A R TS
Performance data is presented in tabular or graphical form to illusdetailed information
trate the effect of different variables.
Sufficiently
is provided in the tables so that conservative values can be selected
performance
figure with reasonaand used to determine the particular
ble accuracy.
SAM P LEP ROB L E M
from the
The following
sample flight problem utilizes information
various charts to determine the predicted performance data for a typiis known:
cal flight.
The following
information
AIRPLANE CONFIGURATION
Takeoff weight
Usable fuel
2250 Pounds
40 Gallons
TAKEOFF CONDITIONS
F ield pressure altitude
Temperature
Wind component along runway
Fietd length
1500 Feet
28oC (16oC above standard)
12 Knot Headwind
3500 Feet
5-3
CESSNA
MODEL 172N
SECTION 5
PERFORMANCE
CRUISE CONDITIONS
Total distance
Pressure altitude
Temperature
Expected wind enroute
460 Nautical Miles
5500 Feet
20oC (16"C above standard)
10 Knot Headwind
LANDING CONDITIONS
Field pressure altitude
Temperature
Field length
2000 Feet
25oC
3000 Feet
TAKEO FF
The takeoff distance chart, figure 5-4, should be consulted, keeping
in mind that the distances shown are based on the short field technique. Conservative distances can be established by reading the chart
For exat the next higher value of weight, altitude and temperature.
ample, in this particular
sample problem, the takeoff distance information presented for a weight of 2300 pounds, pressure altitude of 2000 feet
and a temperature of 30oC should be used and results in the following:
Ground roll
Total distance to clear a 50-foot obstacle
1075 Feet
1915 Feet
These distances are well within the available takeoff field length.
However, a correction for the effect of wind may be made based on Note
3 of the takeoff chart. The correction for a 12 knot headwind is:
12 Knots , rovo =LBvoDecrease
9 Knots
This results in the following distances, corrected for wind:
Ground roll, zero wind
Decrease in ground roll
(1075 feet " lSVo)
Corrected ground roll
Total distance to clear a
50-foot obstacle, zero wind
Decrease in total distance
(1915 feet * L3Vo)
Corrected total distance
to clear a 5O-foot obstacle
5-4
IO75
140
ffi tr'eet
1915
249
1666 Feet
C ESS NA
MODEL 172N
S E C TION 5
PER,FORMANCE
CR UISE
The cruising altitude should be selected based on a consideration of
trip length, winds aloft, and the airplane's performanee.
A typical
cruising altitude and the expected wind enroute have been given for
this sample problem.
However, the power setting selection for cruise
must be determined based on several considerations.
These include the
cruise performance
characteristics
presented in figure 5-7, the range
profile chart presented in figure 5-8, and the endurance profile chart
presented in figure 5-9.
The relationship
between power and range is illustrated by the
range profile chart.
Considerable fuel savings and longer range result
when lower power settings are used.
The range profile chart indicates that use of. 65Vo power at 5500 feet
yields a predicted range of 523 nautical miles with no wind. The enduranee profile chart, figure 5-9, shows a corresponding 4.2 hours.
The range figure of 523 nautical miles is corrected to account for
the expected 10 knot headwind at 5500 feet.
Range, zero wind
Decrease in range due to wind
(4.7 hours " 10 knot headwind)
Corrected range
523
47
476 Nautical Miles
This indicates that the trip can be made without
proximately
65Vo power.
a fuel stop using ap-
The cruise performance chart, figure 5-7, is entered at G000 feet
altitude and 20oC above standard temperature.
These values most
nearly correspond to the pianned aititude and expected temperature
conditions.
The engine speed chosen is 2500 RPM, which results in the
following:
Power
True airspeed
Cruise fuel flow
647o
114 Knots
7 .1 GP H
The power computer may be used to determine
sumption more accurately during the fllght.
power and fuel con-
F U E LR EO U IRED
The total fuel requirement
for the flight
may be estimated using the
5-5
CESSNA
MODEL 172N
SEC TION 5
PERFORMANCE
performance information
in figure 5-6 and 5-7. For ths sample probIem, figure 5-6 shows that a climb from 2000 feet to 6000 feet requires
distance during the climb is I
1.3 gallons of fuel. The corresponding
nautical miles. These values are for a standard temperature and are
However, a
accurate for most flight planning purposes.
sufficiently
further correction for the effect of temperature may be made as noted
effect of a non-standard temperaon the climb chart. The approximate
ture is to increase the time, fuel, and distance by IOVo for each 10'C
In this
above standard temperature, due to the lower rate of climb.
case, assuming a temperature 16oC above standard, the correction would
be:
rovo= l6vo Increase
+9;9
100c ^
With this factor included. the fuel estimate would be calculated as folIows:
1.3
Fuel to climb, standard temperature
Increase due to non-standard temperature
(1.3 ' tGVo )
Corrected fuel to climb
Using a similar
c a l miles.
The resultant
procedure
O.2
1'5 Gallons
for the distance to climb
results in 10 nauti-
cruise distance is:
460
-10
4ffi-Nautical
Total distance
Climb distance
Cruise distanee
With an expected 10 knot headwind,
predicted to be:
the ground
Miles
speed for cruise is
Lt4
- 10
104 Knots
Therefore,
the time required
for the eruise portion
450 Nautical
104 Knots
The fuel required
for cruise
Miles
is:
4.3 ho urs ' 7 .1 gallons / hour
5 -6
= 4.3 Hours
= 30. 5 G allons
of the trip is:
CESS NA
MODEL 172N
SECTION 5
PERFORMANCE
The total estimated fuel required is as follows:
Engine start, taxi, and takeoff
Climb
Cruise
Total fuel required
1.1
1.5
30.5
33.1 GaIIons
This will leave a fuel reserve of:
40.0
-3 3 .1
6.9 Gallons
Once the flight is underway, ground speed checks will provide a
more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve.
L AN DI NG
A procedure similar to takeoff should be used for estimating the
landing distance at the destination airport. Figure 5-10 presents landing distance information for the short field technique. The distances
corresponding to 2000 feet and 30oC are as follows:
Ground roll
Total distance to clear a 5O-foot obstacle
590 Feet
1370 Feet
A correction for the effect of wind may be made based on Note 2 of the
landing chart using the same procedure as outlined for takeoff.
5-7
SEC TION 5
PERFORMANCE
CESSNA
MODEL 172N
A I R SP E E D C A L IB R A IION
N O R AA AL S T AT IC S O U R C E
FLAPS UP
KIAS
KCAS
40
49
50
55
60
62
70
70
80
80
90
89
40
49
50
55
60
62
70
71
80
80
85
85
40
50 60
70
47 54 62 71 8186
80
85
100
99
110
108
120
118
FLA P S1OO
KIAS
KCAS
FLAPS 4OO
K IA S
KCAS
Figure 5-1. Airspeed Calibration (Sheet1 of 2)
5-8
130
128
140
138
SECTION 5
PERFORMANCE
C ESSN A
MODEL 172N
AIR S P E E D C A T IB R A TION
A T T ER N A T ES T AT IC SOU R C E
HEATER/VENTS
CLOSED
ANDWINDOWS
F LA P SUP
NOR M ALKIAS
A LT ERNATEKIAS
40
39
50
51
60
61
70
71
80
82
90
91
40
40
50
51
60
61
70
71
80
81
85
85
405060708085
38 50 60 70
79
83
100
101
110
111
120
121
130
131
140
141
F LA P S1 OO
NOR M ALKIAS
A LT E RNATEKIAS
F LAPS4OO
NOR M ALKIAS
A LT E RNATEKIAS
HEATER/VENTS
OPENAND WINDOWS
CLOSED
FLAPSUP
N O RMALKIAS
A LT ERNATEKIAS
40
36
50 60 70 80
48 59 70 80
40
38
50
49
40
34
50 60 70
47 57 67
90
89
100 110 120 130 140
99 108 118 128 139
F LA PS1 OO
N O RMALKIAS
A LT ERNATEKIAS
70
69
60
59
80
79
85
84
FLAPS4OO
N O RMALKIAS
A LT ERNATEKIAS
80 85
77 81
WINDOWS
OPEN
F LA PSUP
NOR M ALKIAS
A LT ERNATEKIAS
40
26
50
43
60
57
70
70
80
82
90
93
40
25
50
43
60
57
70
69
80
80
85
85
405060708085
25 41 54 67
78
84
100
103
110
113
120
123
130
133
140
143
F LA PS1 OO
NOR M ALK]AS
A LT ERNATEKIAS
FLAPS4OO
NOR M ALKIAS
A LT ERNATEKIAS
Figure 5-1. Airspeed Calibration (Sheet2 of.2)
5-9
S ECTION 5
PERFORMANCE
CESSNA
MODEL 172N
TEM PERA TURECONV E RS ION CHA RT
L
LU
I
z
LIJ
E
I
fl40
@
LU
LU
t
tn
t!
o20
-20
0
20
40
DEG REES
- CELSI US
Figure 5-2.
5- 10
Temperature Conversion Chart
SECTION 5
PERFORMANCE
CESSN A
MODEL 172N
STATL SPEEDS
CON DITIONS:
PowerOff
NOTES:
1. Maximumaltitude lossduringa stall recoverymay be as much as 180 feet.
2. KIAS valuesare approximate.
frlOSTREARWARD CENTEROF GRAVITY
ANG LE OF B A N K
FLAP
WE I GHT
D E F L E C T I ON
LBS
oo
450
300
600
KI AS KCAS KI AS KCAS K I A S KCAS K I A S KCAS
2300
UP
42
50
45
54
50
59
59
71
lo o
38
47
40
51
45
56
54
66
400
36
M
38
47
43
52
51
62
, V I O S I F O R WA R D C EN T EROF GR A V IIY
ANG LE OF B A N K
WE I GHT
FLAP
LBS
DEFLECTI O N
go
3oo
KI AS KCAS KI AS
2300
450
600
KCAS K I A S KCAS K I A S KCAS
UP
47
53
51
57
56
63
66
75
1 00
44
51
47
55
52
61
62
72
400
41
47
M
51
49
56
58
66
Figure 5-3. Stall Speeds
5- 11
cJl
I
TA K E O F F DI S T A NCE
N?
lnAxt,uurn wEIGHT 2300 !BS
'0 cD
HH
5c)
,:t Fl
az
!ur
S H OR T FIE TD
CONDITIONS :
FlapsUp
Full ThrottlePriorto BrakeRelease
Paved,Levef,Dry Runway
Zero Wind
z
o
NOTES:
1. Short field techniqueas specifiedin Section4.
2. Prior to takeoff from fieldsabove3000 feet elevation,the mixture shouldbe leanedto give maximumRPM in a full throttle,
static runup.
distancesby 1Oo/o
distances1oo/oforeach9 knots headwind. For operationwith tailwindsup to 10 knots, increase
3. Decrease
for each2 knots.
by 15%of the "ground roll" figure.
4. For operationon a dry, grassrunway,increasedistances
TAK EO FF
4ooc
100c
2ooc
300c
00c
SPEED PRESS
WEIGHT
K I AS
ALT
TOTAL
TOTAL
TOTAL
TOTAL
TOTAL
LBS
FT G RND TO CLEAR G R N D T O C L E A R G R N D T O C L E A R G R N D T O C L E A RG R N D T O C L EAR
L I FT AT
RO LL 50 FT O BS R O L L 50 FT OBS R O L L 50 FT OBS R O L L 5 0 F T O B S R O L L 50 FT OBS
OFF 50 FT
2300
52
59
SL.
1000
2000
3000
4000
5000
6000
7000
8000
720
790
865
950
1045
1 150
1265
1400
1550
1300
1420
1555
1710
1880
2075
2305
2565
2870
775
850
930
1025
1 125
1240
13 6 5
1510
16 7 5
Figure 5-4.
1390
1525
1670
18 3 5
2025
2240
2485
2770
3110
835
915
1000
1100
1210
1335
1475
1630
1805
1490
1630
1790
1970
2175
2410
2680
3000
3375
895
980
1075
11 8 5
1300
14 3 5
15 8 5
1755
1945
Takeoff Distance (Sheet 1 of 2)
1590
1745
1915
2115
2335
2595
2895
3245
3670
960
1050
11 5 5
1270
1400
1540
1705
1890
2095
1700
18 6 5
2055
2265
25 10
2795
3125
35 15
3990
o
x oL'J
ts
'm
tm
NZ
z>
F8
Xu)
T AKEOFF DISTANCE
2t00 tBs AND 1900 tBs
E2
SHORI FIETD
->
il
z
AND NOTES.
EO N D I T I O N S
REFERTO SHEET1 F O RA P P R O P R I A TC
TAK EO FF
400c
200c
300c
100c
ooc
SP EED PRESS
WEIGHT K I AS
TOTAL
TOTAL
ALT
TOTAL
TOTAL
TOTAL
LBS
FT G RND TO CLEAF G R N D T O C L E A R G R N D T O C L E A R G R N D T O C L E A R G R N D T O C L EAR
L I FT AT
RO LL 50 FT OBS R O L L 50 FT OBS R O L L 50 FT OBS R O L L 50 FT OBS R O L L 50 FT OBS
OFF 50 FT
2100
50
56
S.L . 585
1000 640
2000 700
3000 770
4000 845
5000 930
6000 1025
7000 1 130
8000 1245
1070
11 6 5
1270
1390
15 2 5
1680
1850
2050
2275
630
690
755
830
910
1000
11 0 0
1215
1345
1140
1245
1360
1490
1640
1805
1990
2210
2460
680
740
810
890
980
1075
11 8 5
1310
1450
1220
1330
1455
1595
17 5 5
1935
2140
2380
2655
725
795
870
955
1050
11 5 5
1275
1410
1560
1300
1420
15 5 5
1710
1880
2075
2300
2560
2865
780
850
935
1025
11 3 0
1240
1370
1515
1080
1390
1520
1665
1830
2015
2230
2475
2755
3090
1900
47
54
S.L
1000
2000
3000
4000
5000
6000
7000
8000
865
940
1025
1115
1220
1340
1470
1620
1790
505
550
605
660
725
795
875
965
1065
920
1005
1095
1195
1305
1435
1575
1740
1925
540
590
645
710
780
855
940
1035
11 4 5
985
1070
1170
1275
1400
1535
1690
18 6 5
2065
580
635
695
760
835
920
1010
1115
1230
1045
11 4 0
1245
1365
1495
1640
1810
2000
2220
620
680
745
815
895
985
1085
11 9 5
1320
11 1 5
1215
1330
1455
15 9 5
17 5 5
1940
2145
2385
470
515
560
615
670
740
810
895
985
15
Et
da
xr {
=g
:-D
io
CJr
I
cto
Fd
Figure 5-4.
Takeoff Distance (Sheet 2 ot 2)
l-{
dz
trl cn
S ECTION 5
PERFORMANCE
CESSNA
MODEL 172N
R A T EOF C T IMB
C ON DIT IONS:
F l a psU p
Full Throttle
NOTE:
Mixtureleanedabove3000 feet for maximumRPM.
WEIGHT
L BS
2300
PRESS
AL T
FT
CLI M B
SPEED
KI AS
S.L
2000
4000
6000
BOOO
10, 000
12, 000
73
72
71
7Q
69
68
67
RATE O F C L I M B- F P M
-200c
875
765
655
545
440
335
230
00c
815
705
600
495
390
285
180
Figure 5-5. Rate of Climb
5- 1 4
200c
400c
755
650
545
440
335
230
695
590
485
385
280
CESSNA
MODEL 172N
SECTION 5
PERFORMANCE
T I M E , FU E L ,A N D D IS T A N CETO CLIM B
tnAxt,vlurvt
RATEoF cltl B
_
CON DITIONS:
F lapsUp
Full Throttle
StandardTemperature
NOTES:
1. Add 1.1 gallonsof fuel for enginestart,taxi and takeoffallowance.
2. Mixture leanedabove3000 feet for maximum RPM.
3. Increasetime, fuet and distancebV 1O%for each 10oCabovestandardtemperature.
4. Distances
shownare basedon zero wind.
F R O MS E A L E V E L
PRESSURE
CLI M B RATEO F
TEM P
WE I GHT
AL TITUDE
SPEED CLI M B
oc
LBS
TI M E F U E LU S E D DISTANCE
FT
KI AS
FPM
MIN GALLONS
NM
2300
15
73
770
o
0.0
0
1000
13
73
725
1
0.3
2
2000
11
72
675
3
0.6
3
3000
9
72
630
4
0.9
5
4000
7
71
580
6
1.2
8
5000
5
71
535
8
1.6
10
6000
3
70
485
10
1.9
12
7000
1
69
440
12
2.3
15
8000
-1
69
390
15
2.7
19
9000
-3
68
345
17
3.2
22
10,000
-5
68
295
21
3.7
27
11, 000
-7
67
250
24
4.2
32
12, 000
-9
67
200
29
4.9
38
S . L.
Figure 5-6. Time, Fuel, and Distance to Climb
5- 15
SECTION 5
PERFORMANCE
CESSNA
MODEL 172N
C R UIS E P E R F OR MA N CE
C O ND I T I ONS:
2300 Pounds
Recommended
LeanMixture
PRE S S URE
RPM
ALT I T UDE
FT
2OOC
BELOW
STAND ARDTEM P
oL
KTAS
G PH
72
64
56
50
111
106
101
95
8. 0
7. 1
6. 3
5. 8
2550
2500
2400
2300
2200
2100
76
68
60
54
48
116
111
105
100
94
6000 2600
2500
2400
2300
2200
2100
72
64
57
51
46
STANDARD
TEM PERATURE
o/o
2OOC
ABOVE
STANDARDTEMP
oa
KTAS G P H
BHP
KTAS
GPH
75
67
60
53
47
116
111
105
100
94
8.4
7.5
6.7
6.1
5.6
71
63
56
50
45
115
110
105
99
93
7.9
7.1
6.3
5.8
5.4
8. 5
7. 6
6, 8
6. 1
5. 6
75
71
64
57
51
46
118
115
110
105
99
93
8.4
LO
71
6.4
5.9
5.5
71
67
60
54
48
44
118
115
109
104
98
92
7.9
7.5
6.7
6.1
5.7
5.3
116
110
105
99
93
8. 1
7. 2
6. 5
5. 9
5. 5
75
67
60
54
49
44
120
' t 15
109
104
98
92
8. 4
7. 6
6.8
6.2
5.7
5.4
71
64
57
52
47
42
120
114
109
103
97
91
7.9
71
6.4
5.9
5.5
5.2
76
68
61
55
49
120
115
110
104
98
8. 6
7. 7
6. 9
6. 2
5. 7
75
71
64
58
52
47
122
120
114
109
103
97
8. 4
8. 0
7. 2
6.5
6.O
5.5
71
67
60
55
50
45
122
119
113
108
102
96
7.9
7.5
6.8
6.2
5.8
5.4
10,ooo 2650
76
72
65
58
52
47
122
120
114
109
103
97
8. 5
8. 1
7. 3
6. 5
6. 0
5. 6
71
68
61
55
50
45
122
119
114
108
102
96
8.O
7.6
6.8
6.2
5.8
5.4
67
64
58
52
48
44
121
118
112
107
101
95
7.5
71
6.5
6,0
5.6
5.3
1 2 ,0 0 0 2600
2500
2400
2300
2200
68
62
56
50
46
119
114
108
102
96
7. 7
6. 9
6. 3
5. 8
5. 5
64
58
53
48
44
118
113
107
101
95
7.2
6.5
6.0
5.6
5.4
61
55
51
46
43
117
111
106
100
94
6.8
6.2
5.8
5.5
5.3
2000 2500
2400
2300
2200
2100
4000
8000
2650
2600
2500
2400
2300
2200
2600
2500
2400
2300
22AO
BHP
BHP
Figure 5-?. Cruise Performance
5- 16
SECTION 5
PERFORMANCE
CESSNA
MODEL 172N
R ,A N G EP R OFIT E
45 frTINUTES
R,ESERVE
40 GAttONS USABLEFUEI
C O ND ITIONS:
2300 Pounds
RecommendedLean Mixture for Cruise
StandardTemperature
Zero Wind
NOTES.
1. This chart allows for the fuel used for engine start, taxi, takeoffand climb, and the
dis tan cedu rrngclim b as s hown r n f igur e 5- 6.
2. Reservefuel is based on 45 minutes al 45o/oBHP and rs 4.1 gallons.
12,OOO
11
TASr 1 ' Og z
t4 l KTAS
LYT
F'9\'f',-
r11 5 -J
;94 KTAS
:1OG KTAS
tttl
l8A
10,ooo
_t_
I
1q
tf
8000
llll
1 )?
F
uJ
t.u
KTAS_ . KTAS
ttl
ttl
tf
IL
I
ur 6000
o
:)
F
F
#rI'r i'ii r
]I
d 4ooo
2000
-0
>'t11ttt
L'E
Itu
ffi
rI
llt r
I I l^e-s
r.c
i
450
llil
;103 KTAS
I I ls l-3
-ft-to
l -o
;t
S . L.
1111I I
LO
-s
lllll
zlqo,KTAp-
''ol-l3l ;90
; KTASI
I
KTAS*
500
550
600
RANG E- NAUTI CALM I LE S
Figure 5-8.
Range Profile
650
(Sheet 1 of 2)
5-1?
SECTION 5
PERFORMANCE
CESSNMODEL 172N
R A N GE P R OF IL E
45 ftlINUTESRES
ERVE
5O GAttONS USABLEFUEt
C O ND I T I O NS.
2300 Pounds
Recornmended
Lean Mixture for Crurse
S t a ndardT emp era ture
Ze r o Wind
NOTES.
1. Thrs chart allows for the fuel usedfor engrnestart,taxr,takeoffand climb,and the
dist ancedu rrng climb as s hown r n f igur e 5- 6.
2. Reservefuel rs basedon 45 mtnutesat 45% BHP and rs 4.1 gallons.
12, 000
T-J,/
ffc
+Jff
10,ooo
96 KTAS
KTAS
tltl
1 18 KTAS
lt t l
llll
94 KTAS
8000
,
1Oer
1122 KTAS 115 KTAS
ttttl
tttt
IIJ
ut
lJ-
106 KTAS
llll
I
H 6000
3
t
tlr
rltll
t-
>*/
lC
-a
-)e
_ro,
(ol
2000
S . L.
1 4
Figure 5-8.
103 KTAS
E
'Lr-l
-fFl
-lNl
=
o
o-
\gz rtRS
t t ll
be
rol
sfl
rttl
1OOKTAS
lt l
>1Q7 KTAS_
;90 KTAS
650
700
750
800
RANG E- NAUTI CALM I LES
l ff
*ii'i
600
5-1 8
lllr
118 KTAS 1 1 KTAS
€
la
-T-=ui
Range Profile
r ttl
(Sheet 2 ot 2)
CESSNA
MODEL 172N
SECTION 5
PERFORMANCE
EN D U R A N C EP R O F I T E
45 ftTINUTES
RESERVE
40 GAIIONS USABI.E
FUEt
CONDITIONS:
23OOPounds
RecommendedLean Mixture for Cruise
StandardTemperature
NOTES:
1
This chart allows for the fuel used for engine start,taxi, takeoffand climb, and the
tim e d urin g climb as s hown r n f igur e 5- 6.
2. Reservefuel is based on 45 mrnutes at 45o/oBHP and is 4.1 gallons.
12,OOO
10,000
F SOOO
UJ
UJ
l!
I
H 6000
l
tr
F
2000
sr 5
456
ENDURANCE
- HO URS
Figure 5-9. Endurance Profile (Sheet I of 2)
5-19
SECTION 5
PERFORMANCE
CESSNA
MODEL 172N
END U R A N C E P R O FIT E
45 frlINUTE5RESERVE
50 GAI.LONSUSABLEFUEL
C ON DIT IONS.
2300 Pounds
RecommendedLean Mixture for Crurse
StandardTemperature
N OT E S :
1
Thts chart allows for the f uel usedfor engtne start,taxi, takeoffand climb,and the
trme durrngclimb a s shown in f igur e b- 6.
2. Reservef uel rs basedon 45 minutes al 4s% BHp and rs 4.1 gallons.
12 ,OOO
10,ooo
F
8000
uJ
t!
t
3 6000
l
F
F
+Jl
Jt
--1-;[
-*
-t- ir
H +'d
I l-Ill
J
_LE
lo
-to-
--+>R
&)
--T-(o
--t-;<
1|o
--1--.d
2000
s.L .r
rr1
rt
r ll
l
tt
tl
l
l
b6 78 9
ENDURANCE
- HO URS
Figure
5-20
5-9.
Endurance profile
(Sheet Z ot Z\
F8
Ya
DISTANCE
L A NDING
YU)
'3zl
S H OR T FIE TD
:>
il
z
CONDITIONS:
F l a p s4 0 o
Power Off
M a x i m u m B r a k in g
Paved, Level, Dry Runway
Zero Wind
NOTES:
1.
Short field technique as specified in Section 4.
tor each 9 knots headwind. For operation with tailwinds up to 10 knots, increasedistances by 10%
2.
Decreasedistances 1Oo/o
for each 2 knots
3.
For operation on a dry, grassrunway, increasedistancesby 45% of the "ground roll" figure.
400c
300c
200c
100c
00c
SP EED
PRESS
WEIGHT AT
ALT
TOTAL
TOTAL
TOTAL
TOTAL
TOTAL
LBS
50 FT
FT G RND TO CLEAR G R N D TO CLEAR G R N D T O C L E A R G R N D TO CLEAR G R N D TO CLEAR
KI AS
RO LL 50 FT OBS R O L L 50 FT OBS R O L L 50 FT OBS R O L L 50 FTOBS R O L L 50 FT OBS
2300
ctl
I
N?
CJI
I
t\,
t9
60
S.L .
1000
2000
3000
4000
5000
6000
7000
8000
495
510
530
550
570
590
615
640
665
1205
1235
1265
r300
1335
1370
1415
1455
1500
510
530
550
570
590
615
640
660
690
1235
1265
1300
1335
1370
1415
1455
1495
1540
530
550
570
590
615
635
660
685
710
1265
1300
1335
1370
1410
1450
1490
1535
1580
FJ
p
F
Figure 5-10.
Landing Distance
545
565
590
610
635
655
685
710
735
1295
1330
1370
1405
1445
1485
1535
1575
1620
565
585
610
630
655
680
705
730
760
1330
1365
1405
1440
1480
1525
1570
1615
1665
t4
F
EI
rirn
xE
gs
b Fi
>o
6Z
trl ur
CESSNA
MODEL 172N
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
SECTION6
WEICHT& BALANCE/
LIST
EQUIPMENT
T A BL E OF CON TE N TS
Introduction
Airplane Weighing Procedures .
Weight and Balance .
Equipment List.
Page
6-3
6-3
6-6
6-13
6-r/(a-z blank)
CESSNA
MODEL 172N
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
I NTR O D U C T I O N
This section describes the procedure for establishing the basic empty
weight and moment of the airplane. Sample forms are provided for reference. Procedures for calculating the weight and moment for variors operations are also provided. A comprehensive list of all Cessna equipment
available for this airplane is included at the back of this section.
It should be noted that specific information regarding the weight, arm,
moment and installed equipment list for this airplane can only be found in
the appropriate weight and balance records carried in the airplane.
AI RP L AN E W EIGH IN G P R ,OC E D URES
(1) Preparation:
Inflate tires to recommended operating pressures.
u
b. Remove the fuel tank sump quick-drain fittings and fuel
selector valve drain plug to drain all fuel.
c. Remove oil sump drain plug to drain all oil,
d. Move sliding seats to the most forward position.
e. Raise flaps to the fully retracted position.
f.
Place all control surfaces in neutral position.
(2) Leveling:
a- Place scales under each wheel (minimum scale capacity,
500 pounds nose, 1000 pounds each main).
b. Deflate the nose tire and/or lower or raise the nose strut to
properly center the bubble in the level (see Figure 6-1).
(3) Weighing:
a. With the airplane level and brakes released, record the
weight shown on each scale. Deduct the tare, if any, from each
reading.
(4) Measuring:
a- Obtain measurement A by measuring horizontally (along the
airplane center line) from a line stretched between the main
wheel centers to a plumb bob dropped from the firewall
b. Obtain measurement B by measuring horizontally and parallel to the airplane center line, from center of nose wheel urle,
Ieft side, to a plumb bob dropped from the line between the main
wheel centers. Repeat on right side and average the measurements.
6-3
CESSNA
MODEL 172N
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
Datum
Sta.0.0
(Fire wal l,
Front Face,
LowerPortion)
Level at upper door sill or
leveling screwson left side
of tailcone.
L &R
Scale Posrtion
Scale Reading
Symbol
Tare
Left Wheel
L
Right Wheel
R
Nose Wheel
N
Sum of Net Werghts(As Werghed)
W
X =A R M = ( A ) - ( N ) x ( B ) ,X= (
N et W er ght
) tN .
) x(
W
W eight( Lbs . ) X C. G .A r m ( l n . ) =
Item
Ai rplane W e i g h t ( F r o m l t e m 5, p a g e 6 - 6 )
Add oit:
No Oil Filter (6 Ots at 7.5 Lbs/Gal)
With Oil Filter (7 Qts at 7.5 Lbs/Gal)
-'t4.0
14.O
Add Unusable
Fuel:
Std. Tanks(3 Gal at 6 Lbs/Gal)
46.0
L.R. Tanks(4 Gal at 6 Lbs/Gal)
46.0
EquipmentChanges
Airplane Basic Empty Weight
Figure 6-1.
6-4
Sample Airplane Weighing
Moment/1000
(Lbs.-ln.)
S A MP L E WE IGHT
AND BALANCE
F8
)ig1
RECORD
(Continuous History of Changesin Structure or Equipment Affecting Weight and Balance)
x(,]
t-J
A I R P L A N EMODEL
WE IGH TC H A N GE
I T E M NO,
A D D E D(+}
DESCRIPT ION
DATE
OF ART ICL EOR M ODIF ICA TION
ln
Out
wt.
(rb.)
Arm
(l n.)
Moment
/1000
R E MOV E D I
wt.
fib.)
Arm
(l n.)
Moment
/1000
s
z
R U N N IN GB A S IC
E MP TYW E IGH T
wt.
ilb.)
ry
*>
P A GEN U MB E R
SER IAL N U M BER
Moment
/1000
{
trl
-h
dE
t-|
EF
-
KEds)
E{>H
t'o
zFJ>t
s
Ot
I
ctl
Figure
6-2.
;{O;
-ZA
Sample Weight and Balance Record
AB4
E\Ct)
CESSNA
MODEL T72N
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
(5) Usurg weights from (3) and measurements from (4) the airplane
weight and C. G. can be determined.
(6) Basic Empty weight may be determined by completing Figure 6-1.
W E I G HT AND BA LA N C E
The following information will enable you to operate your Cessna
within the prescribed weight and center of gravity limitations. To figure
weight and balance, use the Sample Prob1em, Loading Graph, and Center
of Gravity Moment Envelope as follows:
Take the basic empty weight and moment from appropriate weight and
balance records carried in your airplane, and enter them in the column
titled YOUR AIRPLANE on the Sample Loading Problem.
NOTE
In addition to the basic empty weight and moment noted
on these records, the c. g. arm (fuselage station) is also
shown, but need not be used on the Sample Loading Problem. The moment which is shown must be divided by
1000 and this value used as the moment/1000 on the
loading problem.
Use the Loading Graph to determine the moment/1000 for each additional item to be carried; then list these on the loading problem.
NOTE
Loading Graph information for the pilot, p:uisengers,
and baggage is based on seats positioned for average
occupants and baggage loaded in the center of the baggage areas as shown on the Loading Arrangements diagram. For loadings which may differ from these, the
Sample Loading Problem lists fuselage stations for these
items to indicate their forward and aft c. g. range limitations (seat travel and baggagearea limitation. ). Additional moment calculations, based on the actual weight
and c. g. arm (fuselage station) of the item being loaded,
must be made if the position of the load is different from
that shown on the Loading Graph.
6-6
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 172N
Total the weights and moments/1000 and plot these values on the Center of Gravity Moment Envelope to determine whether the point falls within the envelope, and if the loading is acceptable.
S TATIO N
(c.G. A R M
ST AT ION
( c.G. ARM
LOADING
A RR AN GEM E N TS
*
**.
NOTE:
* 37
center of gravity
Pilot o" passenger
for
seats positloned
on adjustable
Numbers
rn pareDavetage occupant.
ard aJt Umits
theses rndicate forward
range.
of occupant center of gravity
arm measued
areas shown.
to the center
of the
(appronmate
station 108)
The rear cabin vall
stauon 142)
or aJt baggage wall (appro:omate
tntenor
reference
can be uged as convenent
pornts for determrrung
the location of baggage
uea fuselage
stations.
Figure 6-3.
*97
(34 rO {6}
(3. ro 4r)
73
73
**9 5
r08
**1 2 3
96
108
**123
r42
STAND AR D
SEATI N G
OP TION A L
S E A TIN G
Loading Arrangements
6-7
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 172N
CA B IN H EIGH T M EA SU R E M EN TS
AFI B AG G AG E AR EA
DO O R O P EN IN G D IME N S IO N S
W IDT H
( r o P)
C AB IN OOOR
B A GGA GE DOOR
WIDT H I HEIGHI
( Bor r oil) I ( r RoNr )
37"
32"
| stA"
oo"
I
| st/t"
22"
|
-wtDlHo rwR wlNDow
HEIGHI
( R EAR)
IIN E
* C ABIN F LO O R
4 t"
21"
CA BIN WID IH M EA SU R ,E M EN TS
I
I N S I RU' IlENIPANET
-t
REARDOORP OS TB U LK H E A D
lt-
r
/ri'i;,
)
| ..
o 37
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xZ9Vt"
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i
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TIJ.
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c ABrN I
SIAIIONS O
(c . G . A R ' r S)
lr20 30
tl
40
\\i'' , 1 , 1 t
I
80
tl
9 0 lo o
llo
6 5.3
Figure 6-4.
6-B
50
__ _ _^.....-
Internal Cabin Dimensions
T
l
21Y2"
ll
lt42
120 130 t40
S A MP LE A IR P LA N E
SAMPLE
L O A D I N G P R O B LEM
Weight
(l bs.)
Basic Empty Weight (Use the data pertaining to your
a i r p l a n ea s it is p r e se n tlye q u ip p e d . ln clu d es unusabl e
f u e l a n d fu ll o il)
1.
Moment
(l b. -i ns.
/1000)
145/.
57.6
240
11.5
U s a b leF u e l ( At 6 L b s./Ga l.)
Sta n d a r dT a n ks ( 4 0 Ga l. M a xim u m )
E
8
Ya
Y OU R A IR P LANE
Weight
(l bs.)
Moment
(lb. - ins.
/1000)
fl2
sz->
L o n g Ra n g eT a n ks ( 5 0 Ga l. M a xim u m)
3.
Pilot and Front Passenger(Station 34 to 46)
340
12.6
4.
Rear Passengers
170
12.4
96
9.1
5. * BaggageArea 1 or Passengeron Child's Seat
( S t a t i o n 8 2 to 1 0 8 ) 1 2 0 L b s. M a x.
6.
*
Bagg"g" Area 2 (Station 108 to 142}50 Lbs. Max.
7.
TOTA L W EI G HTAND M O M ENT
8.
Locatethis point (2300 at 103.2)on the Centerof Gravity Moment Envelope,
and sincethis point falls within the envelope,the loadingis acceptable.
2300
103.2
NOTE
* Th" maximumatlowable
combinedweight capacityfor baggage
areas1 and 2 is 120 lbs.
or
I
c0
Figure
6-5.
Sample Loading
Problem
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SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 172N
*
r\
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6- 10
CESSNA
MODEL 172N
SECTION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
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1600
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34
35
36
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38
AIRCRAFT
39
40
4t
42
43
44
45
LOCATION - INCHES AFT OF DATUM
46
47
HO
Htr'
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-1
tu l
Figure 6-8. Center of Gravity Limits
sz>z
CESSNA
MODEL 172N
S E C TION 6
WEIGHT & BALANCE/
EQUIPMENT LIST
LIST
EQUIPMENT
Th e f o l l o w i n g e q u i p me n t list is a co m p r e h e n sivelist o f a ll C essnaequi pment avai l abl e
for this airplane. A separateequipment list of items installed in your specific airplane
is p r o v i d e d i n y o u r air cr a ft file . T h e fo llo win g list a n d th e speci fi cl i st for your ai rpl ane
ha v ea s i m i l a r o r d e r of listin g .
Th i s e q u i p m e n t l i s t pr o vid e sth e fo llo win g in fo r m a tio n :
A n i t e m n u m b er g ive sth e id e n tifica tio nn u m b e r fo r the i tem. E ach number i s
p r e I i f f i t e t t e r w h ich id e n tifie sth e d e scr ip tive g r o u p in g(exampl e:
A. Powerplant & Accessories)under which it is listed. Suffix letters identify
the equipment as a required item, a standard item or an optional item. Suffix
letters are as follows:
-H = required items of equipment for FAA certification
-S = standard equipment items
-O = optional equipment items replacing required or standard items
- A = o p t i o n a l e q u ip m e n t ite m s wh ich a r e in a d di ti on to requi redor
standard items
A referencedrawing column providesthe drawing number for the item.
NOT E
l f a d d i t i o n a l e q u ip m e n t is to b e in sta lle d ,it m u st be done i n accordance with the referencedrawing, accessorykit instructions, or a
separateFAA approval.
C o l u m n s s h o w in g we ig h t ( in p o u n d s) a n d a r m { in in c hes)provi de the w ei ght
and center of gravity location for the equipment.
NOT E
Unlessotherwise indicated, true values (not net changevalues) for the
weight and arm are shown. Positivearms are distancesaft of the
airplane datum; negativearms are distancesforward of the datum.
NOT E
Asterisks (*) after the item weight and arm indicate complete assembly installations. Some major components of the assemblyare listed
o n t h e l i n es im m e d ia te lyfo llo win g . T h e su m mati on of these mai or
c o m p o n e ntsd o e s n o t n e ce ssa r ilye q u a l th e co mpl ete assembl yi nstal lation.
6-1 3
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EQUTPMENT
L|STDESCRTPTTON
RETDRAIVII{G
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ARirr]{s
EEH
;i
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z, '10
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A O9 -R
AI7 -R
A2 I-A
A3 3.R
A 3 3-O
A{?l-R
A6 1 -S
A 7 0-A
A7 3-A
ENG I NEI I YCO M I NG O - 32O - H z A O ( I N C L U D E S
ELEETRI C STAR. TERTVA C U U HP U I , I PP A D T
SPARK PLUG S t CARBU R E T O R
FI LTERT CARSUREr O EAI 8
a[ Tent Ar on
L4 v oLT, 60 A l {P T B E L T D R t v E l
O I L CO O TER I NSTALLATI O N
CI I L CO O TER
(SPIN-ON ELEMENTI
O I L TiI iCN- iNSTATI A' t O N
NET CHANG E
pRoPEt
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s PAc ER A D A P T q R - | U E 9 A u L F Y I
3. t t NeH
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I FI x ED ? I T C H - F L O A T P L A N E I
- PROleCPELLER
( I . I CCAULE Y I
3; 5 iFEH. PRO P-SPI EEN A D A P T O RI T C C A U F E Y ,
SPI NNER I NSTALLATI O NT P R O P E t t E R
SPI NNER DO M E
FTI D SPI NNER EULKHEA D
AFT SPI NNER BULKHEA D
ION
VACUUH
' - DnV SYSTEI I II NSTALLAT
Vaeu0u PUt t P ( Av | l r o F 4 T Y P E S I
F I L TER
VACUUI {G AUG E
REL I EF VALVE- REG ULA T O R
PRI M ER SYSTEI I ' €NG I NE T H R E E C Y L I N D E R
(NET CHANGEI
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8.
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c 668509-010I
c482001-040I
0501056-l
170r015
35.9*
30.1
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31.8
3.6
2.01
1.2'
0.3
o.4
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2.8
c 163 015 -o20 t
c 163003-0 t0 I
c 163032-0105
c 163032-0106
c262003-010 I
4 1.7*
6.4
1.9
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- 2 .5
- 6 .5
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- 3 8 .5 r
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-39. I
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- 4 L .4 j
-43. L
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4 .7
16. 2
4 .5
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GE A R 6 A C C E S S OR IE S
l{ HEELT BRAKE 6 T I RE ASsY r 6 'o o x 6
I I HEEL ASSY I . I CCAULE Y
' r I . I CCAUL
EY
ERAKE ASSY.
EY
BRAKE ASSY. T I ' I CCAUL
TI REr 4- PLY BLACKI J A I t
MA Ii l I2I
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ITEMNO
EQU
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LISTDESCRIPTION
REFDRATYING
39
WTLBS ARMIt{S
9fi
V2
d 04 -R
Bl0-s
( EACHI
TUBE
} I HEEL 6 TTRE ASSY. . 5. O O X 5 N O S E
I { HEEL ASSY. T ilCCAUL E Y
TI RET 4- PLY BLACKI dA L L
TUBE
FAI R I NG I NSTALLATI O NT h I H E E L
{ SET OF 3}
NO SE } I HEEL FAI RI NG
( EACHI
M AI i{ hI HEEL FAI RI NG
C.
c 0 1- R
c o4-R
c o7- A
c I 6-0
c 22 -A
c 25 -A
c 28 -S
c 3 t-A
c40 -A
c 43-A
c46 -A
c49 -S
c49 -O
crJ
I
gr
EL ECTR IC A L
c262023-OLO2
c t6 30 t8-0 t0 I
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c262003-0to2
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o54L225-t
1.8
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60. 3
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o50 lo53
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0.4
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S Y S TE M
BATTERYT LZ VO LTt 25 Af 'l P H O U R
REG ULATO RT14 VO LTr 60 A l 't P A L T E R N A T O R
G RO UNDSERVI CE PLUG REC E P T A C L E
HEATI NG SYSTEHT PI TO f IN E T C H A N G E I
L I G HTS, I NSTRUI , I ENTPO ST ( R E O U I R E S I N S T A L L ATTO N O F E3+ - O O ELU X E G L A R E S H I E L D T
LI G HTT l' lAP I CO NTRO LhJ H E E Ll 'l 0 U N T E D l
PANEL FTOOD
L I G HTr M AP 6 I NSTRUT' I E N T
I . I O UNTED
I O O O RPO ST
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LI G HTST CO URTESY
TSET OF 2I
DETECTO RS' NAVI G ATI CI' N L I G H T ( S E T O F 2 '
t O Nr O lil NI F L A S H 8 E A C 0 N
L I G HT TNSTALLAT
BEACO NLI G HT O N FI N T I P
FLASHER PO HER SUPPL Y
RESI STO R ( } TEHCOIR
LTG HT I NSTATLATI O NI I { I N G T T P S T R O E E
I {I N G I
FLASHER PO TER SUPPL Y ( S E T O F 2 I N
STRO BE LI G HTT I { I NG T I P ( S E T O F 2 I
L I G HT I NSTALLATI O NT CO I {L H O U N I E D L A N DI N G
L Al' lP' 25O |, ATT l G . E . I
L I G HTST DUAL CO T{ LI , I O UN T E DL A N D I N G
(EACH,
LAHPr 250 HATT ( G . E. t
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0 506003
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D2 5-S
D2 8.R
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INS TR U I.IE N TS
c66 l 064-O102
I NDI CATO R' AI RSPEED
o5L327e
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050r017
STATI C AI R ATTERNATESOU R C E
c66l o7l -0101
ALTI f { ETER ( SENSI TI VE
c66 I O7l -Or02
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ALTI I { ETER ( SENSI TI VE I
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ESUIPMENT LIST
CESSNA
MODEL 172N
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SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
7
SECTION
& SYSTEMS
AIRPLANE
DESCRIPTIONS
T A BTEOF C ONTE N TS
Introduction
Airframe
Flight Controls
Trim S y s t em .
Instmment Panel .
Ground Control.
Wing FIap System
Landing Gear System
Baggage Compartment
Seats
Seat Belts and Shoulder Harnesses
Seat Belts
Shoulder Harnesses.
Integrated Seat Belt/Shoulder Harnesses With Inertia Reels .
Entrance Doors and Cabin Windows .
Control Locks
Engine
Engine Controls
Engine Instmments .
New Engine Break-in and Operation
Engine Oil System
Ignition-Starter System
Air Induction System
Exhaust System
Carburetor and Priming System
Cooling System
PropeIIer
Fuel System
Brake System
Electrical System
Master Switch
Ammeter
7-3
7-3
7-8
7-8
7-8
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7 -11
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? -18
7 -19
? -19
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7 -20
7 -20
7 -20
7 -23
1-23
7 -25
7 -25
?-1
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 172N
TABLE O F C O N T E N T S (C o n ti n u e d )
Page
Over-Voltage Sensor and Warning Light .
Circuit Breakers and Fuses
Ground Service Plug Receptable
Lig h ti n g S y s t em s .
Exterior Lighting.
Interior Lighting
Cabin Heating, Ventilating and Defrosting System
Pitot-Static System and Instruments
Airspeed Indicator
Rate-of-Climb Indicator
Altimeter
Vacuum System and Instruments
Attitude Indicator .
Directional Indicator
Suction Gage .
Stall Warning System
Avionics Support Equipment
Audio Control Panel.
Transmitter Selector Switch .
Automatic Audio Selector Switch
Audio Selector Switches .
Microphone - Headset.
Static Dischargers
7-2
7 -25
1-26
7 -26
7-27
7-27
1-21
7 -29
?-30
?-31
?-31
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7 -34
7 -34
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7 -34
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?-36
7 -37
CESSNA
MODEL 172N
S E C TION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
I NT R O D U C T I ON
This section provides description and operation of the airplane and
its systems. Some equipment described herein is optional and may not
be installed in the airplane. Refer to Section 9, Supplements, for detaits
of other optional systems and equipment.
A I R,F
R AM E
The constmction of the fuselage is a conventional formed sheet metal
bulkhead, stringer, and skin design referred to as semi-monocoque.
Major items of stmcture are the front and rear carry-through spars to
which the wings are attached, a bulkhead and forgings for main landing
gear attachment at the base of the rear doorposts, and a bulkhead with
attaching plates at the base of the forward doorposts for the lower attachment of the wing stmts. Four engine mount stringers are also attached
to the forward doorposts and extend forward to the firewall.
The externally braced wings, containing the fuel tanks, are constructed of a front and rear spar with formed sheet metal ribs, doublers,
and stringers. The entire structure is covered with aluminum skin.
The front spars are equipped with wing-to-fuselage and wing-to-strut
attach fittings. The aft spars are equipped with wing-to-fuselage attach fittings, and are partial-span spars. Conventional hinged ailerons
and single-slot type flaps are attached to the trailing edge of the
wings. The ailerons are constructed of a forward spar containing a
balance weight, formed sheet metal ribs and "V" type corrugated aluminum skin joined together at the trai.ling edge. The flaps are constructed basically the same as the ailerons, with the exception of the balance
weight and the addition of a formed sheet metal leading edge section.
The empennage (tail assembly) consists of a conventional vertical
stabilizer, rudder, horizontal stabilizer, and elevator. The vertical
stabilizer consists of a spar, formed sheet metal ribs and reinforcements,
a wrap-around skin panel, formed leading edge skin, and a dorsal. The
rudder is constnrcted of a formed leading edge skin containing hinge halves,
a center wrap-around skin panel, ribs, an aft wrap-around skin panel
which is joined at the trailing edge of the rudder by a filler strip, and a
grcund adjustable trim tab at the base of the trailing edge. The top of
the rudder incorporates a leading edge extension which contains a balance
weight. The horizontal stabilizer is constructed of a forward and aft spar,
ribs and sti-ffeners, center, left, and right wrap-around skin panels, airo '
formed leading edge skins. The horizontal stabilizer also contains the
elevator trim tab actuator. Constnrction of the elevator consists of formed leading edge skins, a forward spar, aft channel, ribs, torque tube and
7-3
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 172N
AILERON COI.IITROLSYSTEM
RUDDER AND RUDDER TRIM CONTROL SYSTEMS
Figure 7-1.
7-4
Flight Control and Trim Systems (Sheet 1 of 2)
AIRPLANE
SECTION 7
& SYSTEMS DESCRIPTIONS
ELEVATOR CONTROL SYSTEM
ELEVATOR TRIM
CONIROL SYSTEM
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Figure 7-1.
Flight Control and Trim Systems (Sheet 2 ot 2)
7-5
CESSNA
MODEL 172N
SECTION 7
AIRPLANE & SYSTEMS DESCR,IPTIONS
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Left and Right Fuel Quantity Indicators
Clock
Tachometer
Flight Instrument
Group
Airplane Registration
Number
Secondary Altimeter
Encoding Altimeter
ADF Bearing Indicator
Omni Course Indicators
Transponder
Magnetic Compass
Marker Beacon Indicator
Lights and Switches
Rear View Mirror
Audio Control Panel
Radios
Autopilot
Control Unit
Additional
Instrument
Space
ADF Radio
Flight Hour Recorder
Additional
Radio Space
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
Map Compartment
Cabin Heat and Air Control Knobs
Cigar Lighter
Wing Flap Switch and Position
Indicator
Mixture Control Knob
Throttle (With Friction Lock)
Static Pressure Alternate
Source Valve
Instrument and Radio DiaI
Light Rheostats
Microphone
Fuel Selector Valve Handle
Rudder Trim Control Lever
Elevator Trim Control Wheel
Carburetor Heat Control Knob
ElectricalSwitches
Circuit Breakers
Parking Brake Handle
Ignition Switch
Master Switch
Auxiliary Mike Jack
Primer
Phone Jg,ck
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AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 172N
bellcrank, Ieft upper and Iower "V" type corrugated skins, and right upper
and lower "V" type corrugated skins incorporating a trailing edge cut-out
for the trim tab. The elevator trim tab consists of a spar, rib, and upper
and lower 'V" type corrugated skins" The leading edge of both left and
right elevator tips incorporate extensions which contain balance weights.
FTI G HT C O N T R OL S
The airplane's flight control system consists of conventional aileron,
rudder, and elevator control surfaces (see figure ?-1). The control surfaces are manually operated through mechanical linkage using a control
wheel for the ailerons and elevator, and nrdder/brake
pedals for the rudder.
TR I ' I I S Y STEIU
A manually-operated
elevator trim system is provided; a rudder
trim system may also be installed (see figure 7-1). Elevator trimming
is accomplished through the elevator trim tab by utilizing the vertically mounted trim control wheel. Forward rotation of the trim wheel will
trim nose-down; conversely, aft rotation wiII trim nose-up. Rudder
trimming
is accomplished through a bungee connected to the rudder
control system and a trim lever, mounted on the control pedestal.
Rudder trimming
is accomplished by lifting the trim lever up to clear a
detent, then moving it either left or right to the desired trim position.
Moving the trim lever to the right wiII trim the airplane nose-right;
conversely, moving the lever to the left will trim the airplane nose-Ieft.
I N S T RU M ENTPA N E L
The i,nstrument panel (see figure 7-2) is designed around the basic
"T"configuration.
The gyros are located immediately
in front of the
pilot, and arranged vertically
The airspeed
over the control column.
indicator and altimeter are Iocated to the left and right of the gyros,
respectively.
The remainder of the flight instruments are located
around the basic "T". Engine instruments
and fuel quantity indicators
are near the left edge of the panel. Avionics equipment is stacked
approximately
on the centerline of the panel, with the right side of the
panel containing space for additional instruments and avionics equipment. A subpanel under the primary instrument panel contains the
primer, master and ignition switches, circuit breakers, and electrical
switches on the Ieft side, with the engine controls, light intensity controls, and alternate static air control in the center, over the control
7 -8
CESSNA
MODEL 172N
AIRPLANE
SECTION 7
& SYSTEMS DESCRIPTIONS
pedestal. The right side of the subpanel contains the wing flap switch
Iever and position indicator, cabin heat and vent controls, cigar lighter,
and map compartment.
A pedestal, installed below the subpanel, contains the elevator trim control wheel and position indicator, and provides a bracket for the microphone.
A rudder trim control lever may
be installed below the trim wheel and microphone bracket, and the fuel
selector valve handle is located at the base of the pedestal. A parking
brake handle is mounted below the subpanel in front of the pilot.
For details concerning the instruments,
switches, circuit brealers,
and controls on this panel, refer in this section to the description of the
systems to which these items are related.
GR OU N D C ON TR OL
Effective ground control while taxiing is accomplished through nose
wheel steering by using the rudder pedals; left rudder pedal to steer left
and right mdder pedal to steer right. When a rudder pedal is depressed,
a spring-loaded steering bungee (which is connectedto the nose gear and
to the mdder bars) will turn the nose wheel through an arc of approximately 10" each side of center. By applying either left or rightbrake,
the degree of turn may be increased up to 30" each side of center.
Moving the airplane by hand is most easily accomplished by attaching
a tow bar to the nose gear stnrt. If a tow bar is not available, or pushing
is required, use the wing struts as pu.shpoints. Do not use the vertical
or horizontal surfaces to move the airplane. If the airplane is to be towed
by vehicle, never turn the nose wheel more than 30' either side of center
or stnrctural damage to the nose gear could result.
The minimum turning radius of the airplane, using differential braking and nose wheel steering during taxi, is approximately 2T feet 5 L/z
inches. To obtain a minimum radius turn during grornd handling, the
airplane may be rotated around either main landing gear by pressing dorpn
on a tailcone bulkhead just forward of the.horizontal stabitizer to raise the
nose wheel off the ground.
W IN G FtAP S Y S TE M
The wing flaps are of the single-slot type (see figure Z-3), and are
extended or retracted by positioning the wing flap switch lever on the
instrument panel to the desired flap deflection position.
The switch
lever is moved up or down in a slotted panet that provides mechanical
stops at the 10" and 20o positions.
For flap settings greater than 10o.
7-9
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 172N
.----".1t
!.::i:":"'!
\''.. - .'/
t.\
'"
t-.
"')
---...::-/
i 'i
ti
itt
!
.!f..:
,i .. "'
Figure ?-3.
Wing Flap System
move the switch lever to the right to clear the stop and position it as
clesired. A scale and pointer on the left side of the switch lever indicates flap travel in degrees. The wing flap system circuit is protected
by a 15 ampere circuit breaker, Iabeled FLAP, on the left side of the
instrument panel.
TA N DING GEAR ,S Y S TE M
The landing gear is of the tricycle type with a steerable nose wheel,
two main wheels, and wheel fairings. Shock absorption is provided by
the tubular spring-steel main landing gear struts and the air/oil nose gear
shock stntt. Each main gear wheel is equipped with a hydraulically actuated disc'type bral<e on the inboard side of each wheel, and an aerodynamic fairing over each brake.
B A G GAGE C OM P A R TME N T
The baggage compartment consists of two areas, one extending from
the back of the rear passenger seats to the aft cabin bulkhead, and an
additional area aft of the bulkhead. Access to both baggage areas is gained through a lockable baggage door on the left side of the airplane, or from
within the airplane cabin. A baggage net with eight tie-down straps is pro?-1 0
CESS NA
MODE L 172N
S E C TION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
vided for securing baggage and is attached by tying the straps to tie-down
rings provided in the airplane.
When loading the airplane, children should
not be placed or permitted in the baggage compartment, unless a childf s
seat is installed, and any material that might be hazardous to the airplane
or oceupants should not be placed anywhere in the airplane.
For baggage
area and door dimensions. refer to Section 6.
S E A TS
The seating arrangement consists of two separate adjustable seats for
the pilot and front passenger, a split-backed fixed seat in the rear, and a
child?s seat (if installed) aft of the rear seats. The pilot's and front passengerrs seats are available in two different designs: four-way and sixway adjustable.
Four-way seats may be moved forward or aft, and the seat back angle
changed. To position either seat, lift the tubular handle under the center
of the seat, slide the seat into position, release the handle, and check that
the seat is locked in place. The seat back is spring-Ioaded to the vertical
position. To adjust its position, lift the lever under the right front corner
of the seat, reposition the back, release the lever, and check that the back
is locked in place. The seat backs will also fold full forward.
The six-way seats may be moved fonvard or aft, adjusted for height,
and the seat back angle is infinitely adjustable. Position the seat by lifting the tubular handle, under the center of the seat bottom, and slide the
seat into position; then release the lever and check that the seat is locked
in place. Raise or lower the seat by rotating a large crank under the right
corner of the left seat and the left corner of the right seat. Seat back
angle is adjustable by rotating a small crank under the left corner of the
left seat and the right corner of the right seat. The seat bottom angle will
change as the seat back angle changes, providing proper support. The
seat backs will also fold fuIl forward.
The rear passenger's seats consist of a fixed one-piece seat bottom
with individually adjustable seat backs. Two adjustment levers, under
the left and right corners of the seat bottom, are used to adjust the angle
of the respective seat backs. To adjust either seat back, liJt the adjustment lever and reposition the back. The seat backs are spring-loaded to
the vertical position.
A childrs seat may be installed aft of the rear passenger seats, and
is held in place by two brackets mounted on the floorboard. The seat is
designed to swing upward into a stowed position against the aft cabin bulkhead when not in use. To stow the seat, rotate the seat bottom up and aft
7- 11
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 172N
as far as it will go. When not in use, the seat shotrld be stowed.
Headrests are available for any of the seat configurations except the
child's seat. To adjust the headrest, apply enoughpressure to it to raise
or lower it to the desired level. The headrest may be removed at any
time by raising it until it disengages from the top of the seat back.
SEA I B EL T S AN D S H OU L D E R , H A R ,NESSES
AII seat positions are equippedwith seat belts (see figureT-4). The
pilot's and front passenger's seats are also equipped with separate shoulder harnesses; shoulder harnesses are available for the rear seat positions. Integrated seat belt/shoulder harnesses with inertia reels can be
furnished for the pilot's and front passengerts seat positions, if desired.
S EAT BETI S
AII of the seat belts are attached to fittings on the floorboard. The
buckle half is inboard of each seat and the link half is outboard of each
seat.
To use the seat belts for the front seats, position the seat as desired,
and then lengthen the link half of the belt as needed by grasping the
sides of the link and pulling against the belt. Insert and lock the belt
Iink into the buckle. Tighten the belt to a snug fit. Seat belts for the
rear seats and the child's seat (if installed) are used in the same
manner as the belts for the front seats. To release the seat belts, grasp
the top of the buckle opposite the link and pull outward.
S H OU[DE R HA RNE S S E S
Each front seat shoulder harness (see figure 7-4) is attached to a
rear door post above the window line and is stowed behind a stowage
sheath above the cabin door. To stow the harness, fold it and place it
behind the sheath. The rear seat shoulder harnesses are attached adjacent to the lower corners of the rear window. Each rear seat harness is
stowed behind a stowage sheath above an aft side window. No harness
is available for the child's seat.
To use a front or rear seat shoulder harness fasten and adjust the
seat belt first. Lengthen the harness as required by pulling on the
connecting link on the end of the harness and the narrow release
strap. Snap the connecting link firmly onto the retaining stud on the
seat belt link half. Then adjust to length. A properly adjusted harness
will permit the occupant to lean forward enough to sit completely erect,
'l-12
CESSN A
MODEL 172N
AIRPLANE
SECTION 7
& SYSTEMS DESCRIPTIONS
S T A N DARD SHOUT DER
HARNESS
NARROW RELEASE STNAP
(Pull up when lengthening
har ness)
(P t[oT' ssE A TS H OW N )
FREE END OF HARNESS
(PuII down to tighten)
SHOULDER HARNESS
CONNECTING LINK
(Snap onto retaining
stud on
sea t b el t link t o at t ac h bar nes s )
SEAT
B ELT
BUCKLE
HALF-
(Nonadjustable,
1
S E A T B E tT/S H OU tD E R
H A R N E S S WITH IN E R TIA
REEt
SEAT BELT LINK HALF
AND SHOULDERHARNESS
RETAINING STI,ID
FREE END OF SEAT BELT
(PuU to tighten)
SEAT BELT/SHOULDER HARNESS
ADJUSTABLE LINK
(Position tink Just below shoulder
level; pull link and harness downward to connectto seat belt buckle)
SEAT BELT BUCKLE
(Non adjustable)
Figure ?-4. Seat Belts and Shoulder Harnesses
7-13
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 172N
but prevent excessive forward movement and contact with objects during sudden deceleration. Also, the pilot will want the freedom to reach
all controls easily.
Removing the shoulder harness is accomplished by pulling upward
on the narrow release strap, and removing the harness connecting link
from the stud on the seat belt link. In an emergency, the shoulder
harness may be removed by releasing the seat belt first, and allowing
the harness, still attached to the link half of the seat belt, to drop to the
side of the seat.
I N IEGRAIE D S E A I B E L T /SH O U tD E R H AR N E SS ESW tTH IN E R ,TIAR E E LS
Integra.tedseat belt/shoulder harnesses with inertia reels are available for the pilot and front seat passenger. The seat belt/shoulder harnesses extend from inertia reels located in the cabin ceiling to attach
points inboard of the two front seats. A selnrate seat belt half and buckle
is located outboard of the seats. Inertia reels allow complete freedom of
body movement. However, in the event of a sudden deceleration, they
will lock automatically to protect the occupants.
NOTE
The inertia reels are located for maximum shoulder harness comfort and safe retention of the seat occupants.
This location requires that the shoulder harnesses cross
near the top so that the right hand inertia reel serves the
pilot and the left hand reel serves the front passenger.
When fastening the harness, check to ensure the proper
harness is being used.
To use the seat belt/shoulder harness, position the adjustable metal
link on the harness just below shoulder level, pull the link and harness
downward, and insert the link into the seat belt buckle. Adjust belt tension across the lap by pulting upward on the shoulder harness. Removal
is accomplished by releasing the seat belt buckle, which will allow the
inertia reel to puII the harness inboard of the seat.
E NT R,ANC EDOO R S A N D C A B IN W I NDO W S
Entry to, and exit from the airplane is accomplished throrgh either of
two entry doors, one on each side of the cabin at the front seat positions
(refer to Section 6 for cabin and cabin door dimensions). The doors incorporate a recessed exterior door handle, a conventional interior door handle, a key-operated door lock (left door only), a door stop mechanism,
7-r4
CESSNA
MODEL 172N
S E C TION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
and an openable window in the left door. An openable right door window is
also arm.ilable.
To open the doors from outside the airplane, utilize the recessed
door handle near the aft edge of either door by grasping the forward
edge of the handle and pulling outboard. To close or open the doors
from inside the airplane, use the combination door handle and arm
rest. The inside door handle has three positions and a placard at its
base which reads OPEN, CLOSE, and LOCK. The handle is springloaded to the CLOSE (up) position. When the door has been pulled shut
and latched, lock it by rotating the door handle forward to the LOCK
position (flush with the arm rest). When the handle is rotated to the
LOCK position, an over-center action will hold it in that position. Both
cabin doors should be locked prior to flight, and should not be opened
intentionally during flight.
NOTE
Accidental opening of a cabin door
proper closing does not constitute a
plane. The best procedure is to set
trimmed condition at approximately
ily shove the door outward slightly,
and lock the door.
in flight due to imneed to land the airup the airplane in a
75 knots, momentarand forcefully close
Exit from the airplane is accomplished by rotating the door handle
from the LOCK position, past the CLOSE position, aft to the OPEN position and pushing the door open. To lock the airplane, Iock the right cabin
door with the inside handle, close the left cabin door, and using the ignition key, Iock the door.
The left cabin door is equippedwith an openable window which is held
in the closed position by a lock button equipped over-center latch on the
lower edge of the window frame. To open the window, depress the lock
button and rotate the latch upward. The window is equipped with a springloaded retaining arm which will help rotate the window outward and hold it
there. An openable window is also available for the right door, and functions in the same manner as the left window. If required, either window
may be opened at any speed up to 160 knots. The cabin top windows (if
installed), rear side windows, and rear windows are of the fixed type and
cannot be opened.
c oNTR Ot L O C K S
A control lock is provided to lock the ailerons and elevator control
7 -15
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 172N
surfaces in a neutral position and prevent damage to these systems by
wind-buffeting while the airpl4ne ii parked. The lock consists of a shaped
steel rod with a red metal flag attached to it. The ftag is labeled CONTR9l LOCK' REMOVE BEFORE STARTING ENGINE: To instalt the control lock, align the hole in the top of the pilot's control wheel shaft with
the hole in the top of the shaft coUar on t-he instnrment panel and insert
the rod into the aligned holes. Proper installation of the lock will place
the red flag over the ignition switch. In areas where high or gusty winds
occur' a control surface lock should be installed over th-e vert--icalstabilizer and rudder' The control lock and any other type of locking deviee
should be removed prior to starting the engine.
ENG I N E
The airplane is pow_eredby a horizontally-opposed, four-cylinder,
overhead-valve, air-cooled, carbureted engine wittr a wet sump oil sys_
1"*. The engine is a Lycoming Model O-320-HZAD and is raied at iOO
horsepower at 27OORPM. Major accessories include a starter and beltdriven alternator mounted on the front of the engine, and dual magnetos and a vacuum pump which are mounted on an accessory drivJpad
on the rear of the engine. Provisions are also made for a full flow
oil
filter.
EN GINE C O NI RO T S
Engine power is controlled by a throttle located on the lower center
portion of the instnrment panel. The throttle operates in a conventional
manner; in the fuIl forward position, the throttle is open, and in the full
aft position, it is closed. A friction lock, which is a round knurled disk,
is located at the base of the throttle and is operated by rotating the lock
cloe"kwiseto increase friction or counterclockwise to-decreasJit.
The mixture control, mounted above the right corner of the control
pedestal, is a red knob with raised points around the
circumference and
is equipped with a lock button in th-e end of the knob. The rich position
is full forward, and fuII aft is the idle cut-off position. For small
adjustments, the control may be moved forwarilby
rotating the knob
clockwise, and a.tt
!v rotaling the knob counterclockwise. For rapid or
l3,rge adjustmenj, tle
knob m1y be moved forward or aft by depressing
the lock button in the end of the control, and then positionlng the
control as desired.
EN GINE I NS T RUf r T E N T S
Engine operation is monitored by the following instruments:
7 -1 6
oil
CESSNA
MODEL 172N
S E C TION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
pressure gage, oil temperature gage, and a tachometer.
air temperature gage is also available.
A carburetor
The oil pressure gager located on the left side of the instmment panel,
is operated by oil pressure. A direct pressure oil line from the engine
delivers oil at engine operating pressure to the oil pressure gage. Gage
markings indicate that minimum idling pressure is 25 PSI (red line), the
normal operating range is 60 to 90 PSI (green arc), and murimum pressure is 100 PSI (red line).
Oil temperature is indicated by a gage adjacent to the oil pressure
gage. The gage is operated by an electrical-resistance type temperature
sensor which receives power from the airplane electrical system. Oil
temperature limitations are the normal operating range (green arc) which
is 38'C (100"F) to 118"C (245"F), and the mzu<imum(red line) which is
1 1 8 'C ( 245" F ) .
The engine-driven mechanical tachometer is located near the lower
portion of the instrument panel to the left of the pilot's control wheel.
The instrument is calibrated in increments of 100 RPM and indicates
both engine and propeller speed. An hour meter below the center of the
tachometer dial records elapsed engine time in hours and tenths. Instrument markings include a normal operating range (green arc) of
2200 to 27OORPM, and a maximum (red line) of 2700 RPM.
A carburetor air temperature gage may be installed on the right side
of the instnrment panel to help detect carburetor icing conditions. The
gage is marked in 5o increments from -30"C to +30oC, and has a yellow
arc between -15'C and +5"C which indicates the temperature range most
conducive to icing in the carburetor. A placard on the lower half of the
gage face reads KEEP NEEDLE OUT OF YELLOW ARC DURING POSSIBLE CARBURETOR ICING COI{DITIONS.
NEW ENG I NE B RE A K -IN AN D O P ER AT ION
The engine underwent a nrn-in at the factory and is ready for the full
range of use. It is, however, suggestedthat cmising be accomplished
at 65Voto75Vopower until a total of 50 hours has accumulated or oil consumption has stabilized. This will ensure proper seating of the rings.
The airplane is delivered from the factory with corrosion preventive
oil in the engine. If, during the first 25 hours, oil must be added, use
only aviation grade straight mineral oil cordorming to Specification No.
MIL -L - 6082.
7 -77
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
E N GI NE
OIt
CESSNA
MODEL 172N
SY5 TEfrl
Oil for engine lubrication is supplied from a sump on the bottom of
the engine. The capacity of the engine sump is six quarts (one addiOiI is
tional quart is required if a full flow oil filter is installed).
drawn from the sump through an oil suction strainer screen into the
From the pump, oil is routed to a bypass
engine-driven
oil pump.
valve. If the oil is cold, the bypass valve allows the oil to bypass the
oil cooler and go directly from the pump to the oil pressure screen (full
flow oil filter if installed).
If the oil is hot, the bypass valve routes the
oil out of the accessory housing and into a flexible hose leading to the
Pressure oil from the
oil cooler on the lower right side of the firewall.
cooler returns to the accessory housing where it passes through the
The filtered
pressure strainer screen (fuII flow oil filter, if installed).
oil then enters a pressure relief valve which regulates engine oil pressure by allowing excessive oil to return to the sump, while the balance
of the pressure oil is circulated to various engine parts for lubrication.
Residual oil is returned to the sump by gravity flow.
An oil filler caploil dipstick is located at the rear of the engine
is accessible through an access
near the center. The filler cap/dipstick
door in the engine cowling.
The engine should not be operated on less
than four quarts of oil. To minimize loss of oil through the breather,
fill to five quarts for normal flights of less than three hours. For
extended flight, fill to six quarts (dipstick indication only). For engine
oil grade and specifications, refer to Section 8 of this handbook.
An oil quick-drain valve is available to replace the drain plug on
the bottom of the oil sump, and provides quicker, cleaner draining of
the engine oil. To drain the oil with this valve, slip a hose over the end
of the valve and push upward on the end of the valve until it snaps into
the open position.
Spring clips wiII hold the valve open. After draining, use a suitable tool to snap the valve into the extended (closed)
position and remove the drain hose.
I G N I T I O N-STARIER SYSTEf r T
Engine ignition is provided by an engine-driven dual magneto, and
two spark plpgs in each cylinder.
The right magneto fires the lower
right and upper left spark plugs, and the left magneto fires the lower
Ieft and upper right spark plugs. Normal operation is conducted with
both magnetos due to the more complete burning of the fuel-air mixture
with dual ignition.
Ignition and starter operation is controlled by a rotary type switeh
located on the left switch and control panel. The switch is labeled cloek7 -1 8
CESSN A
MODEL 172N
AIRPLANE
SECTION 7
& SYSTEMS DESCRIPTIONS
lryise, OFF, R, L, BOTH, and START. The engine should be operated on
both magnetos (BOTH position) except for magneto checks. The R and L
positions are for checking purposes and emergency use only. When the
switch is rotated to the spring-Ioaded START position, (with the master
switch in the ON position), the starter contactor is energized and the starter will crank the engine. When the switch is released, it wiII automaticalIy return to the BOTH position.
AIR , IN DUCT I O N SY SIE ' } I
The engine air induction system receives ram air through an intake
in the lower front portion of the engine cowling. The intake is covered
by an air filter which removes dust and other foreign matter from the
induction air. Airflow passing through the filter enters an air box.
After passing through the airbox, induction air enters the inlet in the
carburetor which is under the engine, and is then ducted to the engine
cylinders through intake manifold tubes. In the event carburetor ice is
encountered or the intake filter becomes blocked, alternate heated air
can be obtained from a shroud around an exhaust riser through a duct
to a valve, in the airbox, operated by the carburetor heat control on the
instrument panel. Heated air from the shroud is obtained from an
unfiltered outside source. Use of full carburetor heat at full throttle
will result in a loss of approximately 100 to 225 RPM.
EXH A US TS Y S T E f t l
Exhaust gas from each cylinder passes through riser assemblies to a
muffler and tailpipe. The muffler is constmcted with a shroud around the
outside which forms a heating chamber for cabin heater air.
CAR .B URE T O RA ND P R I' VIIN GSY ST E ftl
The engine is equipped with an up-draft, float-type, fixed jet carbr.rretor mounted on the bottom of the engine. The carbtrretor is equipped
with an enclosed accelerator pump, simplified fuel passages to prevent
vapor locking, an idle cut-off mechanism, and a manual mixture control.
Fuel is delivered to the carburetor by gravity flow from the fuel system.
In the carburetor, fuel is atomized, proportionally mixed with intake air,
and delivered to the cylinders through intake manifold tubes. The proportion of atomized fuel to air is controlled, within limits, by the mixture
control on the instrument panel.
For easy starting in eold weather, the engine is equipped with a manual primer. The primer is actually a small pump which draws fuel from
the fuel strainer when the plunger is pulled out, and injects it into the cylinder intal<e ports when the plunger is pushed back in. The plunger knob, on
? -19
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 172N
the instrument panel, is equippedwith a Iock and, after being pushed full
in, must be rotated either left or right until the knob cannot be pulled out.
C O OL IN G S Y S I E f t T
Ram air for engine cooling enters through two intalce openings in the
front of the engine cowling. The cooling air is directed around the cylinders and other areas of the engine by baffling, and is then exhausted
through an opening at the bottom aft edge of the cowling. No manual cooling system control is provided.
A winterization kit is available and consists of two baffles which
attach to the air intakes in the cowling nose cap, a restrictive cover
plate for the oil cooler air inlet in the right rear vertical engine baffle,
insulation for the crankcase breather line, and a placard to be installed
on the instrument panel. This equipment should be installed for operations in temperatures consistently below -7"C (20"F). Once installed,
the crankcase breather insulation is approved for permanent use in
both hot and cold weather.
P R O PEL TER
The airplane is equipped with a two-oladed, fixed-pitch, one-piece
forged aluminum alloy propeller which is anodized to retard corrosion.
The propeller is ?5 inches in diameter.
FUEt S Y S T E M
The airpl,ane may be equipped with either a standard fuel system or a
FUE LO UANTI TYDATA ( U. S. G ALLO N S )
T ANKS
TOTAL
U SABLEFUEL
ALL FLI G HT
CO NDI TI O NS
TOTAL
UNUSABLE
FUEL
TOTAL
F U EL
VOLUME
S T A NDARD
(21. 5Ga l.Ea ch )
40
3
43
LON GRANGE
(27G al.Eachl
50
4
54
Figure ?-5.
7 -20
F\rel Quantity Data
C ESSN A
MODEL 172N
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
LEFT FUEL TANK
SELECTOR
VALVE
t
,#?*,
-----@]ffi{x
\\'M:l:[l
\\-.
/:.\
r__r---r:H
t2
CODE
Effi
tl
TO
ENGINE
MIXTURE
CONTROL
KNOB
FUEL SUPPLY
VENT
TO ENSURE MAXIMI'M FUEL CAPACITY
WHEN REFUELING, PLACE THE FUEL
SELECTORVALVE IN EITIIER LEFT
OR RIGHT PGITION TO PREVENT
CROSS-TEEDING.
Figure 7-6. Fuel System (Standard and Long Range)
7 -21
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 172N
Iong range system (see figure 7-6). Both systems consist of two vented
fuel tanks (one in each wing), a four-position selector valve, fuel strainer,
manual primer, and carburetor. Refer to figure 7-5 for fuel quantity data
for both systems.
FueI flows by gravity from the two wing tanks to a four-position selector valve, labeled BOTH, RIGHT, LEFT, and OFF. With the selector
valve in either the BOTH, LEFT, or RIGHT position, fuel flows through a
strainer to the carburetor. From the carburetor, mixed fuel and air flows
to the cylinders through intake manifold tubes. The manual primer draws
its fuel from the fuel strainer and injects it into the cylinder intake ports.
FueI system venting is essential to system operation. Blockage of the
system will result in decreasing fuel flow and eventual engine stoppage.
Venting is accomplished by an interconnecting line from the right fuel tank
to the left tank. The left fuel tank is vented overboard through a vent line,
equipped with a check valve, which protrudes from the bottom surface of
the left wing near the wing strut. The right fuel tank filler cap is also
vented.
Fuel quantity is measured by two float-type fuel quantity transmitters (one in each tank) and indicated by two electrically-operated fuel
quantity indicators on the left side of the instrument panel. An empty
tank is indicated by a red line and the letter E. When an indicator
shows an empty tank, approximately 1.5 gallons remain in a standard
tank, and 2 gallons remain in a long range tank as unusable fuel. The
indicators cannot be relied upon for accurate readings during skids,
slips, or unusual attitudes.
The fuel selector valve should be in the BOTH position for takeoff,
climb, Ianding, and maneuvers that involve prolonged slips or skids. Operation from either LEFT or RIGHT tank is reserved for cruising flight.
NOTE
When the fuel selector valve handle is in the BOTH position in cruising flight, unequal fuel flow from each
tank may occur if the wings are not maintained exactly
level. Resulting wing heaviness can be alleviated
gradually by turning the selector valve handle to the
tank in the "heavy" wing.
NOTE
It is not practical to measure the time required to consume all of the fuel in one tank, and, after switching
to the opposite tank, expect an equal duration from the
remaining fuel. The airspace in both fuel tanks is inter-
7 -22
CESSN A
MODEL 172N
S E C TION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
connectedby a vent line and, therefore, some sloshing
of fuel between tanks can be expected when the tanks are
nearly fuIl and the wings are not level.
The fuel system is equippedwith drain valves to provide a means for
the examination of fuel in the system for contamination and grade. The
system should be examined before the first flight of every day and after
each refueling, by using the sampler cup provided to drain fuel from the
wing tank sumps, and by utilizing the fuel strainer drain under an access
panel on the right side of the engine cowling. The fueI tanks shorltd be
filled after each flight to prevent condensation.
B RAKE SYSTE M
brake on each
The airplane has a single-disc, hydraulically-actuated
main landing gear wheel. Each brake is connected, by a hydraulic line,
to a master cylinder attached to each of the pilotts rudder pedals. The
brakes are operated by applying pressure to the top of either the left (pilotts) or right (copilot?s) set of rudder pedals, which are interconnected.
When the airplane is parked, both main wheel brakes may be set by utilizing the parking brake which is operated by a handle under the left side of
the instrument panel. To apply the parking brake, set the bral<es with the
mdder pedals, prll the handle aft, and rotate it 90' down.
For maximum
brake life, keep the brake system properly maintained, and minirnize brake usage during taxi operations and landings.
Some of the symptoms of impending brake failure are: gradual
decrease in braking action after brake application, noisy or dragging
brakes, soft or spong'y pedals, and excessive travel and weak braking
action. If any of these symptoms appear, the brake system is in need
of immediate attention.
If, during taxi or landing roII, braking action
decreases, let up on the pedals and then re-apply the brakes with heavy
pressure. If the brakes become spongy or pedal travel increases,
pumping the pedals should build braking pressure.
If one brake becomes weak or fails, use the other brake sparingly while using opposite rudder, as required, to offset the good brake.
E LEC TR ICAT
SY S TE M
Electrical enerry (see figure 7-7) is supplied by a 14-volt, directcurrent system powered by an engine-driven, 60-amp alternator. The
12-volt, 25-amp hour battery is located on the left side of the firewall.
Power is supplied to all electrical circuits through a split bus bar, one
side containing electronic system circuits and the other side having general electrical svstem circuits. Both sides of the bus are on at all times
7 -23
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 172N
R EGULATOR
TO OVER-VOLTAGE
WARNING
LIGHT
ALTERNATOR
F IELD
TO OVEB.VOLTAGE
SENSOR
AND MASTERSWITCH
UV E h -
TO AUTOMATICPILOT
VOLTAGE
WARNING
LIGHT
AUTO
PILOT
TO ALT FIELD CTRCUIT
BREAKER
TO RADIO
OVERVOLTAGE
SENSOR
MASTEB
SWITCH
TO RADIO
TO
ALT FIELD
CIRCUIT
BBEAKER
TO RADIO
TO RADIOOR TRANSPONDER
ANO ENCODINGALTIMETER
STARTER
CONTACTOR
AMMETER
GBOUNOSERVICE
PLUG RECEPTACLE
TO RADIO
TO AUOIOAMPLIFIER
8 EVERSE
POLARITY
CONTACTOR
TO FUEL OUANTITYINDICATORS
TO OIL TEMPERATUR€
GAGE
SPLITBUS
CONTACTOB
(NOBMALLY
at
TO CARBURETOR
AIR TEMPERATUREGAGE
nqEnl
TO WING FLAP SYSTEM
FLIGHT
HOUR
RECORDEB
STARTEB
TO TUBN COORDINATOR
OR
TURN AND BANK INDICATOR
FOM ALTEBNATOR8US
TO DOORPOSTMAP LIGHT
TO DOMEAND COURT€SYLIGHTS
BATTERY
CONTACTOR
TO INT LT
LIGHT CIRCUTT
BREAKER
TO IGNITIONSWITCH
TO COMPASS,
INSTRUMENT,
ANO
POSTLIGHTING
TO CIGAR LIGHTER
{WITHCIRCUITBREAKER}
TO LANDINGLIGHT(S}
TO STROBELIGHTS
BATTERY
IGNITION
S WI T C H
TO NAVIGATIONLIGHTSAND
CONTROLWHEELMAP LIGHT
C ODE
c r R c u t TSR E A K E(P
RU S H-T O.R ESETI
o
FUsE .f- DroDE {f,,! nrsrsron
G
Fil.TERl
{NO|SE
JF C^PAC|TOR
Figure ?-7.
7 -24
TO FLASHINGBEACON
TO AUDIO MUTINGBELAY
TO PITOT HEAT SYSTEM
Electrical System
C ESSN A
MODEL 172N
S E C TION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
except when either an external power source is connected or the starter
switch is turned on; then a power contactor is automatically actirated to
open the circuit to the electronic bus. Isolating the electronic circuits in
this marmer prevents harmful transient voltages from damaging the transistors in the electronic equipment.
IUA STE R S W I I CH
The master switch is a split-rocker type switch labeled IVIASTER,and
is ON in the up position and OFF in the down position. The right haU of
the switch, labeled BAT, controls all electrical power to the airplane.
The left half, Iabeled ALT, controls the alternator.
Normally, both sides of the master switch should be used simultaneously; however, the BAT side of the switch cotrld be turned ON separately to check equipment while on the ground. The ALT side of the switch,
when placed in the OFF position, removes the alternator from the electrical system. With this switch in the OFF position, the entire electrical
load is placed on the battery. Continued operation with the alternator
switch in the OFF position will reduce battery power low enough to open
the battery contactor, remove power from the alternator field, and prevent alternator restart.
A
ETER
'N 'N
The ammeter indicates the flow of current, in amperes, from the alternator to the battery or from the battery to the airplane electrical system. When the engine is operating and the master switch is turned on,
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 battery discharge rate.
OVER. V O T T A G E SE N S O R AN D WA R N IN G L IGH T
The airplane is equipped with an automatic over-voltage protection
system consisting of an over-voltage sensor behind the instrument panel
and a red warning light, labeled HIGH VOLTAGE, adjacent to the ammeter.
In the event an over-voltage condition occurs, the over-voltage sensor automatically removes alternator field current and shuts down the alternator. The red warning light will then turn on, indicating to the pilot
that the alternator is not operating and the battery is supplying all electrical power.
The over-voltage sensor may be reset by turning the master switch
off and back on again. If the warning light does not illuminate, normal
7 -25
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 172N
alternator charging has resumed; however, if the light does illuminate
again, a maHunction has occurred, and the flight should be terminated as
soon as practical.
The warning light may be tested by momentarily turning off the ALT
portion of the master switch and leaving the BAT portion furned on.
C I RCUII B RE A K E RS A N D F U S ES
Most of the electrical circuits in the airplane are protected by "pushto-reset" circuit breakers mounted on the left side of the instnrment panel.
Exceptions to this are the battery contactor closing (external power) circuit, clock, and flight hour recorder circuits which have fuses mounted
near the battery. The control wheel map light is protected by the NAV LT
circuit breaker on the instnrment panel, and a fuse behind the panel. The
cigar lighter is protected by a manually reset circuit breaker on the back
of the lighter, and by the LAND LT circuit breaker.
GR OUND S E RV I CE P tU G R EC EP T AC T E
A ground service plug receptacle may be installed to permit the use
of an external power source for cold weather starting and during tengthy
maintenance work on the airplane electrical system (with the exception of
electronic equipment). The receptacle is located behind a door on the left
side of the fuselage near the aft edge of the cowling.
NOTE
Electrical power for the airplane electrical circuits is provided through a split 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 transistors 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.
Just before connecting an external power source (generator type or
battery cart), the master switch should be turned on.
The ground service plug receptacle circuit incorporates a polarity reversal protection. Power from the external power source will flow only
if the ground service plug is correctly connected to the airplane. If the
plug is accidentally connected backwards, no power will flow to the electrical system, thereby preventing any damage to electrical equipment.
7 -26
CESSNA
MODEL 172N
AIRPLANE
S E C TION 7
& SYSTEMS DESCR,IPTIONS
The battery and external power circuits have been designed to completely eliminate the need to ?'jumper" across the battery contactor to
close it for charging a completely "dead" battery. A special fused circuit
in the external power system supplies the needed "iumper" across the contacts so that with a "dead" battery and an external power source appliedt
turning on the master switch will close the battery contactor.
MS
tIG HTING SYS TE
EXTER I O R t I G HI I N G
Conventional navigation lights are located on the wing tips and top of
the rudder. A single landing light or dual landing/taxi lights are installed
in the cowl nose cap, and a flashing beacon is mounted on top of the vertical fin. Additional lighting is available and includes a strobe light on each
wing tip and two courtesy lights, one under each wing, just outboard of the
cabin door. The courtesy lights are operated by the dome light switch on
the overhead console. A11exterior lights, except the courtesy lights, are
controlled by rocker type switches on the left switch and control panel. The
switches are ON in the up position and OFF in the down position.
The flashing beacon should not be used when flying throtgh 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.
The two high intensity strobe lights wiII enhance anti-collision protection. However, the lights shotrld be turned off when taniing in the vicinity
of other aircraft, or during night flight through clouds, fog or baze.
INTER I O R T I G HI I N G
Instmment and control panel lighting is provided by flood lighting, integral lighting, and post lighting (if installed). Two concentric rheostat
control knobs below the engine controls, labeled PANEL LT and RADIO LT'
control intensity of the instmment and control panel lighting. A slide-type
switch (if instatled) on the overhead console, labeled PANEL LTS, is used
to select flood lighting in the FLOOD position, post lighting in the POST
position, or a combination of post and flood lighting in the BOTH position.
Instnrment and control panel flood lighting consists of a single red
flood light in the forward part of the overhead console. To use the flood
Iighting, rotate the PANEL LT rheostat control knob clockwise to the desired intensity.
The instnrment panel may be equipped with post lights which are
7 -27
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 172N
mounted at the edge of each instmment or control and provide direct
lighting. The lights are operated by placing the PANEL LTS selector
switch in the POST position and adjusting light intensity with the PANEL
LT rheostat control knob. By placing the PANEL LTS selector switch
in the BOTH position, the post lights can be used in combination with the
standard flood lighting.
'The engine instruments, fuel quantity indicators, radio equipment,
and magnetic compass have integral lighting and operate independently
of post or flood lighting. Light intensity of the engine instmments, fuel
quantity indicators, and radio lighting is controlled by the RADIO LT
rheostat control knob. The integral compass light intensity is controlled
by the PANEL LT rheostat control knob.
A cabin dome light, in the aft part of the overhead co4tsole,is operated
by a switch near the light. To turn the light on, move the switch to the right.
A control wheel map light is arailable and is mounted on the bottom of
the pilotrs control wheel. The light illuminates the lower portion of the
cabin just forward of the pilot and is helpfuI when checking maps and other
flight data during night operations. To operate the light, first turn on the
NAV LT switch; then adjust the map lightrs intensity with the knurled disk
type rheostat control located at the bottom of the control wheel.
A doorpost map light is available, and is located on the left forward
doorpost. It contains both red and white bulbs and may be positioned
to illuminate any area desired by the pilot. The light is controlled by a
switch, below the light, which is labeled RED, OFF, and WHITE. Placing the switch in the top position will provide a red light. In the bottom position, standard white lighting is provided. In the center position, the map light is turned off.
The most probable cause of a light failure is a burned out bulb; however, in the event any of the tighting systems fail to illuminate when turned on, check the appropriate circuit breaker. If the circuit breaker has
opened (white button popped out), and there is no obvious indication of a
short circuit (smoke or odor), turn off the light switch of the affected
lights, reset the breaker, and turn the switch on again. If the breaker
opens again, do not reset it.
C A B I N H EATING, V E N TITA TIN G AND
DE F ROSTIN GSY S TE M
The temperature and volume of airflow into the cabin can be regulated
to any degree desired by manipulation of the push-pull CABIN HT and
7 -28
CESSNA
MODEL 172N
AIRPLANE
SECTION 7
& SYSTEMS DESCRIPTIONS
I
E)GIAUST
MUFFLER
SHROI]D
FRONT CABIN
AIR OUTLET
HEATER
VALVE
ADJUSTABLE
DEFROSTER
OUTLET
I
I
I
CABIN HEAT
CONTROL
{-}
VENTILATING
AIR DOOR
\
\
CABIN AIR
CONTROL
I
*7
\
)D
REAR CABIN
AIR OUTLETS
v
ADJUSTABLE
VENTILATORS
CODE
A
tl
Figure 7-8.
Cabin Heating, Ventilating,
RAM AIR FLOW
€
VENIILATING
<-
HEATED AIR
{o
SLENDED AIR
---
MECHAMCAL
CONNECTION
AIR
and Defrosting System
7 -29
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 172N
CABIN AIR control knobs (see figure 7-8).
For cabin ventilation, pull the CABIN AIR knob out. To raise the air
temperature, pull the CABIN HT knob ort approximately t/4 to L/2 inch
for a small amount of cabin heat. Additional heat is available by pulling
the knob out farther; ma:rimum heat is a'railable with the CABIN HT knob
pulled out and the CABIN AIR knob pushed full in. When no heat is desired in the 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
extending down each side of the cabin to an outlet at the front door post at
floor level. Windshield defrost air is also supplied by a duct leading from
the cabin manifold. Two knobs control sliding valves in the defroster outlet and permit regulation of defroster air{low.
Separate adjustable ventilators supply additional air; one near each
upper corner of the windshield supplies air for the pilot and copilot, and
two ventilators are available for the rear cabin area to supply air to the
rear seat passengers.
P IT O T -STATICSY S TE
M A N D IN S TRU M ENI S
The pitot-static system supplies ram air pressure to the airspeed
indicator and static pressure to the airspeed indicator, rate-of-climb
indicator and altimeter. The system is composed of either an unheated
or heated pitot tube mounted on the lower surface of the left wing, an
external static port, on the lower left side of the forward fuselage, and
the associated plumbing necessary to connect the instruments to the
soulces.
The heated pitot system consists of a heating element in the pitot tube,
a rocker-type switch labeled PITOT HT on the lower left side of the instrument panel, a 10-amp circuit breaker on the switch and control panel, and
associated wiring. When the pitot heat switch is turned on, the element in
the pitot tube is heated electrically to maintain proper operation in possible icing conditions. Pitot heat should be used only as required.
A static pressure alternate source valve may be installed adjacent to
the throttle for use when the external static source is malfunctioning.
This valve supplies static pressure from inside the cabin instead of the
external static port.
If erroneous instrument readings are suspected due to water or ice
in the pressure line going to the standard external static pressure source.
7- 3 0
CESSNA
MODEL 172N
AIRPLANE
SECTION 7
& SYSTEMS DESCRIPTIONS
the alternate static source valve shorrld be prlled on.
Pressures within the cabin will vary with open cabin ventilators and
windows. Refer to Sections 3 and 5 for the effect of 'uarying cabin pressures on airspeed and altimeter readings.
AIR SPE E D I NDI CA T O R
The airspeed indicator is calibrated in knots and miles per horr.
Limitation and range markings include the white arc (41 to 85 knots),
green arc (47 to 128 knots), yellow arc (128 to 160 knots), and a red
line (160 knots).
If a true airspeed indicator is installed, it is equipped with a rotatable
ring which works in conjunction with the airspeed indicator dial in a manner similar to the operation of a flight computer. To operate the indicator,
first rotate the ring until pressure altitude is aligned with outside air temperature in degrees Fahrenheit. Pressure altitude should not be cordused
with indicated altitude. To obtain pressure altitude, momentarily set the
barometric scale on the altimeter to 29.92 and read pressure altitude on
the altimeter. Be sure to return the altimeter barometric scale to the original barometric setting after pressure altitude has been obtained. Having
set the ring to correct for altitude and temperature, then read the airspeed
shown on the rotatable ring by the indicator pointer. For best accuracy,
this indication should be corrected to calibrated airspeed by referring to
the Airspeed Calibration chart in Section 5. Knowing the calibrated airspeed, read true airspeed on the ring opposite the calibrated airspeed.
R,AIE - O F - CI I ' Y TB I N D IC A T O R
The rate-of-climb indicator depicts airplane rate of climb or descent
in feet per minute. The pointer is actuated by atmospheric pressure
resulting from changes of altitude as supplied by the static
:::1"-":.
AL II'Y I E I E R
Airplane altitude is depicted by a barometric type altimeter. A knob
near the lower left portion of the indicator provides adjustment of the instrument's barometric scale to the current altimeter setting.
V A CU U M SYS TE MA N D IN S TR U M E NT S
An engine-driven vacuum system (see figure 7-9) provides the suction
necessary to operate the attitude indicator and directional indicator. The
7 -31
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 172N
CODE
l-l
OVERBOARD
V E N TL I N E
TNLETAtR
mffif vAcuuM
n
Dt s c HA RGAEt R
VACU U MR E L I E FV A L V E
ATTI TUDE
INDICATO R
S U CT ION
GA G E
o0c
ooo
ooo
ooo
ooo
ooo
'/l\
oco
DIRECTI O NAL
INDIC ATO R
Figure 7-9.
7 -32
VACUUMSYSTEM
AIR FILTER
Vacuum System
CESS NA
MODEL 172N
AIRPLANE
SECTION 7
& SYSTEMS DESCRIPTIONS
system consists of a vacuum pump mounted on the engine, a vacuum relief valve and vacuum system air filter on the aft side of the firewall below the instmment panel, and instruments (including a suction gage) on
the left side of the instmment panel.
ATTITUDE I NDI CA TOR
The attitude indicator gives a visual indication of flight attitude.
Bank attitude is presented by a pointer at the top of the indicator relative to the bank scale which has index marks at 10", 20o, 30o, 60o, and
90o either side of the center mark. Pitch and roll attitudes are presented by a miniature airplane in relation to the horizon bar. A knob at the
bottom of the instrument is provided for in-flight adjustment of the
miniature airplane to the horizon bar for a more accurate flight attitude
indication.
D IREC T I O NA T I NDI C AT OR
A directional indicator displays airplane heading on a compass card in
relation to a fixed simulated airplane image and index. The indicator will
precess slightly over a period of time. Therefore, the compass card should
be set in accordance with the magnetic compass just prior to takeoff, and occasionally re-adjusted on extended flights. A knob on the lower left edge of
the instmment is used to adjust the compass card to correct for precession.
SU CT I O N G A G E
The suction gage is located on the left side of the instnrment panel
and indicates, in inches of mercury, the amount of suction available for
operation of the attitude indicator and directional indicator. The desired
suction range is 4.6 to 5.4 inches of mercury. A suction reading below
this range may indicate a system malfunction or improper adjustment,
and in this case, the indicators should not be considered reliable.
S T ATL WAR N IN G S Y S TE M
The airplane is equipped with a pneumatic-type
stall warning system consisting of an inlet in the leading edge of the left wing, an airoperated horn near the upper left corner of the windshield, and associated plumbing.
As the airplane approaches a stall, the low pressure
on the upper surface of the wings moves forward around the leading
edge of the wings.
This low pressure creates a differential pressure in
the stall warning system which draws air through the warning horn,
resulting in an audible warning at 5 to 10 knots above stall in all flight
conditions.
7 -33
SEC TION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 172N
The stall warning system should be checked during the preflight inspection by placing a clean handkerchief over the vent opening and applying suction. A sound from the warning horn will confirm that the system
is operative.
E QU IP ME N T
A V IONICS SUPP O R ,T
The airplane may, at the ownerts discretion, be equippedwith varioiavionics zupport equipment such as an audio control panel,
types
ous
micropnone-headset, and static dischargers. The following paragraphs
discuss these items.
AUD I O C ONTR O LP A N E L
Operation of ra.dio equipment is covered in Section 9 of this handbook.
when one or more radios are installed, a transmitter,/audio switching system is provided (see figure ?-10). The operation of this switching system
is described in the following paragraphs.
T R AN Sftl I T T E R,S E T E C T O RS WIIC H
A rotary type transmitter selector switch, labeled XMTR SEL, is
provided to connect the microphone to the transmitter the pilot desires
lo use. To select a transmitter, rotate the switch to the number corresponding to that transmitter.
The numbers 1, 2 and 3 above the switch correspond to the top, second and third transceivers in the avionics stack.
An audio amplifier is required for speaker operation, and is automatically selected, along with the transmitter, by the transmitter selector
switch. As an example, if the number 1 transmitter is selected, the audio
amplifier in the associated NAV/COM receiver is also selected, and functions as the amplifier for ALL speaker audio. In the event the audio amplifier in use fails, as evidenced by loss of all speaker audio, select
This should re-establish speaker audio. Headset
another transmitter.
audio is not affected by audio amplifier operation.
AU TOfi TA T I C A UDI O SE L EC T O R SIV IIC H
A toggle switch, labeled AUTO, can be used to automatically match
the apprdfriate NAV /COV| receiver audio to the transmitter being selected. To utilize this automatic feature, leave all NAV/COM receiver
switches in the OFF (center) position, and place the AUTO selector switch
in either the SPEAKER or pllOttg position, as desired. Once the AUTO
selector switch is positioned, the pilot may then select any transmitter
7 -34
CESSNA
MODEL 172N
AIRPLANE
SECTION 7
& SYSTEMS DESCRIPTIONS
A U T O ' VIA T IC A U D IO SE IEC TION
SP E AK E R- l
NAV/ CO ' Vl ,ADFI
3
|
2 O
o
o
@I
PHON
T R A NSMITTER
S E LECTOR
SWITCH
AUTO M ATI CAUDI O
SELECTO R
SW I TCH
A U D I OS E L E C T O R
SWITCH(TYPICAL)
the AUTO selectorswitchis in
As illustrated,the number1 transmitteris selected,
the SPEAKER position,andthe NAViCOM1,2 and3 andADF 1 and2 audio
selectorswitchesare in the OFF position.With the switchessetasshown,the pilot
will transmiton the number1 transmitterand hearthe number1 NAV/COMreceiverthroughthe airplanespeaker.
INDIVIDUATAUDIO SEIECTION
SP E A KE R- l
N A V /C Orfr'ADFI
3
o
P H ON E
A
U
2 o
@I
I
T R A NSMITTER
S E LE CTOR
swlTcH
AUTO M ATI CAUDI O
SWITCH
SELECTOR
A U D l OS E L E C T O R
SWITCH(TYPICAL)
the AUTO selectorswitchis
As illustrated,the number1 transmitteris selected,
in the OFF position,the number1 NAV/COMreceiveris in the PHONEposition,
andthe number1 ADF is in the SPEAKERposition.With the switchessetas
shown,the pilot will transmiton the number1 transmitterand hearthe number
while the passengers
are listeningto the ADF
1 NAV/COMreceiver
on a headset,
audiothroughthe airplanespeaker.lf anotheraudioselectorslritchis placedin
with
eitherthe PHONEor SPEAKERposition,it will be heardsimultaneously
eitherthe number1 NAV/COMor number1 ADF respectively.
Figure ?-10. Audio Control Panel
7 -35
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTIONS
CESSNA
MODEL 172N
and its associated NAV/COM receiver audio simultaneously with the transmitter selector switch, If automatic audio selection is not desired, the
Auro selector switch should be placed in the oFF (center) position.
AUDIO S E T E CI O R S W IIC H E S
The audio selector switches, labeled NAv/coM 1, a and 3 and ADF
1 and 2, allow the pilot to initiaily pre-tune all NAv/iou
and ADF re_ceivers, and then individually select and listen to any receiver or combination of receivers. To listen to a specific receiver, first check that
the AUTO selector switch is in the OFF (center) positibn, then place the
audio selector switch corresponding to that receiver in either the SpEAKEp
(up) or PHONE (dourn)position. To turn off the audio of the selected
receiver, place that switch in the oFF (center) position. If desired, the
audio selector switches can be positioned to-pbrmit the pilot to listen to
one receiver on a headset while the passengers listen to another receiver
on the airplane speaker.
The ADF 1 and 2 switches may be used anytime ADF audio is desired.
If the pilot wants only ADF audio, for station identiJication or other reasotls' the AUTO selector switch (if in use) and all other audio selector
switches should be in the OFF position. If simuttaneous ADF and NAV/
coM audio is acceptable to the pilot, no change in the existing switch
positions is required. Place the ADF 1 or 2 switch in either Ine SpneKER
or PHoNE position and adjust radio volume as desired.
NOTE
rf the NAv/coM audio selector switch corresponding to
the selected transmitter is in the pHoNE position with
the Allro selector switch in the SPEAI(ER position, all
audio selector switches placed in the pHoNE position
will automatically be connected to both the airplane
speaker and any headsets in use.
MIC ROPHONE-H E A D S E T
_The microphone-headset combination consists of the microphone and
headset
combined in a single unit and a microphone keying switch located
on the left side of the pilotts control wheel. the micr-ophone-headset permits the pilot to conduct radio communications withotrt internrpting otfier
control operations to handle a hand-held microphone. Also,
frssenge"s
need not listen to all communieations. The mi-crophoneand triaaset-jacks
are located near the lower left corner of the instrriment panel.
7 -36
C ESS NA
MODEL 172N
AIRPLANE
SECTION 7
& SYSTEMS DESCRIPTIONS
S TAT I C D I S C H A R ,GE R S
If frequent IFR, flights are planned, installation of wick-type static
dischargers is recommended to improve radio conununications during
flight through dust or various forms of precipitation (rain, snow or ice
crystals). Under these conditions, the build-up and discharge of static
electricity from the trailing edges of the wings, rudder, elevator, propeller tips and radio antennas can result in loss of usable radio signals
on all communications and navigation radio equipment. Usually the
ADF is first to be affected and VHF communication eguipment is the
Iast to be affected.
Instaltation of static dischargers reduces interference from precipitation static, but it is possible to encounter severe precipitation static
conditions which might cause the loss of radlo siglrls, even with static
dischargers installed. Whenever possible, avoid Fnown severe precipitation areas to prevent loss of dependable radio-signa1s. If avoidance is
impractical, minimize airspeed and anticipate temporary loss of radio
signals while in these areas.
7 -37/(7 -38 blank)
CESSNA
MODEL 172N
S E C TION 8
HANDLING, SERVICE
& MAINTENANCE
SECTION
B
HANDLINC,
AIRPLANE
SERVICE
& MAINTENANCE
T A BL E OF C ON TE N TS
Page
Introduction
Identification Plate
Owner Follow-Up System
trublications
Airplane File
Airplane Inspection Periods
FAA Required Inspections .
Cessna Progressive Care
Cessna Customer Care Program .
Pilot ConductedPreventive Maintenance
Alterations or Repairs
Ground Handling
Towing
Parking
Tie-Down
Jacking
Leveling.
Flyable Storage
Servicing
Engine Oil .
Fuel
Landing Gear
Cleaning and Care
Windshield-Windows
Painted Surfaces
Propeller Care
Engine Care
Interior Care
8-3
8-3
8-3
8-3
8-4
8-5
8-5
8-6
8-6
8-?
8-7
8-?
8-7
8-?
8-8
8-8
8-9
8-9
8-10
8-10
I -1r
8-12
8-12
8-r2
8-12
8-13
8-13
8-14
8-r/ (8-Z blank)
CESSNA
MODEL 172N
SECTION 8
}IANDLING, SERVICE
& MAINTENANCE
I NT R O D U C T I ON
This section contains factory-recommended procedures for proper
ground handling and routine care and servicing of your Cessna. It also
identifies certain inspection and maintenance requirements which must
be followed if your airplane is to retain that new-plane performance and
dependability. It is wise to follow a planned schedule of lubrication and
preventive maintenance based on climatic and flying conditions encountered in your locality.
Keep in touch with your Cessna Dealer and take advantageof his
knowledge 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.
I DEN T I F I C A T ION P L A T E
All correspondence regarding your airplane should include the
SERLAL NUMBER. The Serial Number, Model Number, Production Certificate Number (PC) and Type Certificate Number (TC) can be found on
the Identification Plate, located on the lower part of the left forward doorpost. Located adjacent to the Hentification Plate is a Finish and Trim.
Plate which contains a code describing the interior color scheme and exterior paint combination of the airplane. The code may be used in conjunction with an applicable Parts Catalog if finish and trim information is
needed.
OW NER FOttO W -U P S Y S TE M
Your Cessna Dealer has an Ovner Follow-Up System to notify you
when he receives information that applies to your Cessna. In addition, il
you wish, you may choose to receive similar notification, in the form of
Senrice Letters, directly from the Cessna Customer Services Department.
A subscription form is supplied in your Customer Care Program book for
your use, should you choose to request this service. Your Cessna Dealer
wiII 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.
PUBTI CA I I O NS
Various publications and flight operation aids are furnished in the
8-3
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
airplane when delivered from the factory.
O
CESSNA
MODEL 172N
These items are Iisted below.
CUSTOMER CARE PROGRAM BOOK
PILOT'S OPERATING HANDBOOK/ SUPPLEMENTS FOR YOUR
AIRPLANE
AVIONICS AND AUTOPILOT
PILOT'S CHECKLISTS
POWER COMPUTER,
SALES AND SERVICE DEALER DIRECTORY
The following additional publications, plus many other supplies that
are applicable to your airplane, are available from your Cessna Dealer.
O
SERVICE MANUALS AND PARTS CATALOGS FOR YOUR
AIRPLANE
ENGINE AND ACCESSORIES
AVIONICS AND AUTOPILOT
Your Cessna Dealer has a Customer Care Supplies Catalog covering
aII available items, many of which he keeps on hand. He wiII be happy to
place an order for any item which is not in stock.
AI RP L AN E F I L E
There are miscellaneous data, information and licenses that are a
part of the airplane file. The following is a checklist for that file. In
addition, a periodic check should be made of the latest Federal Aviation
Regulations to ensure that aII data requirements are met.
A.
To be displayed in the airplane at aII times:
(1) Aircraft Airworthiness Certificate (FAA Form 8100-2).
(2) Aircraft Registration Certificate (FAA Form 8050-3).
(3) Airc,raft Radio Station License, if transmitter installed (FCC
Fo rm 556) .
B.
To be carried in the airplane at aII times:
(1) Weight and Batance, and associated papers (Iatest copy of the
Repair and Alteration Form, FAA Form 33?, if applicable).
(2) Equipment List.
8-4
CESSN A
MODEL 172N
C.
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
To be made available upon request:
(1) Airplane Log Book.
(2) Engine Log Book.
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 airplanes not registered in the
United States should check with their own aviation officials to determine
their individual requirements.
Cessna recommends that these items, plus the Pilot's Operating
Handbook, Pilot's Checklists, Power Computer, Customer Care Program book and Customer Care Card, be carried in the airplane at all
times.
AI R. P L AN E I N S P E C T ION P E R IODS
FAA RE OUI R, E D I NS PE C T ION S
As required by Federal Aviation Regulations, aII civil aircraft of
U. S. registry must undergo a complete inspection (annuat) each twelve
calendar months. In addition to the required ANNUAL inspection, aircraft operated commercially (for hire) must have a complete inspection
every 100 hours of operation.
The FAA may require other inspections by the issuance of airworthiness directives applicable to the airplane, engine, propeller and components. It is the responsibility of the owner/operator to ensure compliance
with all applicable airworthiness directives and, when the inspections are
repetitive, to take appropriate steps to prevent inadvertent noncompliance.
In lieu of the 100 HOIIR and ANNUAL inspection requirements, an
airplane may be inspected in accordance with a progressive inspection
schedule, which allows the work load to be divided into smaller operations
that can be accomplished in shorter time periods.
The CESSNA PROGRESSM CARE PROGRAM has been developed to
provide a modern progressive inspection schedule that satisfies the complete airplane inspection requirements of both the 100 HOUR and ANNUAL
inspections as applicable to Cessna airplanes. The program assists the
owner in his responsibility to comply with all FAA inspection requirements,
while ensuring timely replacement of life-limited parts and adherence to
factory- recommended inspection intervals and maintenance procedures.
8-5
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA
MODEL 172N
C ESSN A P RO G RE S S IV EC AR E
The Cessna hogressive Care Program has been designed to help you
realize maximum utilization of your airplane at a minimum cost and downtime. Under this program, your airplane is inspected and maintained in
four operations at 50-hour intervals during a 20O-hour period. The opera_tignsare recycled each 200 hours and are recorded in a specially provided Aircraft Inspection Log as each operation is conducted.
The Cessna Aircraft Company recommends Progressive Care for airplanes that are being flown 200 hours or more per year, and the 100-hour
inspection for all other airplanes. The procedures for the Progressive
9*" Program and the 100-hour inspection have been carefully worked out
by the factory and are followed by the Cessna Dealer Organization. The
complete familiarity of Cessna Dealers with Cessna equipment and factoryapproved procedures provides the highest level of service possible at
lower cost to Cessna owners.
Regardless of the inspection method selected by the owner, he should
keep in mind that FAR Part 43 and FAR Part 91 establishes the requirernent that properly certified agencies or personnel accomplish all required
FAA inspections ard most of the manufacturer recommended inspections.
C ESSN A CUS I O f ilE R C A R E P R ,OGR Affl
Specific benefits and provisions of the CESSNAWARRANTY plus other
imlrcrtant benefits for you are contained in your cusToMER CARE pRoGRAM book supplied with your airplane. Ybu wiII want to thoroughly review your Customer Care Program book and keep it in your airplane at
all times.
Coupons attached to the Program book entitle you to an initial inspection and either a hogressive Care Operation No. 1 or the first 100-hour
inspection within the first G months of ownership at no charge to you. If
you-take delivery from your Dealer, the initial inspection wiU have been
performed before delivery of the airplane to you. If you pick up your airplane at the factory, plan to take it to your DLaler reisonably sbon after
you take delivery, so the initial inspection may be performed allowing the
Dealer to make any minor adjustments which may be necessary.
You will also want to return to your Dealer either at 50 hours for your
first Progressive Care Operation, or at 100 hours for your first 100-hour
inspection depending on which program you choose to establish for your
airplane. While these important inspections will be performed for you by
any Cessna Dealer, in most cases you wiII prefer to have the Dealer from
whom you purchased the airplane accomplistr ttris work.
8- 6
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA
MODEL 172N
P ILOT C OND U C TE DP R E V E N TIV EM A I NT E NA NCE
A certified pilot who owns or operates an airplane not used as an air
carrier is authorized by FAR Part 43 to perform limited maintenance on
his airplane. Refer to FAR Part 43 for a list of the specific maintenance
operations which are allowed.
NOTE
Pilots operating airplanes of other than U.S. registry
should refer to the regulations of the country of certification for information on preventive maintenance that
may be performed by pilots.
A Service Manual should be obtained prior to performing any preventive maintenance to ensure that proper procedures are follo'wed. Your
Cessna Dealer should be contacted for further information or for required
maintenance which must be accomplished by appropriately licensed personnel.
A LT ER ATION SOR R E P A IR S
It is essential that the FAA be contacted prior to any alterations on
the airplane to ensure that airworthiness of the airplane is not violated.
Alterations or repairs to the airplane must be accomplished by licensed
personnel.
G R,OU N D H AN D TIN G
TOW ING
The airplane is most easily and safely maneuvered by hand with the
tow-bar attached to the nose wheel. When towing with a vehicle, do not
exceed the nose gear turning angle of 30o either side of center, or damage
to the gear wiII result. If the airplane is towed or pushed over a rough
surface during hangaring, watch that the normal cushioning action of the
nose stn t does not cause excessive vertical movement of the tail and the
resulting contact with low hangar doors or structure. A flat nose tire or
deflated strut will also increase tail height.
PAR K I NG
When parking the airplane, head into the wind and set the parking
brakes. Do not set the parking brakes during cold weather when accumuIated moisfure may freeze the brakes, or when the brakes are overheated.
8-7
CESSNA
MODEL 172N
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
Install the control wheel lock and chock the wheels. In severe weather
and high wind conditions, tie the airplane down as outlined in the following
paragraph.
T I E.DOWN
Proper tie-down procedure is the best precaution against damage to
the parked airplane by gusty or strong winds. To tie-down the airplane
securely, proceed as follows:
(1) Set the parking brake and install the control wheel lock.
(2) Install a surface control lock over the fin and mdder.
(3) Tie sufficiently strong ropes or chains (700 pounds tensile
strength) to the wing, tail, and nose tie -down fittings and
secure each rope to a ramp tie-down.
(4) Install a pitot tube cover.
JAC KIN G
When a requirement exists to jack the entire airplane off the ground,
or when wing jack points are used in the jacking operation, refer to the
Service Manual for specific procedures and equipment required.
Individual main gear may be jacked by using the jack pad which is
incorporated in the main landing gear strut step bracket. When using
the individual gear strut jack pad, flexibility of the gear strut will cause
the main wheel to slide inboard as the wheel is raised, tilting the jack.
The jack must then be lowered for a second jacking operation. Do not
jack both main wheels simultaneously rrsing the individual main gear jack
pads.
If nose gear maintenance is required, the nose wheel may be raised
off the ground by pressing down on a tailcone bulkhead, just forward of the
horizontal stabilizer, and allowing the tail to rest on the tail tie-down ring.
NOTE
Do not apply pressure on the elevator or outboard stabilizer surfaces. When pushing on the tailcone, always
apply pressure at a bulkhead to avoid buckling the skin.
To assist in raising and holding the nose wheel off the ground, weight
down the tail by placing sand-bags, or suitable weights, on each side of
the horizontal stabilizer, next to the fuselage. If ground anchors are
8-B
CESSNA
MODEL 172N
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
available, the tail should be securely tied down.
NOTE
Ensure that the nose will be held off the ground under all
conditions by means of suitable stands or supports under
weight supporting bulkheads near the nose of the airplane.
t EV ELI NG
Longitudinal leveling of the airplane is accomplished by placing a
level on leveling screws located on the left side of the Lailcone. Deflate
the nose tfte and/or lower or raise the nose strut to properly center the
bubble in the level. Corresponding points on both upper door sills may be
used to level the airplane laterally.
FL YABT E S T O R. A G E
Airplanes placed in non-operational storage for a maximum of 30 days
or those which receive only intermittent operational use for the first 25
hours are considered in flyable storage status. Every seventh day durirg
these periods, the propeller should be rotated by hand through five revolutions. This action "limbers" the oil and prevents any accumulation of corrosion on engine cylinder walls.
W A R N IN G
For maximum safety, check that the ignition switch is
OFF, the throttle is closed, the mixture control is in
the idle cut-off position, and the airplane is secured
before rotating the propeller by hand. Do not stand
within the arc of the propeller blades while turning the
propeller.
After 30 days, the airplane should be flown for 30 minutes or a ground
runup should be made just long enoughto produce an oil temperafure within the lower green arc range. Excessive ground runup should be avoided.
Engine runup also helps to eliminate excessive accumulations of water
in the fuql system and other air spaces in the engine. Keep fuel tanks fulI
to minim\i.ze condensation in the tanks. Keep the battery fully charged to
prevent the electrolyte from freezing in cold weather. If the airplane is
to be stored temporarily, or indefinitely, refer to the Service Manual for
proper storage procedures.
B -9
SECTION S
HANDLING, SERVICE
& MAINTENANCE
CESSNA
MODEL 172N
SER, V I C I N G
In addition to the PREFLIGHT INSPECTION covered in Section 4,
COMPLETE servicing, inspection, and test requirements for your airplane are detailed in the Service Manual. The Service Manual outlines
all items which require attention at 50, 100, and 200 hour intervals plus
those items which require servicing, inspection, and/or testing at speciat
intervals.
Since Cessna Dealers conduct all service, inspection, and test procedures in accordance with applicable Service Manuals, it is recommended
that you contact your Cessna Dealer concerning these requirements and
begin scheduling your airplane for service at the recolnmended intervals.
Cessna Progressive Care ensures that these requirements are accomplished at the required intervals to comply with ttre fOO-trouror ANNUAL
inspection as previously covered.
Depending on various flight operations, your local Government Aviation Agency may require additional service, inspections, or tests. For
these regulatory requirements, owners should check with local aviation
officials where the airplane is being operated.
For quick and ready reference, quantities, materials, and specifications for frequently used service items are as follows.
E N GINE O I I
GRADE AND VISCOSITY FOR TEMPERATURE RANGE -The airplane was delivered from the factory with a corrosion preventive aircraft engine oil. This oil should be drained after the first
25 hours of operation, and the following oils used as specified for
the average ambient air temperature in the operating irea.
MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish
-change.
lupply during the first 25 hours and at the first Z5-hour oil
Continue to use until a total of 50 hours has accumulated or oil
consumption has stabilized.
SAE 50 above 16oC (60.F)
SAE 40 between -1oC (80"F) and B2oC (90"F).
SAE 30 between -18oC (0.F) and ploO (?0"F).
SAE 20 below -tZ"C (10oF).
8- 1 0
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA
MODEL 172N
Oil: This oil must bg used after the
ill[IL-L-22851 Ashless Dispersant
has stabilized.
first 50 hours or oil consumption
SAE 40 or SAE 50 above 16oC (60oF).
SAE 40 between -1"C (30"F) and 32"C (90.F).
SAE 30 or SAE 40 between -18oC (0"F) and 21oC (?0.F).
SAE 30 below -12oC (10oF).
CAPACITY
OF ENGINE SUMP -- 6 Quarts.
Do not operate on less than 4 quarts.
To minimize loss of oil
through breather, fill to 5 quart level for normal flights of less than
3 hours. For extended flight, fill to 6 quarts. These quantities refer
to oil dipstick level readings.
During oil and oil filter changes, one
quart is required when the filter element is changed.
additional
OIL AND OIL FILTER, CHANGE -After the first 25 hours of operation, drain engine oil sump and oil
cooler and clean the oil pressure screen. If an oil filter is installed,
change filter at this time.
Refill sump with straight mineral oil
and use until a total of 50 hours has accumulated or oil consumption has stabilized; then change to dispersant oil. On airplanes not
equipped with an oil filter, driin the engine oil sump and oil cootF
and. clean the oil pressure screen each 50 hours thereafter.
On
airplanes which have an oil filter, the oil change interval may be
providing
extended to 100-hour intervals,
the oil filter is changed at
50-hour intervals.
Change engine oil at least every 6 months even
though less than the recommended hours have accumulated.
Reduce intervals for prolonged operation in dusty areas, cold climates, or when short ftights and long idle periods result in sludging conditions.
FUEt
AppRovED FUEL GRADES (AND COLORS)-100LL Grade Aviation FueI (Blue).
100 (Formerly 100/ 130) Grade Aviation Fuel (Green).
CAPACITY EACH STANDARD TANK -- 21.5 Gallons.
CAPACITY EACH LONG RANGE TANK -- 27 Gallons.
NOTE
To ensure murimum fuel capacity when refueling, place
the fuel selector valve in either LEFT or RIGHT position to prevent cross-feeding.
8-11
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA
MODEL 172N
T AN DING G E A R
NOSEWHEEL TIBE PRESSURE-- 31 PSI on 5.00-5, 4-Ply Rated Tire.
2 6 P SI o n 6 .0 0 -6 , 4-Ply Rated Tire.
MAIN WHEEL TIRE PRESSIJRE-- 29 PSI on 6. 00-6, 4-Plv Rated Tires.
NOSE GEAR SHOCK STRUT -Keep filled with MIL-H-5606 hydraulic fluid and inflated with air to
45 PSI.
C T E A NINGAND C A R ,E
wr N D s H tEr D - w tNDows
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 removed. 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 r1g gasoline, benzine, alcohol, acetone, carbon
TEracFioride, fire extinguisher or anti-ice fluid, lacquer
thinner or glass cleaner to clean the plastic. These materials 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 elean moist chamois. Do not rub the
plastic with a dry cloth since this builds up an electrostat-iE@which
attracts dust. Waxing with a good commercial wur will finish the cleaning job. A thin, even coat of wa:<polished out by hand with clean soft
flannel cloths, will fill in minor scratches and help prevent further
scratching.
Do not use a canvas cover on the windshield unless freezing rain or
steet-is dlicipated since the cover may scratch the plastic surface.
PAIN TED S URF A CE S
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 completely; in mosb c&ses',thqcuring period will have been completed prior
to delivery of the airplane. In the event that polishing or buffing is re8-t2
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA
MODEL 172N
quired within the curing period, it is recommended that the work be done
by someone experienced in handling uncured paint. Any Cessna Dealer
can accomplish this work.
Generally, the painted surfaces can be kept bright by washing with
water and mild soap, followed by a rinse with water and drying with cloths
or a chamois. Harsh or abrasive soaps or detergents which cause corrosion or 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 wur on the leadirg edges of the wings and tail and on
the engine nose cap and propeller spinner will help reduce the abrasion
encountered in these areas.
When the airpLane is parked outside in cold climates and it is necessary to remove ice before flight, care should be taken to protect the painted surfaces during ice removal with chemical liquids. A 50-50 solution of
isopropyl alcohol and water will satisfactorily remove ice accumulations
without damaging the paint. A solution with more than 50Voalcohol is
harmful and should be avoided. While applying the de-icing solution, keep
it away from the windshield and cabin windows since the alcohol will attack
the plastic and may cause it to craze.
PR ,OP E t t E R,CA R. E
Preflight inspection of propeller blades for nicks, and wiping them
occasionally with an oily cloth to clean off grass and bug stains will assure long, trouble-free service. Small nicks on the propeller, particuIarly near the tips and on the leading edges, should be 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.
EN GINE CA RE
The engine may be cleaned with Stoddard solvent, or equivalent, then
dried thoroughly.
CAUTION
Particular care should be given to electrical equipment
before cleaning. Cleaning fluids should not be allowed
to enter magnetos, starter, alternator and the like.
Protect these components before safurating the engine
8-13
SECTION 8
HANDLING, SERVICE
& MAINTENANCE
CESSNA
MODEL 172N
with solvents. All other openings should also be covered
before cleaning the engine assembly. Caustic cleaning
solutions should be used cautiously and should always be
properly neutralized after their use.
I NIER ,IOR CA RE
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 tiszue or rags.
Donrt pat the spot; press the blotting material firmly and hold it for several seconds. Continue blotting until no more liquid is taken up. Scrape
off sticky materials with a dull knife, then spot-clean the area.
Oil spots may be cleaned with household spot removers, used sparingly. Before using any solvent, read the instructions on the container
and test it on an obscure place on the fabric to be cleaned. Never saturate the fabric with a volatile solvent; it may damage the padding and
backing materials.
Soiled upholstery and carpet may be cleaned with foam-type detergent,
used according to the manufacturerts instructions. To minimize wetting
the fabric, keep the foam as dry as possible and remove it with a vacuum
cleaner.
If your airplane is equipped with leather seating, cleanirg of the seats
is accomplished using a soft cloth or slpnge dipped in mild soap suds.
The soap zuds, used sparingly, will remove traces of dirt and grease.
The soap should be removed with a clean damp cloth.
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 loobs can be removed with a cloth moistened with Stoddard
solvent. Volatile solvents, such as mentioned in paragraphs on care of
the windshield, must never be used since they soften and craze the plastic.
8-1 4
CESSNA
MODEL 172N
SECTION 9
SUPPLEMENTS
9
SECTION
SUPPLEMENTS
(OptionalSystems
Description
& OperatingProcedures
)
T A BL E OF C ON TE N TS
Introduction
Supplements:
Emergency Locator Transmitter
(ELT)
(4 pages)
UpdatedSupplements
SAF-T-STOP
"auxiliaryfront seat stops (2 pages)
GarminGMA 340Audio Panel(12 pages)
GarminGTN550 GPS(35 pages)
GarminSL30NAV/COM(2 pages)
GarminGTX327Transponder(8 pages)
STEC
Autopilot "referenceautopilot POH"
9-1
SECTION 9
SUPPLEMEI.ITS
CESSNA
MODEL 172N
I NT RODU C TION
This section consists of a series of supplements, each covering a
single optional system wNch may be installed in the airplane. Each zupplement contains a brief description, and when applicable, operating limitations, emergency and normal procedures, and performance. Other
routinely installed items of optional equipment, whose function and operational procedures do not require detailed instmctions, are discussed in
Section ?.
9-2
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
EMERGENCY LOCATOR
TRANSMITTER (ELT)
SUPPTEMENT
E M E R G ENCY
TO CATOR
TRANSMITTER
(ELT)
S E C TtO N I
G E N E R ,A L
The ELT consists of a self-contained dual-frequency radio transmitter and battery po\trer supply, and is activated by an impact of 5g or more
as may be experienced in a crash landing. The ELT emits an omni-directional signal on the international distress frequencies of LZt.5 and 243.0
MHz. (Some ELT units in export aireraft transmit only on 121.5 MHz. )
General aviation and commercial aircraft, the FAA, and CAP monitor
12L.5 MHz, and 243.0 MHz is monitored by the military. Following a
crash landing, the ELT will provide line-of-sight transmission up to 100
miles at 10,000 feet. The duration of ELT transmissions is affected by
ambient temperature. At temperahrres sf +21" to +5r4og(+70" to o130"F),
continuous transmission for 115 hours can be expected; a temperature qf
-40"C (-40"F) will shorten the duration to 70 hours.
The ELT is readily identified as a bright orange unit mounted behind
the baggage compartment wall in the tailcone. To gain access to the unit,
remove the baggage compartment wall. The ELT is operated by a control
panel at the fonvard facing end of the unit (see figure 1).
sEcTt
oN 2
LIMITA TION S
There is no chalge to the airplane limitations when this equipment is
installed.
1of4
EMERGENCY IOCATOR
TRANSMITTER (ELT)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
1.
COVER - Removable for access to battery.
2.
FUNCTION SELECTOR SWITCH (3-position toggle switch):
ON
- Activates transmitter instantly.
and if "9" switch is inoperative.
OFF - Deactivates transmitter.
and following rescue.
Used for test purposes
Used during shipping, storage
ARM- Activates transmitter only when "g" switch receives 5g
or more impact.
3.
Af.ITENNA RECEPTACLE - Connection to antenna mounted on
top of the tailcone.
Figure 1. ELT Control Panel
sEcTtoN 3
EM ER ,G E N C Y
P R OC E D URE S
Immediately after a forced landing where emergency assistance is required, the ELT should be utilized as follows,
(1) ENSURE ELT ACTIVATION: T\un a radio transceiver ON and
select 121.5 MHz. If the ELT can be heard transmitting, it was activated by the "g" switch and is functioning properly. If no emergency tone is audible, gain access to the ELT and place the function se2
PII,OT'S OPERATING HANDBOOK
SUPPLEMENT
EMERGENCY LOCATOR
(ELT)
TRANSTVTTTTER
lector switch in the ON position.
(2) PRIOR TO SIGHTING RESCUE AIRCRAFT:
battery. Do not activate radio transceiver.
Conserve airplane
(3) AFTER SIGHTING RESCUE AIRCRAFT: Place ELT tunction
selector switch in the OFF position, preventing radio interference.
Attempt contact with rescue aircraft with the radio transceiver set to
a frequency of t21.5 MHz. If no contact is established, rehrrn the
function selector switch to ON immediately.
(4) FOLLOTtrING RESCUE: Place ELT function selector switch in
the OFF position, terminating emergency transmissions.
sEcTlo N 4
NO R MA T P R OC E D URE S
As long as the function selector switch remains in the ARM position,
the ELT automatically activates following an impact of 5g or more over a
short period of time.
Following a lightning strike, or an exceptionally hard landing, the
ELT may activate although no emergency exists. To check your ELT for
inadvertent activation, select 121.5 MHz on your radio transceiver and
listen for an emergency tone transmission. If the ELT can be heard transmitting, place the function selector switch in the OFF position and the tone
should cease. Immediately place the function selector switch in the ARM
position to re-set the ELT for normal operation.
sEcTr
oN 5
P E R ,FO R ,MA NCE
There is no change to the airplane performance data when this equipment is installed.
3/(4 blank)
A e r o T e c h n o l o g i e s ,I n c.
P. 0. Box 191l'1t. C le m e n s M
, I 4 9 04 6 - 0 1 9 i
FAA Appr oveo
Ai r pl ane F1ight l,lanual Suppl
ement
for
c e s s niaT e N s e ri e s
wiih
Aer o Technologies SAF_T_STOp
REGrsiRArroil
ila. N 7377'1
SERTAL
No.17)67,74q
rc theF
J:;;.i'if;l;'iil: I::: beartached
I:!'il":il;l:"'
' i'[husrc,*+i*qdii:itli"i1i::;i+6'^?3"1;:i'f
areas,isted
r;"iffiir:ilr,;i,'.ffiji"i!il!]il:f,!iT;?,,yl,lf,laai,
il,"ir,is
supprement:;;;;;r;'ih:'8.3i:t;il;i:;.iFio.'ation
il::,:?:r;i;.0
Cer tificat.i on Offi c e
OAT E:SEP 2 2 1987
REVISED: FEB lC lg88
Page I of 2
A e ro T e ch n o l o g i es, lnc.
P .0 . B o x 1 9 1
Mt. Cl e me n s, h l
48046- 0191
sE cT l 0 N I.
AFH Suool em ent for
Cessna / 7141 Ser i es
R/N.t,1'n7s/N t 7e(,776q
t.ti ' ltTAii0t' ls
Re q ui re d P l acar c:
ATTTNTI ON
Thjs
is equipped with an auxil iary s eat
air cr aft
stcp -iocated
on the seat tr ack aft of thjs s eat.
T 0 RlLtASi:
Tur n scr ew counter c l c c k w is e .
I{A RNING: The stop device js } l0T a subsi.itu !e s eaL
Io ck. l,/henadjust i ng always i eave l,/4 i,o 1/Z .inc h
sp a ce between seat and the stoo.
S i CT ION II.
NORI4AL
PROCIDURES
(;o
t huiib
be affixeC
l)
Loc s en
Z)
Soar d air c ; ' af t ,
a d j 'J s t
anc
O r ov idgc i c , r i , i r c ! e a i " c i 5 e i i i i i .
screw
t-he
anci slide
to
P i i o t 's
SAF-T-ST0P
rearyari.
lock
using
seat
llandbock)
0peratin-o
l o cki n g
a i r c r a f i 's
the
m e ch a n j sm
3)
lns ur e
' ioc k ed
4)
Slide
SAF- T- S T O P u p t o a p p r o x i n a t e i y
( se e
i n c h o f th e se a t
r cl l e r
l/
b
!/?
FiguTe 2) .
D O N O T H A V E T H E S E A T R O L L I R O R A H Y P A R T O F T HE SEAT STR U C TU R E C C I:
I I I CO NTACi I . I I T H T H g S A F . I - s i O P .
5)
Tighien
t hunb
6)
io
air c r a f t ,
ex it
I ' lARlllNG :
t hat
ac c c r d i n - o
a i r c r a f t 's
seat
he.hanism
locking
is
to the aircraft
manufacture:s
directicns.
screw
to
secure
loosen
screw
the
SAt-T-STOP
and slide
SAF- T- 5T 0 P i s i l O f a s u b s i i t u t e
r ear c ar d
mction
of
the
seat
c ec hanis m s h o u l d f a i l .
ir
se cu r e l y
and
plac:.
S A F - 'i - S i O P
seai lcck,
it
in
the
event
aHa/
fron
se a '..
i s d e s i g ne d o n l y
the
a i r cr a ft's
tc r e str i c.,
l o cki n c
se a i
F A A A P P ROV i D
Da te : S E P ? 2 1987
vi d o
R EV T sE D : F E g l o l g g g
properiy
/
df
/
GMA 34O
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