ESSNA
MORE PEOPLE BUY AND
FLY CESSNA AIRPLANES
THAN ANY OTHER MAKE
MODEL
.A. ND
SKYHAWK
1973
LARGEST PROWORLD'S
AIRN RAFT
L",oOF
°
SINCE
1956
OWNER'S
MANUAL
PERFORMANCE
GROSS WEIGHT
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SPEED:
Top Speed at Sea Level
Cruise,
SPECIFICATIONS
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75% Power at 9000 ft
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Model 172*
Skyhawk*
2300 lbs
2300 lbs
139 mph
131 mph
140 mph
132 mph
615 mi
4.7 hrs
131 mph
775 mi
5.9 hrs
131 mph
645 fpm
13, 100 ft
620 mi
4.7 hrs
132 mph
780 mi
5.9 hrs
132 mph
655 mi
5. 5 hrs
118 mph
830 mi
7.0 hrs
118 mph
645 fpm
13, 100 ft
865ft
865ft
1525 ft
1525 ft
520ft
1250 ft
520ft
1250 ft
57 mph
49 mph
1285 lbs
10151bs
1201bs
13. 2
57 mph
49 mph
1335 lbs
9651bs
15.3
15.3
42 gal.
52 gal.
8 qts
75 inches
42 gal.
52 gal.
8 qts
O-320-E2D
O-320-E2D
RANGE:
75% Power at 9000 ft
Cruise,
38 Gal., No Reserve
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75% Power at 9000 ft
Cruise,
48 Gal., No Reserve
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Optimum Range at 10, 000 ft
38 Gal., No Reserve
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Optimum Range at 10, 000 ft
48 Gal., No Reserve
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RATE
OF CLIMB
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Obstacle
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Obstacle
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AT SEA LEVEL
SERVICE CEILING
TAKE-OFF:
GroundRun
Total Distance
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...............
Over 50-Foot
640 mi
5. 5 hrs
117 mph
820 mi
7.0 hrs
117 mph
LANDING:
GroundRoll...............
Total Distance Over
STALL SPEED:
Flaps
Flaps
50-Foot
Up, Power Off
Power Off
(Approximate)
Down,
EMPTY WEIGHT
USEFULLOAD
BAGGAGE..................
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...............
WING LOADING: Pounds/Sq Foot
Pounds/HP
POWERLOADING:
FUEL CAPACITY:
Total
Standard Tanks
Optional Long Range Tanks
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OIL CAPACITY:
Total
PROPELLER:
Fixed Pitch (Diameter)
ENGINE:
Lycoming
Engine
150 rated HP at 2700 RPM
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1201bs
13. 2
75 inches
This manual covers operation of the Model 172/Skyhawk which is certificated
as Model 172M under FAA Type Certificate No. 3Al2. The manual also covers
operation of the Reims/Cessna Model Fl72 which is certificated as Model Fl72M
under French Type Certificate No. 25 and FAA Type Certificate No. A4EU.
D964-13-RAND-3,000-8/74
CONGRATULATIONS
.
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.
.
and conWelcome to the ranks of Cessna owners!
Your Cessna has been designed
It is our deand comfort.
structed
economy,
to give you the most in performance,
and
sire that you will find flying it, either for business
a pleasant
or pleasure,profitable
experience.
This Owner's Manual has been prepared
as a guide to help you get the most pleasure
about your Cessna's
It contains information
and utility from your Model 172/Skyhawk.
for its servicing
and suggestions
procedures,
and performance;
equipment,
operating
We urge you to read it from cover to cover, and to refer to it frequently.
and care.
Our interest
World-wide,
ment stands
Dealers:
of a Cessna.
has not ceased with your purchase
in your flying pleasure
Service Departbacked by the Cessna
the Cessna Dealer Organization
The following services
ready to serve you.
are offered by most Cessna
It is designed to provide you with the most
THE CESSNA WARRANTY
comprehensive
coverage possible:
No exclusions
a.
includes parts and labor
b.
Coverage
Available at Cessna Dealers world wide
c.
d.
Best in the industry
of the warranty
plus other important
Specific benefits and provisions
book
Care Program
benefits for you are contained in your Customer
Warranty
service is available
supplied with your aircraft.
to you at
Cessna Dealer throughout the world upon presentation
any authorized
under
Care Card which establishes
of your Customer
your eligibility
the warranty.
--
FACTORY
service.
TRAINED
PERSONNEL
to provide
you with courteous
FACTORY APPROVED
SERVICE EQUIPMENT
to provide
workmanship
possible.
most efficient and accurate
A STOCK OF GENUINE
need them.
CESSNA
SERVICE
PARTS
expert
you with the
on hand when you
INFORMATION
FOR SERVICING
THE LATEST AUTHORITATIVE
CESSNA AIRPLANES,
have all of the Service
since Cessna Dealers
and
kept current by Service Letters
Manuals and Parts Catalogs,
published by Cessna Aircraft
Company.
Service News Letters,
We urge all Cessna
owners
to use the Cessna
Dealer
Organization
A current Cessna Dealer Directory
accompanies
your new airplane.
and a current
is revised frequently,
copy can be obtained from your
Make your Directory
flight planning aids;
one of your cross-country
awaits you at every Cessna Dealer.
to the fullest.
The Directory
Cessna Dealer.
a warm welcome
i
26'-ll"
11 -4
Maximum
with nose
height of aircraft
gear depressed,
all
tires and nose strut properly
inflated,
and optional
beacon installed.
Wing
flashing
span of aircraft with
optional strobe lights
installed.
PR I NC IP A L
DIMENSIONS
36 -1
6
3"MAX
TABLE
OF CONTENTS
Page
SECTION
I
SECTION
II
-
-
SECTION
III
SECTION
IV
SECTION
V
-
-
-
OPERATING
CHECK
DESCRIPTION
AND
OPERATING
DETAILS
EMERGENCY
PROCEDURES.....
3-1
OPERATING
LIMITATIONS........
4-1
CARE
OF
SECTION
VI
SECTION
VIl-
-
THE
OPERATIONAL
OPTIONAL
........
.............
AIRPLANE........
SYSTEM
FOLLOW-UP
OWNER
LIST
=
................
1-1
2-1
5-1
5-11
DATA..............
6-1
SYSTEMS.....__.......
7-1
of
and performance
describes the operation
and
Equipment
Model
des172
Skyhawk.
both the Cessna
cribed as "Optional" denotes that the subject equipment
is
is optional on the Model 172. Much of this equipment
This
manual
standard
on the Skyhawk
model.
iii
Jectioil I
OPERATING
CHECK
LIST
service,
One of the first steps in obtaining the utmost performance,
yourself
with
and flying enjoyment
from your Cessna is to familiarize
be done
best
and
controls.
This
aircraft's
equipment,
systems,
can
your
Those items
by reviewing
this equipment while sitting in the aircraft.
in Section II.
whose function and operation
are not obvious are covered
in Pilot's
Section I lists,
Check List form, the steps necessary
to
and safely.
It is not a check list in its
efficiently
operate
your aircraft
all of the
but it does cover briefly
longer,
true form as it is considerably
check list
An abbreviated
points that you should know for a typical flight.
covering
the "Before Take-Off" and "Before Landing" phases of aircraft
card and normally
stowed in the map
is provided
operation
on a plastic
of
reference
check list is a convenient
compartment.
This abbreviated
for
immediately
prior to taxiing into position
key items to be rechecked
take-off and before entering the final approach for landing.
of your aircraft
characteristics
The flight and operational
are normal
characteristics
There are no "unconventional"
in all respects.
or operarespond
All controls
in the normal way
tions that need to be mastered.
mentioned
in Sections
All airspeeds
within the entire
range of operation.
Corresponding
calibrated
airspeed
airspeeds.
I, II and III are indicated
Table
in
Section
VI.
obtained
from
Airspeed
be
Correction
the
may
BEFORE ENTERING THE AIRPLANE.
(1) Make
an exterior
inspection
in accordance
with figure
1-1.
1-1
5
7
6
4
EXTERIOR
INSPECTION
2
Note
Visually check aircraft
for general condition during walkIn cold weather,
around inspection.
remove
even small
accumulations
of frost, ice or snow from wing, tail and
control surfaces.
Also, make sure that control surfaces
contain no internal
of ice or debris.
accumulations
If
night flight is planned,
check operation
of all lights,
and
make sure a flashlight is available.
a.
b.
c.
d.
e.
Remove control wheel lock.
Check ignition switch OFF.
Turn on master switch and check fuel quantity
indicators;
then
turn off master switch.
valve handle on BOTH.
Check fuel selector
Lock with key if children
Check baggage door for security.
are
to occupy
child's
seat.
ngure
1-2
a.
b.
c.
gust lock, if installed.
Remove rudder
Disconnect
tail tie-down.
Check control surfaces for freedom of movement
a.
Check aileron
a.
wing tie-down.
Disconnect
Check main wheel tire for proper inflation.
Visually check fuel quantity; then check fuel filler
b.
c.
a.
b.
c.
d.
e.
h.
of movement
and security.
cap secure.
Fill
with less than six quarts.
Do not operate
Check oil level.
extended
flights.
eight
quarts for
to
pull out
Before first flight of day and after each refueling,
strainer drain knob for about four seconds to clear fuel
Check strainer
water and sediment.
strainer of possible
If water is observed,
drain closed.
there is a possibility
Thus, the fuel tank
that the fuel tank sumps contain water.
valve drain plug should
sump drain plugs and fuel selector
be removed
to check for the presence of water.
for nicks and security,
and spinner
Check propeller
Check landing light for condition and cleanliness.
by dust or other
air filter for restrictions
Check carburetor
foreign
f.
g.
for freedom
and security.
matter.
strut and tire for proper inflation.
Disconnect
tie-down rope.
Inspect flight instrument
static source opening on side of
fuselage
for stoppage (left side only).
Check nose wheel
a.
b.
Check main wheel
Visually
check
a.
Remove
pitot
b.
c.
d.
Check stall
Disconnect
a.
Check aileron
tire for proper inflation.
then check fuel
fuel quantity,
tube cover,
if installed,
filler
and check
cap secure.
pitot
tube
opening for stoppage.
Check
fuel
opening for stoppage.
warning vent opening for stoppage.
wing tie-down,
tank vent
for freedom
of movement
and security.
1-1.
1-3
BEFORE STARTING
THE ENGINE.
(1) Seats, Seat Belts and Shoulder Harnesses
BOTH.
(2) Fuel Selector Valve
Test and set.
(3) Brakes
Equipment
OFF.
(4) Radios and Electrical
--
Adjust and lock.
--
--
--
STARTING
THE ENGINE.
(1) Mixture
Rich.
--
(2) Carburetor
(3) Primer
Heat
--
Cold.
2
6 strokes as required
(noneif engine is warm).
Close and lock primer.
Open 1/8".
(4) Throttle
Master
ON.
Switch
(5)
Area
Clear.
(6) Propeller
START (release when engine starts).
(7) Ignition Switch
Check.
(8) Oil Pressure
--
-
--
--
--
--
--
BEFORE TAKE-OFF.
Set.
(1) Parking Brake
Check for free and correct
movement.
(2) Flight Controls
BOTH.
(3) Fuel Selector Valve
TAKE-OFF
(4) Elevator Trim Control Wheel
setting.
1700 RPM.
(5) Throttle Setting
and Ammeter
Check.
(6) Engine Instruments
Check (4.6 to 5.4 inches of mercury).
(7) Suction Gage
Check (RPM drop should not exceed 125 RPM
(8) Magnetos
--
--
--
--
--
--
--
--
between magnetos).
or 50 RPM differential
Check operation.
(9) Carburetor Heat
and Radios
Set.
(10) Flight Instruments
Off.
(11) Optional Autopilot or Wing Leveler
Closed and locked.
(12) Cabin Doors and Window
either
magneto
--
--
--
--
TAKE-OFF.
NORMAL
TAKE-OFF.
(1) Wing Flaps
(2) Carburetor
1-4
0°.
Heat
--
--
Cold.
on
Full throttle.
(3) Power
Lift nose wheel
(4) Elevator Control
75 to 85 MPH.
(5) Climb Speed
--
--
at 60 MPH.
--
MAXIMUM
PERFORMANCE
TAKE-OFF.
0°.
Flaps
Carburetor
Cold.
Heat
(2)
Apply.
(3) Brakes
Full throttle.
(4) Power
Release.
(5) Brakes
Slightly tail low.
(6) Airplane Attitude
68 MPH until all obstacles
(7) Climb Speed
(1) Wing
--
--
--
--
--
--
--
are cleared.
CLI M B.
(1) Airspeed
--
80 to 90 MPH.
NOTE
If a maximum
performance
climb is necessary,
speeds shown in the Maximum
Rate-Of-Climb
chart in Section VI.
(2) Power
(3) Mixture
--
--
Full throttle.
Full rich (mixturemay be leaned
use
Data
above
3000 feet).
CR UI SIN G.
(1) Power
2200
--
to 2700 RPM.
NOTE
Maximum
cruise RPM
refer to Section IV.
(2) Elevator
(3) Mixture
--
varies
Trim Control Wheel
Lean for maximum
with altitude.
--
For
details,
Adjust.
RPM.
1-5
LET-DOWN.
Rich.
(1) Mixture
As desired.
(2) Power
As required
(3) Carburetor Heat
--
--
--
to prevent
carburetor
icing.
BEFORE LANDING.
(1) Fuel Selector Valve
(2) Mixture
(3) Carburetor
(4) Wing Flaps
(5) Airspeed
Heat
--
BOTH
--
--
Apply full heat before
As desired.
70 to 80 MPH
closing
throttle.
(flaps up), 65 to 75 MPH (flaps down)
(GO-AROUND).
BALKED LANDING
(1) Power
--
Rich.
--
Full throttle.
Heat
Cold.
Retract
(3) Wing Flaps
to 20°.
(4) Upon reaching an airspeed of approximately
--
(2) Carburetor
--
--
flaps slowly.
NORMAL
LANDING.
Main wheels first.
(1) Touchdown
Lower nose wheel
(2) Landing Roll
required.
Braking
Minimum
(3)
--
--
--
AFTER LANDING.
(1) Wing Flaps
(2) Carburetor
1-6
Up.
Heat
--
--
Cold.
gently.
65 MPH,
retract
SECURING
AIRCRAFT.
Set.
(1) Parking Brake
Equipment
OFF.
(2) Radios and Electrical
Idle cut-off (pulled full out).
(3) Mixture
OFF.
(4) Ignition and Master Switch
Installed.
(5) Control Lock
--
--
--
--
--
1-7
INSTRUMENT
1
2
3
5
PANEL
8L
7
34 33 32 31 30 29 28 27
9
10
20 19
18
11
17
16
12
13
15
14
21
26
'22
25
24
1. Flight Instrument
Group
2. Aircraft
Registration
Number
3. Suction Gage (Opt.)
Indicator
Beacon
4. Marker
(Opt.)
Lights and Switches
5. Tachometer
Compass
6. Magnetic
(Opt.)
7. Radio Selector
Switches
8. Hear View Mirror
(Opt.)
9. Radios and Transponder
(Opt.)
10. Fuel and Oil Gages
11. Over-Voltage
Warning
Light
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23
Ammeter
Optional
Instrument
and
Radio Space (Opt.)
Map Compartment
Indicator
Wing Flap Position
Cigar
Lighter
Cabin Air and Heat Controls
Wing Flap Switch
Pressure
Static
Alternate
Source
Valve (Opt.)
Control
Knob
Mixture
Autopilot
Control
Unit (Opt.)
(Opt.)
Microphone
Figure
1-8
2-1.
23. Fuel Selector
24.
Elevator
Trim
Valve Handle
Control
Wheel
25. Throttle
26.
Carburetor
Heat
Control
Switches
27. Electrical
Breakers
28. Circuit
Brake Handle
29. Parking
30.
31.
32.
33.
34.
Ignition/Starter
Instrument
and
Light Rheastats
Switch
Master
Primer
Phone Jack
Switch
Radio Dial
Jectioil H
DESCRIPTION
AND
OPERATING
DETAILS
paragraphs
The following
describe the systems
and equipment
function and operation
is not obvious when sitting in the aircraft.
section also covers in somewhat greater
detail some of the items
further
explanation.
in Check List form in Section I that require
whose
This
listed
FUEL SYSTEM.
Fuel is supplied
to the engine from two tanks, one in each wing. With
the fuel selector valve on BOTH, the total usable fuel for all flight conditions is 38 gallons for the standard tanks and 48 gallons for the optional
long range tanks.
valve.
DeFuel from each wing tank flows by gravity
to a selector
fuel from the left, right,
pending upon the setting of the selector valve,
and carburetor
to the engine
or both tanks flows through a fuel strainer
induction
system.
valve should be in the BOTH position
The fuel selector
for take-off,
landing,
climb,
and maneuvers
slips or skids.
that involve prolonged
for cruising
Operation from either LEFT or RIGHT tank is reserved
flight.
NOTE
With low fuel (1/8th tank or less),
steep dea prolonged
scent (1500 feet or more) with partial
full flaps,
power,
and 80 MPH or greater should be avoided due to the poscausing
sibility of the fuel tank outlets being uncovered,
leveling
If starvation occurs,
temporary fuel starvation.
the nose should restore power within 20 seconds.
NOTE
When
sition
the fuel selector valve handle is in the BOTH poflight,
unequal fuel flow from each
in cruising
2-1
FUEL
LEFT
FUEL
SYSTEM
SCHEMATIC
TANK
RIGHT
FUEL
TANK
VENT
SELECTOR
VALVE
Y
MAXlMUM
FUEL CAPACITY
TO ENSURE
THE FUEL
PLACE
WHEN REFUELING,
LEFT
SELECTOR
VALVE IN EITHER
TO PREVENT
POSITION
OR RIGHT
CROSS- FEEDING.
TO
ENGINE
FUEL
STRAINER
V
ENGINE
-
PRIMER
CODE
FUEL
SUPPLY
VENT
MECHANICAL
LINKAGE
THROTTLE
CARBURETOR
TO
ENGINE
Figure
2-2
2-2.
MIXTURE
CONTROL
KNOB
occur if the wings are
Resulting
wing heaviness
gradually
by turning the selector
tank in the "heavy" wing.
tank may
level.
exactly
not maintained
can be alleviated
valve handle to the
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 interconnected by a vent line (figure 2-2) and, therefore,
some sloshing of fuel between tanks can be expected
when the tanks are nearly full and the wings are not level.
For fuel system
Procedures
Servicing
servicing
in Section
information,
V.
refer
to Lubrication
and
ELECTRICAL SYSTEM.
system
by a 14-volt, direct-current
Electrical
is supplied
energy
alternator
powered by an engine-driven
(see figure 2-3). A 12- volt batPower is
tery is located on the left-hand forward portion of the firewall.
circuits
through a split bus bar, one side consupplied to all electrical
electrical
and the other side having general
systems
taining electronic
Both sides of the bus are on at all times except when either an
systems.
switch is turned
external
or the ignition/starter
power source is connected
activated
is automatically
to open the circuit to
on; then a power contactor
circuits in this manner prethe electronic bus. Isolating the electronic
vents harmful
transient voltages from damaging the transistors in the
equipment.
electronic
MASTER SWITCH.
The master
switch is a split-rocker
type switch labeled MASTER,
and is ON in the up position'and
OFF in the down position.
The right half
of the switch, labeled BAT, controls all electrical
power to the airplane.
The left half, labeled ALT controls
the alternator.
Normally,
both sides of the master
&ch should be used simultaneously;
however,
the BAT side of the switch could be turned ON sepawhile on the ground.
The ALT side of the
rately to check equipment
2-3
ELECTRICAL
RECULAIOR
SYSTEM
SCHEMATIC
AtifRNATO
TOOVER-vot1AGE
10
OVE
PRIMARY
VOtlAGE
BUS
.
wAan
No
LlGHT
Att
RCU
RE
WARNING
LIGHT
10 ovER-votTAGE
SENsoR
AND MASTER SWIICH
Fato
PILOT
TO AUTOMATIC
KER
(OPT}
AUTO
Pit01
OVERC GAR
VOLTAGE
SENSOR
LlGHTER
(WITH ClRCUlf BREAKER)
I
TO RAD O (OPT}
STARTER
CONIACIOR
REVER$E POLARITY
CONTACTOR
GROUND
SERVICE
CEPTACLE
TO RAADIO (OPT)
TO
AMPLiflER
AUDIO
(OPT)
AUD
FLtGHT
FROM
HOUR
RECORDER
LAND
CONTACTOg
(NORMAtt.Y
ALIERNA109
TO LANDING
24
SPLM BUS
L1
GOSED)
TO
NAVIGATION
10
URE
IKH
-
WHEEL
LlGHl
MAP
SIART£R
LIGHTS AND
CONTROL
OPTIONAL
PRE
BUS
LIGHT (OPI)
NAV
Li
(OPI)
10
IRANSMlllER
10
IGNiTION..5TARTER
RELAY (OPT)
SWITCH
BAllERY
TO FLASHING
CONTACIOR
NAVIGATION
LíGHT CIRCull
-
BEACON (OPT)
6
10
DOOR
POSI
MAP
LIGHT
(OPT}
CLOCK (OPT)
HIOPilONAL
REY
INT
I
t
GHCOMPASS
IGNRIONSTARIER SWtT<H
NDifuEL
ANO
iNSIRUMENT
QUAANTITYMINDICATORS
SAITERY
TO WING
CODE
18
6REAKER
[PUSH
TO PITOT HEAT
SYSifM
(OPT)
UtNA10R
OR
ESISTOR
a
O SE
OPTIONANL
F
ER
1
coono
Figure
2-4
(OPT)
LI
TO RESET)
PEAC1
C
SYSffM
TO STROBE LIGHTS
10
Sikost
CIRCUll
FLAP
FLAP
MAGNETOS
2-3.
‡NDICATOR
CO
removes
the alternator from
when placed in the OFF position,
position,
OFF
in
With
switch
the entire
the
system.
this
with the
Continued operation
electrical load is placed on the battery.
switch OFF will reduce battery power low enough to open the
alternator
switch,
the electrical
contactor,
battery
restart.
alternator
from
the alternator
remove
power
indicates
the flow of current,
field,
and prevent
AMMETER.
The ammeter
in amperes,
from
the
electrical
alternator
to the battery or from the battery to the aircraft
and the master switch is ON,
When the engine is operating
system.
In the
indicates
the charging rate applied to the battery.
the ammeter
load exceeds
the
is not functioning or the electrical
event the alternator
rate of the
indicates
the discharge
the ammeter
output of the alternator,
battery.
SENSOR
OVER-VOLTAGE
AND
WARNING
LIGHT.
protection
over-voltage
is equipped with an automatic
The aircraft
panel
consisting
of an over-voltage
sensor behind the instrument
system
under the oil temperalight, labeled HIGH VOLTAGE,
and a red warning
gages.
ture and pressure
condition
senthe over-voltage
In the event an over-voltage
occurs,
down the
current
field
and
shuts
automatically
alternator
removes
sor
light will then turn on, indicating
to the
The red warning
alternator.
is supplybattery
and the aircraft
is not operating
pilot that the alternator
ing all electrical
power.
switch
The over-voltage
sensor
may be reset by turning the master
normal
If the warning
light does not illuminate,
off and back on again.
if the light does illuminate
however,
has resumed;
charging
alternator
should be terminated
flight
occurred,
and
malfunction
has
again,
the
a
as soon as practical.
The over-voltage
off the ALT portion
light may be tested by momentarily
warning
turning
of the master switch and leaving the BAT portion
turned on.
CIRCUIT BREAKERS
The majority
"push-to-reset"
AND FUSES.
of electrical
circuits in the airplane are
mounted on the instrument
breakers
circuit
protected
panel.
by
Ex-
2-5
and battery
ceptions
to this are the optional clock, flight hour recorder,
closing
contactor
(external power) circuits which have fuses mounted
by a manadjacent
Also, the cigar lighter is protected
to the battery.
ually reset type circuit
breaker
mounted directly
on the back of the lighter
panel.
behind the instrument
than one radio is installed,
the radio transmitter relay
of the radio installation)
by the navigation
is protected
lights circuit
breaker labeled NAV LTS. It is important
to remember
in the navigation
lights system which causes the cirthat any malfunction
cuit breaker
to open will de-activate both the navigation lights and the
In this event,
the navigation light switch should be
transmitter relay.
to returned off to isolate the circuit; then reset the circuit breaker
When more
(which is a part
activate
Do not turn on the
relay and permit its usage.
has been corrected.
switch until the malfunction
the transmitter
navigation
lights
LIGHTING
EQUIPMENT.
EXTERIOR LIGHTING.
lights are located on the wing tips and top of
Conventional navigation
includes
rudder.
lighting
Optional
a single landing light in the cowl
the
fin, a strobe light
nose cap, a flashing beacon on the top of the vertical
lights,
one under each wing, just outon each wing tip, and two courtesy
by the dome
lights are controlled
The courtesy
board of the cabin door.
lights are
console.
All other exterior
light switch located on the overhead
controlled
by rocker
type switches located on the left switch and control
and OFF in the down poThe switches are ON in the up position
panel.
sition.
beacon should not be used when flying through clouds or
The flashing
in
overcast;
the flashing light reflected from water droplets or particles
particularly
at night, can produce vertigo and loss of
the atmosphere,
orientation.
The two high intensity
strobe lights
However,
the lights should be
of other aircraft,
vicinity
or during.flight
tection.
2-6
will enhance
anti-collision
pro-
turned off when taxiing in the
through
clouds,
fog or haze.
INTERIOR
LIGHTING.
by red flood lighting
of the instrument
panel is provided
Illumination
of the overhead
console.
The magnetic
portion
in the forward
compass
control on the
have integral
lighting.
A dual rheostat
and radio equipment
The inner knob, laleft switch and control panel operates
these lights.
lighting.
The
panel and compass
beled PANEL,
operates the instrument
outer knob, labeled RADIO,controls all radio lighting.
A cabin dome light is located
by a switch adjacent
to the light.
This will also operate
the right.
and is operated
console,
in the overhead
To turn the light on, move the switch to
the optional courtesy lights.
An optional map light may be mounted on the bottom of the pilot's
The light illuminates
control wheel.
the lower portion of the cabin, just
forward
of the pilot and is helpful 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 light's intensity with the disk type rheostat
control located on the bottom of the control wheel.
equipment,
and is
A doorpost
map light is also offered as optional
doorpost.
The light contains
located at the top of the left forward
both
red and white bulbs, and may be positioned
any area deto illuminate
A switch on the left forward doorpost is labeled RED,
sired by the pilot.
Placing
OFF, and WHITE.
the switch in the top position will provide a
red light.
standard
In the bottom position,
white lighting is provided.
The center position
is OFF.
WING
FLAP SYSTEM
The wing flaps are electrically
operated by a flap motor located in
labeled
Flap position
is controlled
by a switch,
WING
wing.
Flap posipanel.
FLAPS on the lower center portion of the instrument
of the instrument
on the lower right portion
tion is shown by an indicator
wheel position.
panel below the right control
the right
To extend the wing flaps, the flap switch must be depressed
and held
degree
of extension
in the DOWN position
until the desired
is reached.
Normal
Releasing
the switch allows it to return to the center off position.
approximately
in flight will require
After
9 seconds.
full flap extension
limit switches will
the flaps reach maximum extension or retraction,
automatically
shut off the flap motor.
2-7
To retract
The
the flaps, place the flap switch in the UP position.
in the UP position
without manual assistance
due to an
design of the switch.
Full flap retraction
in flight requires
switch will remain
over-center
approximately
More gradual flap retraction
7 seconds.
can be accomplished by intermittent
of the flap switch to the UP position.
operation
After full retraction,
the switch is normally returned to the center off
position.
CABIN HEATING, VENTILATING
DEFROSTING SYSTEM.
AND
ventilation,
pull the CABIN AIR knob out.
To raise the air
pull the CABIN HT knob out approximately
1/4" to 1/2" for
Additional heat is available by pulling the
a small amount of cabin heat.
knob out farther;
maximum
heat is available 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.
For
cabin
temperature,
Front cabin heat and ventilating
by outlet holes spaced
air is supplied
feet.
just forward of the pilot's and copilot's
across
a cabin manifold
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 af
Windshield
floor level.
defrost air is also supplied by a duct leading from
the cabin manifold.
Separate
adjustable
ventilators
supply additional
air; one near each
of the windshield
supplies
air for the pilot and copilot,
and
corner
in the rear cabin ceiling supply air to the rear
two optional ventilators
seat passengers.
upper
SHOULDER
HARNESSES.
Shoulder harnesses
and front seat passenger,
passengers.
are provided
as standard
and as optional
equipment
for
equipment
for the rear
the pilot
seat
is attached
Each front seat harness
to a rear door post just above
When stowed,
window line and is stowed above the cabin door.
the har2-8
clips,
one above the door and one
ness is held in place by two retaining
place it
When stowing the harness,
door post.
on the front of the forward
clips and secure the loose end behind the retaining
behind both retaining
harnesses
The optional rear seat shoulder
are atclip above the door.
Each rear seat
tached just below the lower corners of the rear window.
clip located at the bottom edge of the
harness
is stowed behind a retaining
aft side window.
and rear seat shoulder
harnesses,
fasten and adjust
and
first.
Remove
the harness from the stowed position,
and the narrow
lengthen
by pulling on the end of the harness
as required
slot
metal stud firmly into the retaining
release
strap.
Snap the harness
adjacent
to the seat belt buckle. Then adjust to length by pulling down on
A properly
will permit
adjusted harness
the
the free end of the harness.
erect but is tight enough
occupant
to lean forward enough to sit completely
during
and contact with objects
forward movement
to prevent excessive
Also, the pilot will want the freedom
sudden deceleration.
to reach all
controls
easily.
To use
the front
the seat belt
and removing
the shoulder harness is accomplished
strap and removing
the harness
on the narrow release
stud from the slot in the seat belt buckle.
In an emergency,
the shoulder
by releasing
harness
the seat belt first and pulling the
may be removed
strap.
harness
over the head by pulling up on the release
Releasing
pulling upward
STARTING ENGINE.
1/8 inch.
In
During engine starting,
open the throttle approximately
should be sufficient.
of the primer
one or two strokes
warm temperatures,
If
of the primer
In cold weather,
may be necessary.
up to six strokes
cold temIn extremely
the engine is warm, no priming will be required.
peratures,
it may be necessary
to continue priming while cranking the
engine.
Weak intermittent
firing followed by puffs of black smoke from the
Excess
overpriming
exhaust stack indicates
fuel can be
or flooding.
procedure:
Set
chambers
by the following
cleared
from the combustion
control
full lean and the throttle full open; then crank the
the mixture
with the starter.
Repeat
revolutions
engine through several
the startwithout any additional
priming.
ing procedure
If the engine
is underprimed
(most likely
in cold weather
with a cold
2-9
DIAGRAM
TAXIING
USE
UP AILERON
ING AENI
TOR
UR
USE UP AILERON
EURHR LNEL NDATOR
USE DOWN AILEHON
ON I H WING AND
DOWN ELEL ATOR
USE DOWN AILERON
ON HH WING AND
DOWN ELEVATOR
CODE
NOTE
WIND DIRECTION
strong quartering tail winds require caution.
Avoid sudden bursts of the throttle and sharp
braking when the airplane
is in this attitude.
Use the steerable
nose wheel and rudder to
rnaintain direction.
Figure
2-10
2-4.
engine)
it will not fire
As soon as the cylinders
will be necessary.
priming
at all, and additional
begin to fire, open the throttle slightly
to keep
it running.
within
if the oil gage does not begin to show pressure
After starting,
and about twice that long in very cold
30 seconds in the summertime
Lack of oil pressure
weather,
stop engine and investigate.
can cause
avoid the use of carburetor
After starting,
serious
engine damage.
icing conditions prevail.
heat unless
NOTE
and operation
Additional details for cold weather starting
may be found under Cold Weather Operation in this section.
TAXIING.
When taxiing, it is important
that speed and use of brakes be held to
figure
and that all controls
be utilized (see Taxiing Diagram,
a minimum
2-4) to maintain
directional control and balance.
knob should be pushed full in during all
heat control
The carburetor
When the knob is
unless heat is absolutely
ground operations
necessary.
pulled out to the heat position,
air entering
the engine is not filtered.
Taxiing over loose
speed to avoid abrasion
gravel or cinders
should be done at low engine
and stone damage to the propeller
tips.
BEFORE TAKE-OFF.
WARM-UP.
smoothly, the aircraft is ready for take-off.
accelerates
cowled for efficient
in-flight
engine cooling,
is closely
during prolonged
should be taken to avoid overheating
precautions
engine
operation
Also, long periods of idling may cause fouled
on the ground.
spark plugs.
If the engine
Since the engine
MAGNETO
CHECK.
The magneto
check
should be made at 1700 RPM as follows.
Move
2-11
Next move switch back
ignition
switch first to R position
and note RPM.
Then move switch to the L posito BOTH to clear the other set of plugs.
RPM drop
tion, note RPM and return the switch to the BOTH position.
should not exceed 125 RPM on either magneto or show greater
than 50
RPM differential
between magnetos.
If there is a doubt concerning
operaRPM checks at higher engine speeds will usution of the ignition system,
ally confirm
whether
a deficiency
exists.
of
of faulty grounding
of RPM drop may be an indication
of the ignition system
or should be cause for suspicion that the
timing is set in advance of the setting specified.
An absence
one side
magneto
ALTERNATOR
CHECK.
of proper
alternator
Prior to flights where verification
and voltage
regulator
operation is essential
(suchas night or instrument flights), a
system
verification
positive
momencan be made by loading the electrical
or
tarily (3 to 5 seconds) with the optional landing light (if so equipped),
The amby operating
the wing flaps during the engine runup (1700 RPM).
and volwithin a needle width of zero if the alternator
meter will remain
regulator
operating
properly.
are
tage
TAKE-OFF.
POWER
CHECK.
engine operation early in the
It is important
to check full-throttle
engine
Any signs of rough engine operation
or sluggish
is good cause for discontinuing
acceleration
the take-off. If this occurs,
static runup before
you are justified in making a thorough full-throttle,
The
engine
smoothly and turn
another
is
should
attempted.
run
take-off
full
heat off and mixture
approximately
2270 to 2370 RPM with carburetor
rich.
take-off run.
NOTE
Carburetor
heat should not be used during take-off
smooth
unless
it is absolutely necessary
for obtaining
engine acceleration.
peller
2-12
Full-throttle
runups over loose gravel
When
take-offs must be made
tips.
are especially
over
a gravel
harmful
surface,
to proit is
This allows the airthat the throttle be advanced slowly.
very important
and the gravel will
plane to start rolling before high RPM is developed;
rather
be blown back of the propeller
than pulled into it. When unavoidblades,
in the propeller
able small dents appear
they should be immediin Section V under propeller
care.
ately corrected
as described
Prior to take-off from fields
should be leaned to give maximum
WING
above 3000 feet elevation,
RPM
in a full-throttle,
the mixture
static
runup.
FLAP SETTINGS.
with wing
Normal and obstacle
clearance take-offs are performed
flaps up. The use of 10° flaps will shorten the ground run approximately
There10°/o, but this advantage is lost in the climb to a 50-foot obstacle.
ground runs or for
for minimum
fore, the use of 10° flaps is reserved
If 10° of flaps are used for mînimum
take-off from soft or rough fields.
ground runs, it is preferable
to leave them extended rather than retract
clearance
In this case, use an obstacle
them in the climb to the obstacle.
As soon as the obstacle is cleared,
the flaps may be
speed of 65 MPH.
retracted as the airplane accelerates
to the normal flaps-up climb speed
of 80 to 90 MPH.
where climb would be
During a high altitude take-off in hot weather
marginal
with 10° flaps, it is recommended
that the flaps not be used for
at any
take-off. Flap settings greater than 10° are not recommended
time for take-off.
PERFORMANCE
CHARTS.
Data chart in Section
various
altitude, headwind,
gross weight,
conditions.
way surface
Consult the Take-Off
under
CROSSWIND
take-off distances
temperature, and run-
VI for
TAKE-OFFS.
normally
into strong crosswinds
Take-offs
with the
are performed
for the field length to minimize
minimum
flap setting necessary
the
The airplane is accelerated
after take-off.
to
drift angle immediately
higher than normal,
then pulled off abruptly to prevent
a speed slightly
When clear of the
possible
settling back to the runway while drifting.
ground, make a coordinated
turn into the wind to correct for drift.
2-13
ENROUTE CLIMB.
CLIMB
DATA.
For detailed
in Section VI.
data,
refer
to the Maximum
Rate-Of-Climb
Data
chart
CLIMB SPEEDS.
af 80 to 90 MPH with flaps up and full
climbs are performed
Normal
The mixture
for best engine cooling.
should be full rich below
3000 feet and may be leaned above 3000 feet for smoother engine operaspeeds range from 90 MPH at sea
tion. The maximum rate-of-climb
If an enroute obstruction
level to 79 MPH at 10, 000 feet.
dictates
the
use of a steep climb angle, climb at 75 MPH with flaps retracted.
throttle
NOTE
Steep
climbs
to improve
at low speeds
engine cooling.
should
be of short
duration
CRUISE.
65% and 75% power.
The power
at various altitudes and outside
by using your Cessna Power Comcan be determined
DATA, Section VI.
or the OPERATIONAL
Normal
cruising
settings required
air temperatures
puter
is done.between
to obtain these powers
at high altitudes
because
of
Cruising can be done more efficiently
for the same power.
lower air density and therefore higher true airspeeds
This is illustrated
in the table below, which shows performance
at 75%
All figures are based on lean mixture,
altitudes.
38
power at various
gallons of fuel (no reserve),
conditions,
atmospheric
zero wind, standard
and 2300 pounds gross weight.
fuel consumption
figures
shown in SeeTo achieve the lean mixture
follows:
pull
mixture
control
should
be
VI,
mixture
leaned
as
the
tion
out until engine RPM peaks and begins to fall off, then enrichen
slightly
back to peak RPM.
drop in RPM, can be
by an unexplained
Carburetor
ice, as evidenced
Upon regaining
removed
by application
heat.
of full carburetor
the origi2-14
MAXIMUM
CRUISE
PERFORMANCE
SPEED
POWER
75%
ALTITUDE
RPM
TRUE AIRSPEED
SEA LEVEL
5000 ft.
9000 ft.
2490
2600
FULL THROTTLE
123
128
132
RANGE
(38 GAL)
575
600
620
amount of heat (by trial and
nal RPM (with heat off), use the minimum
error)
Since the heated air causes
a richer
to prevent ice from forming.
heat is to be used
readjust
mixture,
the mixture setting when carburetor
flight.
continuously
in cruise
heat is recommended
during flight in heavy
The use of full carburetor
water inof engine stoppage
due to excessive
rain to avoid the possibility
for
The mixture
ice.
gestion or carburetor
setting should be readjusted
smoothest operation.
heat (control
heavy rain, the use of partial carburetor
2/3 out), and part throttle (closed at least one inch), may
Power changes should be made
be necessary
to retain adequate power.
for smoothest
of the mixture
followed by prompt adjustment
cautiously
In extremely
approximately
operation.
STALLS.
The stall characteristics
horn
vided by a stall warning
the stall in all configurations.
and aural warning
is probetween
5 and 10 MPH above
are conventional
which
sounds
Power-off
stall speeds at maximum
gross weight and aft c. g. posicalibrated
presented
6-2
airspeeds since indicated
on page
as
tion are
stall.
unreliable
airspeeds
near
the
are
SPINS.
Intentional
only.
spins
are
Although this aircraft
approved
in this aircraft
resistant
is inherently
category
in the utility
to spins, the follow2-15
ing techniques may be used to perform
intentional
spins for training or
practice.
To obtain a clean entry,
decelerate the aircraft at a faster rate
Then, just as the stall occurs,
than is used for stalls.
apply full up elefull rudder in the desired
vator,
spin direction,
and momentarily
use full
As the aircraft begins to spin, reduce the power to idle
engine power.
elevator
and maintain full pro-spin
The applicaand rudder deflections.
tion of ailerons in the direction of the desired spin may also help obtain
a clean entry.
During
extended
spins of two to three turns or more,
the spin will
into a spiral,
particularly
This will be acto the right.
companied
by an increase
in airspeed and gravity
loads on the aircraft.
If this occurs, recovery should be accomplished quickly by leveling the
wings and recovering
from the resulting
dive.
tend to change
To recover
procedure:
from
an intentional
or inadvertent
spin,
use
the following
(1) Retard throttle to idle position.
(2) Apply full rudder opposite to the direction of rotation.
(3) After one-fourth turn, move the control wheel forward
in a brisk motion.
(4) As the rotation stops,
from the resulting
recovery
neutralize
Intentional
extended
spins with flaps
the rudder,
of neutral
and make a smooth
dive.
are prohibited.
LANDINGS.
landings
with any flap setting desired.
are made power-off
should be avoided with flap settings
greater
than 20° due to
a slight tendency for the elevator
to oscillate under certain combinations
of airspeed,
sideslip angle, and center of gravity loadings.
Normal
Steep slips
NOTE
heat should be applied prior to any signiCarburetor
ficant reduction
or closing of the throttle.
NORMAL
LANDING.
should be made on the main
Landings
ing speed and subsequent need for braking
2-16
wheels first to reduce the landThe nose
in the landing roll.
is lowered
avoid unnecessary
portant
in rough
wheel
SHORT
to the runway
nose gear
or soft field
gently after the speed has diminished
to
imis especially
loads.
This procedure
landings.
LANDING.
FIELD
make a power-off
approach at approximately
landings,
Touchdown
should be made
with 40° of flaps.
airspeed
lower
Immediately
after
the nose
touchdown,
on the main wheels first.
maximum
required.
For
apply
heavy
braking
ground
as
and
gear to the
the
after all three wheels are on the ground, retract
brake effectiveness
possible
brake
and apply maximum
hold full nose up elevator
flaps,
For
short
field
69 MPH indicated
pressure
without
CROSSWIND
sliding the tires.
LANDING.
flap setting reuse the minimum
When landing in a strong crosswind,
20°
greater
settings
flap
If
field
length.
than
are used in sidequired for the
oscillation may be felt at
slips with full rudder deflection,
some elevator
approach
normal
speeds. However,
this does not affect control of the airmethod of drift correction
may be
Although the crab or combination
craft.
control.
best
After
method
gives
touchdown, hold a
used, the wing-low
the
if
braking
and occasional
nose wheel
straight
course with the steerable
necessary.
allowable crosswind velocity is dependent upon pilot
The maximum
With average pilot technique,
rather
than airplane limitations.
capability
of 15 knots can be handled with safety.
direct crosswinds
BALKED LANDING
(GO-AROUND).
reduce the wing flap setting
In a balked landing (go-around) climb,
If the flaps were extended
is
applied.
full
20°
immediately
power
after
to
by placing the flap
be approximated
20°
reduction
40°,
may
the
to
to
seconds
and
for
position
the switch
switch in the UP
then returning
two
climb,
go-around
cleared
during
must
If
obstacles
be
neutral.
the
to
are cleared.
leave the wing flaps in the 10° to 20° range until the obstacles
acas the aircraft
the flaps may be retracted
After clearing
any obstacles
celerates
to the normal flaps-up climb speed of 80 to 90 MPH.
2-17
COLD WEATHER
OPERATION.
STARTING.
Prior to starting on a cold morning,
it is advisable to pull
peller through several times by hand to "break loose" or
oil, thus conserving
battery
energy.
the pro-
"limber"the
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 (0°F and lower) weather,
the use of an external
preheater and an external power source are recommended
whenever
possible
to obtain positive starting and to reduce wear and abuse to the engine and
Pre-heat
will thaw the oil trapped in the oil cooler,
electrical system.
which
will be congealed
probably
prior to starting
in extremely
cold temWhen using an external power source,
peratures.
the position of the
Refer to Section VII under Ground Service
master
switch is important.
Plug Receptacle
details.
for operating
Cold weather
starting
procedures
are as follows:
With Preheat:
(1) With ignition
switch OFF and throttle closed, prime
strokes
is being
as the propeller
the engine four to eight
turned over by hand.
NOTE
Use heavy strokes of primer
for best atomization
of fuel.
push primer
all the way in and turn to
After priming,
of engine drawing fuel
locked position to avoid possibility
through the primer.
Area
Clear.
(2) Propeller
ON.
(3) Master Switch
Full rich.
(4) Mixture
Open 1/8".
Throttle
(5)
START.
(6) Ignition Switch
Release
ignition
switch
(7)
to BOTH when
--
--
--
--
--
2-18
engine
starts.
(8) Oil Pressure
Without
Check.
--
Preheat:
(1) Prime the engine six to ten strokes while the propeller
Leave primer
is being turned by hand with throttle closed.
charged and ready for stroke.
Area
Clear.
(2) Propeller
ON
(3) Master Switch
Full rich.
(4) Mixture
START.
(5) Ignition Switch
(6) Pump throttle rapidly to full open twice. Return to 1/8"
open position.
(7) Release ignition switch to BOTH when engine starts.
(8) Continue to prime engine until it is running smoothly,
or
alternately
pump throttle rapidly over first 1/4 to total travel.
Check.
(9) Oil Pressure
heat knob full on after engine has started.
(10) Pull carburetor
Leave on until engine is running smoothly.
(11) Lock Primer.
--
--
--
--
--
NOTE
If the engine does not start during the first few attempts,
in strength,
it is probable
or if engine firing diminishes
Preheat
that the spark plugs have been frosted over.
must be used before another
start is attempted.
IMPORTANT
in
may cause raw fuel to accumulate
creating
a fire hazard in the event of
If this occurs,
maintain
action to
a backfire.
a cranking
suck flames into the engine.
with a
An outside attendant
fire extinguisher
is advised for cold starts
without preheat.
Pumping
the throttle
the intake
air duct,
cold weather
operations,
will be apparent
no indication
on the
gage prior to take-off if outside air temperatures are
period (2 to 5 minutes
After a suitable warm-up
at 1000 RPM),
very cold.
accelerate
the engine several times to higher engine RPM. If the engine
accelerates
and the oil pressure
smoothly
remains
and steady, the
normal
aircraft
is ready for take-off.
During
oil
temperature
2-19
FLIGHT OPERATIONS.
Take-off
is made
leaning in cruise.
Carburetor
due
roughness
normally
with carburetor
heat may be used
to ice.
to overcome
heat
off.
Avoid excessive
any occasional
engine
avoid using partial carbuin sub-zero temperature,
Partial
heat may increase
air temperature to
the carburetor
the 32° to 70°F range, where icing is critical under certain atmospheric
conditions.
When operating
retor
heat.
Refer
to Section
HOT WEATHER
VII for cold weather
OPERATION.
Refer to the general warm
Engine in this section.
Starting
ground.
2-20
equipment.
starting information
Avoid prolonged
engine operation
temperature
under
on the
Jecties IH
EMERGENCY
PROCEDURES
caused by aircraft or engine malfunctions
are extremepre-flight inspections
and maintenance are practiced.
by careful
emergencies
can be minimized
or eliminated
weather
is encounterflight planning and good judgement when unexpected
ed. However,
should an emergency arise the basic guidelines described
in this section should be considered and applied as necessary
to correct
Emergencies
if proper
Enroute
weather
ly rare
the problem.
ELECTRICALPOWER SUPPLY SYSTEM MALFUNCTIONS.
Malfunctions
in the electrical
power supply system
can be detected
light;
by periodic
monitoring
of the ammeter
warning
and over-voltage
is usually difficult to determine.
however,
the cause of these malfunctions
drive belt or wiring is most likely the cause of alterA broken alternator
A damcould cause the problem.
nator failures,
although
other factors
adjusted voltage regulator
aged or improperly
can also cause malfunctions.
and should be
Problems
of this nature
constitute
emergency
an electrical
Electrical
usually
fall into
dealt with immediately.
power malfunctions
rate of charge.
excessive
rate of charge and insufficient
two categories:
remedy
for each situaThe paragraphs
below describe the recommended
tion.
EXCESSIVE
RATE OF CHARGE.
After engine
starting
and heavy
electrical
usage at low engine speeds
condition will be low enough to accept above normal
charging
However,
during the initial part of a flight.
flight, the ammeter should be indicating
after thirty minutes of cruising
(suchas extended taxiing) the battery
less than two needle widths of charging
If the charging
current.
rate
above this value on a long flight,
were to remain
the battery would overheat and evaporate
rate.
Electronic
the electrolyte at an excessive
components
in the electrical
system could be adversely affected by higher
setting is causing the
than normal voltage if a faulty voltage regulator
3-1
overcharging.
To preclude
these possibilities,
an over-voltage
sensor
will automatically
warning
shut down the alternator
and the over-voltage
if the charge
voltage reaches
16 volts.
light will illuminate
approximately
Assuming that the malfunction
was only momentary,
an attempt should be
made to reactivate
system.
To do this, turn both sides of
the alternator
If the problem
the master switch off and then on again.
no longer exists,
normal alternator
charging will resume and the warning light will go off.
If the light comes on again,
is confirmed.
In this event,
a malfunction
the flight should be terminated and/or the current drain on the battery
minimized
because
system for only
the battery can supply the electrical
at night, power must
occurs
a limited period of time. If the emergency
be conserved
for later use of the landing light and flaps during landing.
INSUFFICIENT
RATE
OF CHARGE.
indicates
If the ammeter
discharge rate in flight, the
a continuous
is not supplying power to the system and should be shut down
field circuit
since the alternator
load on
may be placing an unnecessary
All non-essential
equipment
should be turned OFF and the
the system.
flight terminated as soon as practical.
alternator
i
I
ROUGH
CARBURETOR
ENGINE OPERATION
OR LOSS OF POWER.
ICING.
A gradual loss of RPM and eventual engine roughness
may result
from the formation
of carburetor
To clear the ice, apply full throttle
ice.
and pull the carburetor
heat knob full out until the engine runs smoothly;
heat and readjust
then remove carburetor
the throttle. If conditions require the continued
heat in cruise flight,
use of carburetor
use the minimum amount of heat necessary
to prevent ice from forming and lean the
mixture
engine operation.
slightly for smoothest
SPARK PLUG FOULING.
in flight may be caused by one or more spark
An engine roughness
This may be verified
fouled by carbon or lead deposits.
plugs becoming
by turning the ignition
from BOTH to either LEFT or
switch momentarily
operation
is
An obvious power loss in single ignition
RIGHT position.
of spark plug or magneto trouble. Assuming
evidence
that spark plugs
lean the mixture
to the normal lean setting for
are the more likely cause,
deminutes,
does not clear up in several
flight.
If the problem
cruising
3-2
mixture
if a richer
not, proceed
to the nearest
of the ignition switch unless
gle ignition position.
termine
MAGNETO
If
smoother
operation.
will produce
for repairs
using the BOTH position
extreme
roughness
dictates the use of a sin-
setting
airport
MALFUNCTION.
of magis usually evidence
A sudden engine roughness
or misfiring
neto problems.
Switching from BOTH to either LEFT or RIGHT ignition
is malfunctioning.
Select difwill identify which magneto
switch position
and enrichen the mixture
ferent power settings
to determine if continued
If not, switch to the good
is practicable.
operation
on BOTH magnetos
and proceed
magneto
to the nearest airport for repairs.
LOW OIL PRESSURE.
If low oil pressure
by normal oil temperature,
is accompanied
there
relief valve is malfunctioning.
A
oil
is a possibility
pressure
gage
or
the
leak in the line to the gage is not necessarily
cause for an immediate
prelanding because
in this line will prevent a sudden
cautionary
an orifice
airloss of oil from the engine sump. However,
a landing at the nearest
port would be advisable to inspect
the source of trouble.
If a total loss of oil pressure
is accompanied by a rise in oil temperaReduce
is
suspect
reason
there
to
ture,
an engine failure is imminent.
and select a suitable forced landing field.
engine power immediately
using only
Leave the engine running at low power during the approach,
the minimum power required
to reach the desired touchdown spot.
FORCED LANDINGS.
PRECAUTIONARY
LANDING
WITH ENGINE POWER.
Before attempting
one should drag the landan "off airport" landing,
ing area at a safe but low altitude to inspect
the terrain for obstructions
proceeding
and surface conditions,
as follows:
(1) Drag over selected field with flaps 20° and 70 MPH airspeed,
noting the preferred
area for touchdown for the next landing approach
Then retract
flaps after well clear of all obstacles.
(2) On downwind leg, turn off all switches except the ignition and
master
switches.
3-3
(3) Approach with flaps 40° at 70 MPH.
(4) Unlatch cabin doors prior to final approach.
and master
(5) Before touchdown, turn off ignition
(6) Land
in a slightly
tail-low
EMERGENCY LANDING
WITHOUT
switches.
attitude.
ENGINE
POWER.
establish
stoppage occurs,
a flaps up glide at 80 MPH.
attempt to restart
the engine by checking for fuel quantity, proper fuel selector valve position, and mixture control setting.
Also check that engine primer is full in and locked and ignition switch is
If an engine
If time permits,
properly
positioned.
If all attempts to restart
the engine fail, and a forced
minent,
for the landing
select a suitable field and prepare
(1) Pull mixture control to idle cut-off position.
(2) Turn fuel selector valve handle to OFF.
(3) Turn off all switches except master switch.
70 to 80 MPH (flaps up).
(4) Airspeed
(5) Extend wing flaps as necessary within gliding
65 to 75 MPH (flaps down).
(6) Airspeed
master
switch.
Turn
off
(7)
(8) Unlatch cabin doors prior to final approach.
(9) Land in a slightly tail-low attitude.
landing is imas follows:
--
distance
of field.
--
(10) Apply heavy braking while
holding
full up elevator.
DITCHING.
Prepare for ditching by securing or jettisoning heavy objects located
of
for protection
and collect folded coats or cushions
in the baggage area,
Mayday message
occupant's face at touchdown. Transmit
on 121. 5 MHz.,
and intentions.
giving location
(1) Plan approach into wind if winds are high and seas are heavy.
With heavy swells and light wind, land parallel
to swells.
(2) Approach with flaps 40° and sufficient power for a 300 ft./min.
rate of descent at 70 MPH.
(3) Unlatch the cabin doors.
(4) Maintain a continuous descent until touchdown in level attitude.
Avoid a landing flare because of difficulty in judging aircraft height
over a water surface.
(5) Place folded coat or cushion in front of face at time of touchdown.
open win(6) Evacuate aircraft through cabin doors. If necessary,
3-4
dow to flood cabin
compartment
for equalizing
pressure
so that door
can be opened.
(7) Inflate life vests and raft (if available) after evacuation of cabin.
The aircraft
can not be depended
on for flotation for more than a
few minutes.
DISORIENTATION
IN CLOUDS.
When flying in marginal
weather, the pilot should make sure that the
if the airplane
control knob (if installed) is ON. However,
Wing Leveler
is not equipped with this device or gyro horizon and directional
gyro instruments,
pilot
will
have
coordinator
rely
the
to
(or turn and
on the turn
if he inadvertently
flies into clouds.
The following instrucbank indicator)
is available.
tions assume that only one of the latter two instruments
EXECUTING A 180°
back
Upon entering
as follows:
TURN IN CLOUDS.
the clouds,
an immediate
plan
should be made
to turn
(1) Note the time of the minute
hand and observe
the position of the
hand on the clock.
(2) When the sweep second hand indicates the nearest half-minute,
rate
initiate
left turn, holding the turn coordinator
syma standard
bolic airplane
wing opposite the lower left index mark for 60 seconds.
Then roll back to level flight by leveling
airplane.
the miniature
(3) Check accuracy of the turn by observing the compass heading
which should be the reciprocal
of the original
heading.
adjust heading primarily with skidding motions
(4) If necessary,
rather
than rolling motions so that the compass will read more ac-
sweep second
curately.
(5) Maintain altitude and airspeed by cautious application of elevator
control.
Avoid overcontrolling
by keeping the hands off the control
wheel and steering only with rudder.
EMERGENCY
LET-DOWNS
THROUGH
CLOUDS.
If possible,
for an emergency
obtain radio clearance
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 rudder control by monitoring
Occasionally
the turn coordinator.
3-5
heading and make minor corrections
check the compass
to hold an approxiBefore descending into the clouds, set up a stabilized letmate course.
down condition as follows:
(1) Apply full rich mixture.
(2) Use full carburetor heat.
rate of descent.
power to set up a 500 to 800 ft./min.
(4) Adjust the elevator trim tab for a stabilized descent at 90 MPH.
(5) Keep hands off the control wheel.
by rudder
alone.
and make corrections
(6) Monitor turn coordinator
of
make
and
card
cautious corCheck
movement
compass
trend
(7)
with rudder
rections
to stop the turn.
(8) Upon breaking out of clouds resume normal cruising flight.
(3) Reduce
FROM
RECOVERY
If a spiral
A SPIRAL
is encountered,
proceed
(1) Close the throttle.
(2) Stop the turn by using
align the symbolic
reference
DIVE.
airplane
as follows:
coordinated
aileron and rudder control to
with the horizon
in the turn coordinator
line.
back pressure
apply elevator
to slowly reduce the indicated airspeed
to 90 MPH.
(4) Adjust the elevator trim control to maintain a 90 MPH glide.
(5) Keep hands off the control wheel, using rudder control to hold a
straight heading.
heat.
(6) Apply carburetor
but avoid using enough power to dis(7) Clear engine occasionally,
turb the trimmed glide.
(8) Upon breaking out of clouds, apply normal cruising power and
(3) Cautiously
resume
flight.
FIRES.
ENGINE FIRE DURING
START ON GROUND.
such as pumping the throttle during a
Improper
starting procedures
which could ignite fuel
start can cause a backfire
cold weather
difficult
that has accumulated in the intake duct. In this event, proceed as follows:
(1) Continue
3-6
cranking
in an attempt
to get a start
which
would
suck
and into the
fuel through the carburetor
engine.
run the engine at 1700 RPM for a few
(2) If the start is successful,
before shutting it down to inspect the damage.
minutes
continue
cranking
for two or
(3) If engine start is unsuccessful,
obtain
while
attendants
with
ground
minutes
full
throttle
open
three
fire extinguishers.
(4) When ready to extinguish fire, release the starter switch and
valve handle.
turn off master switch, ignition switch, and fuel selector
wool blancushion,
fire
extinguisher,
with
Smother
seat
flames
(5)
air filter
If practical
ket, or loose dirt.
try to remove carburetor
if it is ablaze.
(6) Make a thorough inspection of fire damage, and repair or reanother
before conducting
flight.
place damaged components
the flames and accumulated
ENGINE
FIR-E IN FLIGHT.
Although engine fires are extremely
should be taken if one is encountered:
rare
in flight,
the following
steps
(1) Pull mixture control to idle cut-off.
(2) Turn off fuel selector valve handle.
(3) Turn off master switch.
(4) Establish a 120 MPH glide.
(5) Close cabin heat control.
(6) Select a field suitable for a forced landing.
(7) If fire is not extinguished, increase glide speed
in an attempt
to
mixture.
find an airspeed that will provide an incombustible
Emergency
(8) Execute a forced landing as described in paragraph
Do not attempt
the engine.
Landing Without Engine Power.
to restart
ELECTRICAL FIRE IN FLIGHT.
fire is the odor of burning inof an electrical
switch.
should
be to turn off the master
response
to reduce the chances
air as much as practicable
The initial indication
The immediate
sulation.
Then close off ventilating
of a sustained fire.
made
is indispensable
If electrical
to identify
and cut off the defective
(1) Master
Switch
power
--
for the flight, an attempt
circuit
as follows:
may be
OFF.
3-7
switch)
OFF
to identify faulty
deactivated.
(2) All other switches (except ignition
(3) Check condition of circuit breakers
--
circuit if
possible.
Leave faulty circuit
ON.
(4) Master Switch
permitting
a short time delay
(5) Select switches ON successively,
to elapse after each switch is turned on until the short circuit is
localized.
(6) Make sure fire is completely extinguished before opening ventilators.
--
FLIGHT IN ICING CONDITIONS.
Although
icing
encounter
flying in known icing conditions is prohibited,
should be handled as follows:
(1) Turn on pitot heat switch (if installed).
(2) Turn back or change altitude to obtain an outside
that is less conducive to icing.
an unexpected
air temperature
(3) Pull cabin heat control full out to obtain windshield defroster airheat and
flow.
Adjust cabin air control to get maximum defroster
airflow.
(4) Open the throttle to increase engine speed and minimize ice
build up on propeller
blades.
air filter ice and apply carburetor
(5) Watch for signs of carburetor
An unexplained
heat as required.
loss in engine speed could be
caused by carburetor
ice or air intake filter ice.
(6) Plan a landing at the nearest airport. With an extremely rapid
ice build-up,
landing site.
select a suitable "off airport"
(7) With an ice accumulation of one quarter inch or more on the wing
leading edges,
be prepared
for significantly higher stall speed.
With a severe ice build-up
(8) Leave wing flaps retracted.
on the
horizontal
tail, the change in wing wake airflow direction caused by
could result in a loss of elevator
wing flap extension
effectiveness.
of
scrape ice from a portion
(9) Open left window and, if practical,
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 75 to 85 MPH, depending upon the amount of ice accumulation.
(12) Avoid steep turns during the landing approach.
(13) Perform a landing in level attitude.
3-8
Jeetioil H
OPERATING
OPERATIONS
LIMITATIONS
AUTHORIZED.
of airworthiness
Your Cessna exceeds the requirements
as set forth
under FAA Type Certhe United States Government, and is certificated
tificate No. 3A12 as Cessna Model No. 172M.
by
The airplane may be equipped for day,
Your Cessna Dealer will be happy to assist
best suited to your needs.
night, VFR, or IFR operation.
equipment
you in selecting
in accordance
with all FAA-approved
Your airplane must be operated
in this
markings
in the airplane.
If there is any information
and placards
section which contradicts
the FAA-approved markings and placards, it is
to be disregarded.
MANEUVERS
NORMAL
-
CATEGORY.
category.
is certificated
This airplane
in both the normal
and utility
intended
for non-aerobatic
The normal category
is applicable
to airplanes
incidental
These include any maneuvers
operations.
to normal flying,
stalls (except whip stalls) and turns in which the angle of bank is not
with the foregoing,
In connection
the following gross
more than 60°.
apply:
weight and flight load factors
Gross
Flight
Weight
Load Factor
*Flaps
Up
*Flaps Down
*The
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
2300 lbs
-1.
design
all cases,
.
.
load factors
the structure
.
+3.
8
+3.
0
52
and in
are 150a/o of the above,
design loads.
meets or exceeds
4-1
MANEUVERS
UTILITY CATEGORY.
-
flight.
However,
for purely aerobatic
This airplane
is not designed
such as commercial
pilot, inof various
certificates
in the acquisition
certain
by
maneuvers
strument pilot and flight instructor,
are required
when
in this airplane
are permitted
the FAA. All of these maneuvers
operated
in the utility category.
In connection with the utility category,
the following gross weight and flight load factors apply, with maximum
entry speeds for maneuvers
as shown:
Gross
Flight
Weight
Load Factor
FlapsUp
FlapsDown
.
.
.
.
.
.
.
.
.
.
.
.
2000 lbs
........4.4
-1.76
......
..............+3.0
category,
the baggage compartment and rear seat must
No aerobatic maneuvers
are approved except those list-
In the utility
not be occupied.
ed below:
MANEUVER
Chandelles
Lazy Eights
Steep Turns
Spins
Stalls
.
.
RECOMMENDED
.
.
(Except
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
Whip Stalls)
.
*Abrupt use of the controls
.
.
.
120 mph
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
is prohibited
ENTRY
SPEED*
(104knots)
120 mph (104 knots)
112 mph ( 97 knots)
Slow Deceleration
Slow Deceleration
above
112 MPH.
Aerobatics that may impose high loads should not be attempted.
The
important
is that the aircraft
is
thing to bear in mind in flight maneuvers
clean in aerodynamic
design and will build up speed quickly with the nose
down.
Proper
requirement
speed control is an essential
for execution of
and care should always be exercised
any maneuver,
to avoid excessive
speed which in turn can impose excessive
loads.
of all
In the execution
avoid abrupt use of controls.
Intentional
spins with flaps exmaneuvers,
tended are prohibited.
4-2
AIRSPEED LIMITATIONS (CAS).
The following
is a list
for the aircraft.
limitations
of the certificated
calibrated
Never Exceed Speed (glide or dive, smooth air)
Structural
Cruising
Speed
Maximum
Maximum
Speed, Flaps Extended
*ManeuveringSpeed..................
.
*The maximum
speed at which
control travel.
AIRSPEED
ings
Power
.
.
.
.
.
.
.
.
.
and Speed
ENGINE
.
.
.
.
.
OIL
Allowable
.
GAGE.
PRESSURE
Idling
Minimum
Normal Operating
Range.
Maximum........
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
calibrated
air)
.
.
.
182 MPH
145 MPH
100 MPH
112MPH
.
airspeed
mark-
182 MPH (red line)
MPH (yellowarc)
61-145 MPH (green are)
54-100 MPH (white are)
.
.
145-182
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
at 2700 RPM
150 BHP
.
.
.
MARKINGS.
INSTRUMENT
OIL TEMPERATURE GAGE.
Normal Operating Range
Maximum
.
.
LIMITATIONS.
OPERATION
ENGINE
.
.
you may use abrupt
smooth
Exceed (glideor dive,
Caution Range
Normal Operating Range
Flap Operating Range
.
.
.
of the certificated
Never
.
.
.
(CAS)
MARKINGS.
INDICATOR
is a list
The following
(CAS) for the aircraft.
airspeed
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.........
60-90
.
.
245°F
Green
Arc
(red line)
25 psi (red line)
psi (green are)
100psi(redline)
4-3
INDICATORS.
FUEL QUANTITY
each tank)
unusable
Empty (2. O gallons
TA CHO M ET ER.
Range:
Normal Operating
At sea level
At 5000 feet
At 10, 000 feet
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
Allowable
Maximum
Icing Range
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
E (red line)
2200-2500 RPM (inner green arc)
2200-2600 RPM (middlegreen are)
2200-2700 RPM (outer green are)
2700 RPM (red line)
.
.
.
.
.
.
.
.
(OPT).
AIR TEMPERATURE GAGE
CARBURETOR
WEIGHT
.
.
.
-15°
.
to 5°C (yellow arc)
AND BALANCE.
will enable you to operate
The following information
your Cessna
To figure
weight and center of gravity limitations.
within the prescribed
airplane, use the Sample Probthe weight and balance for your particular
lem, Loading Graph,
and Center of Gravity Moment Envelope as follows:
empty weight and moment from the Weight and
Take the licensed
Balance and Installed
Equipment Data sheet (or changes noted on FAA
and write them down in the column
in your airplane,
Form 337) carried
Loading Problem.
Sample
AIRPLANE
YOUR
on
the
titled
NOTE
Equipment
Data
The Weight and Balance and Installed
In addition to
sheet is included
in the aircraft file.
the licensed empty weight and moment noted on this
sheet,
the c. g. arm (fuselage station) is also shown,
but need not be used on the Sample Loading Problem.
shown on the sheet must be divided by
The moment
1000 and this value used as the moment/1000
on the
loading problem.
for each
Use the Loading Graph to determine the moment/1000
then list these on the loading problem.
tional item to be carried,
4-4
addi-
NOTE
Loading Graph information
is based on seats positioned
for average
occupants
and baggage loaded in the center
of the baggage
For other than average loading
area.
situations,
the Sample Loading Problem lists fuselage
stations
for these items to indicate
their forward and
aft c. g. range limitation (seat travel or baggage area
Additional
limitation).
moment calculations,
based on
the actual weight and c.g. arm (fuselagestation) of the
item being loaded,
must be made if the position of the
load is different
from that shown on the Loading Graph.
Total the weights and moments/1000
and plot these values on the
of Gravity Moment Envelope
to determine whether the point falls
within the envelope, and if the loading is acceptable.
Center
LOADING
ARRANGEMENTS
I
STATION
STATION
(C.G. ARM)
(C G. ARM)
37
37
46)
of gravity
Pilot or passenger
center
positioned
for
seats
on adjustable
Numbers
in parenoccupant.
average
forward
and aft limits
theses indicate
range.
of occupant
center of gravity
Arm
area
measured
shown.
to the center
(34TO41)
(34TO
of the
**95
BAGG.
NOTE
wall (approximate
baggage
station 108) can be used as a convenient
reference
point for determining
interior
fuselage
of baggage
the location
area
stations
The
REARPASS
REARPASS.
96
aft
108---
108
STANDARD
SEATING
OPTIONAL
SEATING
4-5
SAMPLE
LOADING
SAMPLE
YOUR
AIRPLANE
AIRPLANE
PROBLEM
Moment
Weight
(lbs.)
Empty Weight
(Sample Airplane)
The weight
for all calculations)
of full oil may be
used
Fuel
(Standard
Fuel
(Long
4.
Pilot
and Front
5.
Rear Passengers
6.
Baggage (or Passenger
(Station82to108)
1.
2.
3.
Licensed
Oil
(8 qts.
-
-
.
.
.
.
10.9
.
340
12. 6
.
340
24.8
13
1.2
2300
101.0
.
.
.
.
38 Gal at 6# Gal)
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
48 Gal at 6#/Gal)
(Station
Passenger
.
.
.
.
.
.
.
on Child's
..............
34 to 46)
.
.
.
.
.
-ins.
(lb.
(lbs.)
1000
51.7
228
.
-
1000)
2
.
Range
Weight
-0.
.
.
Moment
-ins.
15
.
.
1364
(lb.
Seat)
7.
TOTAL WEIGHT AND MOMENT
8.
Locate
this point (2300 at 101.0) on the center of gravity moment envelope,
and since this point falls within the envelope, the loading is acceptable.
-0.
15
2
LOADING
GRAPH
400
350
'
T
300
48 GAL
250
200
0
150
720
100
50
----+-+-
10
-
---
-
USABLE
FUEL
*STANDARD TANKS
**LONG RANGE TANKS
5
10
15
LOAD MOMENT/1000
NOTES:
--
MAXIMUM
(1) Line
20
(POUND
-
25
INCHES)
30
adjustable
representing
seats shows the pilot or passenger
center
of gravity
seats positioned
for an average occupant.
on adjustable
Refer to the Loading
Arrangements
diagram for forward and aft limits of occupant c.g. range.
Moment
1000.
(2) Engine Oil: 8 Qts. 15 Lbs, at
-0.2
=
o
2300
ENVELOPE
MOMENT
2200
D
1
2100
2000
1900
1800
lov
O
man
45
50
55
60
65
70
75
80
LOADED AIRCRAFT MOMENT/1000
85
90
95
(POUND-INCHES)
100
105
110
Jection f
CARE
OF
THE
AIRPLANE
If your airplane
is to retain that new plane performance
and dependability,
certain
and maintenance
inspection
requirements
must be followed.
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
Dealer and take advantage
of his knowyour Cessna
He knows your airplane and how to maintain
it. He
and oil changes
and
you when lubrications
necessary,
are
seasonal
services.
and periodic
ledge and experience.
will
remind
about other
HANDLING.
GROUND
The airplane
is most easily and safely maneuvered
by hand with the
When towing with a vehicle,
do not
tow-bar attached to the nose wheel.
exceed the nose gear turning angle of 30° either side of center,
or damIf the airplane
is towed or pushed over a
age to the gear will result.
rough surface during hangaring,
watch that the normal
cushioning
action
of the nose strut does not cause excessive
vertical
of the tail
movement
and the resulting
contact with low hangar doors or structure.
A flat nose
wheel tire or deflated
strut will also increase
tail height.
MOORING
YOUR
AIRPLANE.
is your best precaution
against
damage
airplane
by gusty or strong winds.
To tie down your airproceed
plane securely,
as follows:
your
Proper
parked
tie-down procedure
(1) Set the parking
(2) Tie sufficiently
strength)
rope
to
brake and install the control wheel lock.
strong ropes or chains (700 pounds tensile
tail and nose tie-down rings and secure each
to wing,
to a ramp tie-down.
5-1
(3) Install
(4) Install
a surface control lock over
a pitot tube cover.
WINDSHIELD
-
the fin and rudder.
WINDOWS.
with an aircraft
windshield
and windows should be cleaned
The plastic
with soft cloths,
and rub
windshield
cleaner.
Apply the cleaner sparingly
and
bug
stains
oil
dirt,
until
all
with moderate
rescum
are
pressure
Allow the cleaner
moved.
to dry, then wipe it off with soft flannel cloths.
If a windshield
cleaner is not available,
the plastic can be cleaned
moistened
solvent
with
soft
Stoddard
cloths
to remove oil and grease.
with
NOTE
Never
use gasoline,
benzine,
alcohol,
acetone,
carbon
fluid, lacquer
or anti-ice
tetrachloride, fire extinguisher
These mathinner or glass cleaner to clean the plastic.
terials will attack the plastic and may cause it to craze.
and plenty of water.
washing with a mild detergent
Follow by carefully
Do not rub the
Rinse thoroughly, then dry with a clean moist chamois.
charge which
plastic with a dry cloth since this builds up an electrostatic
dust.
Waxing with a good commercial
attracts
wax will finish the cleanout by hand with clean soft
ing job. A thin, even coat of wax, polished
and help prevent further
flannel cloths, will fill in minor scratches
scratching.
sleet
Do not use a canvas cover on the windshield
since the cover may scratch
is anticipated
PAINTED
unless
freezing
the plastic
rain
surface.
or
SURFACES.
The painted exterior surfaces of your new Cessna
have a durable,
long lasting finish and, under normal conditions,
require
no polishing
or
buffing.
for the paint to cure com15 days are required
Approximately
pletely;
in most cases, the curing period will have been completed
prior
In the event that polishing
or buffing is reto delivery of the airplane.
it is recommended
quired within the curing period,
that the work be done
experienced
Any Cessna Dealer
by someone
in handling uncured paint.
can accomplish
this work.
5-2
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
which cause
soaps or detergents
corrosion
should never be used.
Remove stubborn
oil and
or scratches
with Stoddard
solvent.
with a cloth moistened
grease
Waxing is unnecessary
However,
to keep the painted surfaces bright.
if desired,
the airplane may be waxed with a good automotive wax. A
heavier coating of wax on the leading edges of the wings and tail and on
spinner
will help reduce
the engine nose cap and propeller
the abrasion
encountered
in these areas.
When the airplane
is parked outside in cold climates
and it is necesto remove ice before flight, care should be taken to protect the paintliquids.
A 50-50 solution
of
ed surfaces during ice removal with chemical
isopropyl
alcohol and water will satisfactorily
ice accumulations
remove
A solution with more than 50¶> alcohol is
without damaging
the paint.
and should be avoided.
harmful
While applying the de-icing
solution,
keep
and cabin windows since the alcohol will
it away from the windshield
attack the plastic and may cause it to craze.
sary
ALUMINUM
SURFACES.
The clad aluminum
surfaces of your Cessna may be washed with
clear water to remove
dirt; oil and grease
with gasoline,
may be removed
naphtha,
carbon tetrachloride or other non-alkaline
solvents.
Dulled aluminum surfaces
aluminum
with an aircraft
may be cleaned effectively
polish.
After cleaning,
and periodically
thereafter, waxing with a good automotive wax will preserve
the bright appearance and retard corrosion.
Regular
recommended
waxing is especially
operated
in
for airplanes
salt water areas
against corrosion.
as a protection
PROPELLER CARE.
Preflight
of propeller
blades for nicks,
inspection
and wiping them
occasionally
with an oily cloth to clean off grass and bug stains will asSmall nicks on the propeller,
particusure long, trouble-free service.
should be dressed
larly near the tips and on the leading edges,
out as
and if
since these nicks produce
stress concentrations,
soon as possible
5-3
cleaner
Never use an alkaline
on the
may result in cracks.
carbon
with
and
tetrachloride
dirt
or Stoddard
grease
remove
ignored,
blades;
solvent.
CARE.
INTERIOR
dust
To remove
the ínterior regularly
and loose dirt from the upholstery
with a vacuum cleaner.
and carpet,
clean
with cleansing
Blot up any spilled liquid promptly,
tissue or rags.
firmly and hold it for sevmaterial
Don't pat the spot; press the blotting
eral seconds.
Continue blotting until no more liquid is taken up. Scrape
with a dull knife, then spot-clean
the area.
off sticky materials
used sparOily spots may be cleaned with household spot removers,
container
instructions
read
solvent,
using
Before
the
ingly.
on
the
any
Never satuplace on the fabric to be cleaned.
and test it on an obscure
rate the fabric with a volatile solvent; it may damage the padding and
backing materials.
,
used
with foam-type detergent,
wetting
To minimize
and remove
it with a vacuum
and carpet
may be cleaned
Soiled upholstery
instructions.
according to the manufacturer's
the fabric,
keep
the foam
as dry as possible
cleaner.
of the seats
cleaning
seating,
is equipped with leather
If your airplane
using a soft cloth or sponge dipped in mild soap suds.
is accomplished
will remove
The soap suds, used sparingly,
traces of dirt and grease.
The soap should be removed with a clean damp cloth.
knobs need
panel and control
instrument
The plastic
trim, headliner,
only be wiped off with a damp cloth.
Oil and grease on the control wheel
with Stoddard
with a cloth moistened
and control knobs can be removed
in paragraphs
Volatile
solvent.
solvents, such as mentioned
on care of
and
used
be
since
windshield,
must
soften
craze
the plastic.
they
never
the
FLYABLE STORAGE.
Aircraft
or those which
5-4
placed in non-operational
only intermittent
receive
storage
of 30 days
for a maximum
use for the first 25
operational
in flyable storage
Every seventh day during
status.
are considered
periods,
propeller
should be rotated by hand through five revoluthe
these
tions. This action "limbers" the oil and prevents any accumulation of corrosion on engine cylinder
walls.
hours
IMPORTANT
safety,
check that the ignition
switch is
For maximum
OFF, the throttle is closed,
the mixture control is in
and the airplane
is secured
the idle cut-off position,
before
by hand.
Do not stand
rotating
the propeller
within the are of the propeller
blades while turning
the propeller.
should
After 30 days, the aircraft
runup should be made just long enough
Excessive
the lower green are range.
be flown for 30 minutes
or a ground
an oil temperature within
ground runup should be avoided.
to produce
of water
also helps to eliminate
excessive
accumulations
runup
Keep fuel tanks full
system
and other air spaces in the engine.
fully charged
in the tanks. Keep the battery
to
to minimize condensation
If the aircraft
from freezing
in cold weather.
is to
prevent
the electrolyte
refer to the Service
Manual for
be stored temporarily,
or indefinitely,
storage procedures.
proper
Engine
in
the fuel
INSPECTION
SERVICE
AND INSPECTION
PERIODS.
book.
receive
a Customer Care Program
book entitle you to an initial inspection
from
If you take delivery
at no charge.
he will perform
the initial inspection before delivery of the
your Dealer,
plan to take it
airplane
to you. If you pick up the airplane at the factory,
on it. This will
to your Dealer reasonably
soon after you take delivery
permit
him to check it over and to make any minor adjustments
that may
by your Dealer
Also, plan an inspection
at 100 hours
appear
necessary.
This inspection
also is performed
comes first.
or 180 days, whichever
inspections
for you at no charge.
While these important
by your Dealer
in most cases you will
for you by any Cessna Dealer,
will be performed
prefer
the airplane accomto have the Dealer from whom you purchased
plish this work.
With your
airplane
you will
Coupons attached
to the Program
and the first 100-hour
inspection
5-5
have a periFederal
require
Aviation Regulations
that all airplanes
and perby the administrator,
odic (annual) inspection
as prescribed
100In addition,
designated
by the administrator.
formed by a person
made by an "appropriately-rated mechanic"
inspections
hour periodic
The Cessna
is flown for hire.
if the airplane
Aircraft
are required
Company recommends
the 100-hour periodic inspection for your airhas been carefully
for this 100-hour inspection
The procedure
plane.
Dealer
Organand is followed by the Cessna
worked out by the factory
ization.
The complete
familiarity of the Cessna Dealer Organization
provides
procedures
with Cessna equipment
and with factory-approved
the highest type of service possible at lower cost.
AIRCRAFT
FILE.
and licenses
data, information
that are a
There are miscellaneous
In
part of the aircraft
file. The following is a check list for that file.
Federal
Aviation
check should be made of the latest
addition,
a periodic
Regulations
are met.
to ensure that all data requirements
A.
To be displayed
(1) Aircraft
(2) Aircraft
(3) Aircraft
Form
B.
in the aircraft
Airworthiness
at all
times:
(FAA Form 8100-2).
(FAA Form 8050-3).
installed
if transmitter
Certificate
Registration
Certificate
Radio Station License,
(FCC
556).
To be carried
in the aircraft
at all times:
(1) Weight and Balance, and associated papers (latest copy of the
if applicable).
Repair and Alteration Form, FAA Form337,
(2) Aircraft Equipment List.
C.
To be made
available
(1) Aircraft
(2) Engine
Log Book.
Log Book.
upon request:
NOTE
Cessna recommends
that these items, plus the Owner's
Manual,
Power Computer,
Pilot's
Check List, and
book and Customer Care Card,
Customer Care Program
be carried
in the aircraft
at all times.
5-6
by the United States Federal
Most of the items listed are required
Since the regulations
of other nations
may require
Aviation Regulations.
aircraft
should check with
and data, owners of exported
other documents
requirements.
their individual
their own aviation officials to determine
MAA PLATE/FINISH
AND TRIM PLATE.
Information concerning
the Type Certificate Number (TC), Production
of your parNumber and Serial Number
Model
(PC),
Number
Certificate
Aircraft
Associticular aircraft can be found on the MAA (Manufacturers
ation) plate located on the lower part of the left forward door post.
the interior color
A Finish and Trim plate contains a code describing
The code may be
paint combination
of the aircraft.
scheme and exterior
used in conjunction with an applicable Parts Catalog if finish and trim inThis plate is located just above the MAA plate on
formation is needed.
the left forward door post.
5-7
LUBRICATIONAND SERVICINGPROCEDURES
here for items requiring
information
is provided
servicing
Intervals
Check List is included to inform
A Servicing
to have other items checked and serviced.
Specific
attention.
when
daily
the pilot
DAILY
FUEL TANK FILLERS:
The capagrade fuel.
after each flight with 80/87 minimum
Service
When optional long range tanks are
city of each tank is 21 gallons.
(To ensure
maxiinstalled,
the capacity of each tank is 26 gallons.
valve in
place the fuel selector
when refueling,
mum fuel capacity
either
LEFT
position
to prevent cross-feeding).
or RIGHT
FUEL STRAINER:
pull out fuel
Before the first flight of the day and after each refueling,
of
drain knob for about four seconds, to clear fuel strainer
strainer
Release
drain knob, then check that
possible
water and sediment.
If water is observed,
there
strainer drain is closed after draining.
Thus, the
contain
water.
fuel
is a possibility
tank sumps
that the
fuel tank sump drain plugs and fuel selector valve drain plug should
be removed
to check for the presence of water.
OIL DIPSTICK:
Do not operate
Check oil level before each flight.
on less than 6 quarts.
fill to 7 quart level for norloss of oil through breather,
To minimize
fill to 8 quarts.
flight,
For extended
mal flights of less than 3 hours.
when
quart is required
oil filter is installed,
If optional
one additional
the filter element is changed.
OIL FILLER:
check shows low oil level,
When preflight
service with aviation
grade engine oil; SAE 50 above 60°F, SAE 10W30 or SAE 30 at
temperatures from 0° to 70°F, and SAE 10W30 or SAE 20 at
oil with a range of
temperatures below 10°F. (Multi-viscosity
and lubricafor improved
starting
SAE 10W30 is recommended
weather.)
dispersant
Detergent
cold
during
in
or
warm-up
tion
must be used.
No. MIL-L-22851,
oil, conforming
to Specification
ds of oil.
Your Cessna Dealer
can supply approved
NOTE
from the factory with a corYour Cessna was delivered
aircraft
engine oil.
rosion preventive
If oil must be
added during the first 25 hours,
grade
use only aviation
mineral
oil (non-detergent) conforming
straight
to Specification
No. MIL-L-6082.
5-8
SERVICING INTERVALS CHECK LIST
FIRST 25 HOURS
ENGINE OIL SUMP, OIL COOLER AND OIL FILTER
After first 25
hours of operation,
drain engine oil sump and oil cooler and clean both
If an optional oil filter
the oil suction strainer and oil pressure
screen.
is installed,
change filter element
at this time. Refill sump with straight
mineral
oil (non-detergent) and use until a total of 50 hours have accumulated or oil consumption
has stabilized,
then change to detergent oil.
--
EACH 50
HOURS
BATTERY
Check and service.
Check oftener (at least every 30 days)
if operating in hot weather.
ENGINE OIL SUMP, OIL COOLER AND OIL FILTER
On aircraft
not
equipped with an optional
oil filter,
drain the engine oil sump and oil
cooler and clean both the oil suction strainer
and oil pressure
screen.
which have an optional oil filter,
On the aircraft
the oil change interval
may be extended
to 100-hour intervals providing the oil filter element is
changed at 50-hour
intervals.
Change engine oil at least every four
months even though less than the recommended
hours have accumulated.
Reduce intervals
for prolonged
operation
in dusty areas,
cold climates,
result in sludging
conditions.
or when short flights and long idle periods
CARBURETOR
AIR FILTER
Clean or replace.
dusty
Under extremely
conditions,
daily maintenance
of the filter is recommended.
NOSE GEAR TORQUE LINKS
Lubricate.
When operating
under dusty
conditions,
lubrication is recommended.
more frequent
--
--
--
--
EACH 100
HOURS
SPARK PLUGS
Clean,
test and regap.
BRAKE MASTER CYLINDERS
Check and fill.
SHIMMY DAMPENER
Check and fill.
FUEL STRAINER
Disassemble
and clean.
FUEL TANK SUMP DRAINS
Drain water and sediment.
FUEL SELECTOR
VALVE DRAIN PLUG
Drain water and sediment.
SUCTION RELIEF
VALVE INLET SCREEN (OPT)
Clean.
--
--
--
--
--
--
--
5-9
SERVICING INTERVALS CHECK LIST
(continued)
EACH 500
HOURS
(OPT)
Replace filter element.
VACUUM SYSTEM AIR FILTER
Redrops to 4. 6 in. Hg.
place sooner if suction gage reading
Lubricate
at first 100 hours and at 500 hours
WHEEL BEARINGS
interval
Reduce lubrication
to 100 hours when operating in
thereafter.
of extensive
during periods
dusty or seacoast areas,
taxiing, or when
take-offs and landings are made.
numerous
--
--
AS REQUIRED
NOSE GEAR SHOCK STRUT
air to 45 psi.
ADDITIONAL
--
Fill with hydraulic
fluid
and inflate
SERVICE AND TEST REGULATIONS
-
check list are
Intervals
of items in the preceding
Servicing
Governrecommended
by The Cessna Aircraft
Company.
ment regulations
may require
that additional items be infor various
intervals
spected, serviced
or tested at specific
For these regulations,
owners
types of flight operations.
should check with aviation officials in the country where the
aircraft
is being operated.
5-10
with
OMERFOLLORUP
SYSTEM
Your Cessna Dealer has an owner follow-up
system
to notify you
when he receives
information
In
that applies to your Cessna.
addition,
if you wish, you may choose to receive
similar notification,
in the form of Service
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
Your Cessna Dealer
will be glad
this service.
to supply you with details concerning
these follow-up programs,
stands
ready through his Service
and
Department
to supply you
with fast, efficient,
low cost service.
PUBLICATIONS
Various
publications
craft when delivered
e
OWNER'S
and flight operation
from the factory.
MANUALS
aids are furnished
in the airThese items are listed below.
FOR YOUR
AIRCRAFT
ELECTRONICS
e
POWER
COMPUTER
e
SALES
AND SERVICE
AND AUTOPILOT
DEALER
DIRECTORY
The following
plus many other supplies
additional publications,
that are
applicable
from your Cessna
to your aircraft,
Dealer.
are available
e
SERVICE
MANUALS AND PARTS CATALOGS
AIRCRAFT
ENGINE AND ACCESSORIES
ELECTRONICS
AND AUTOPILOT
FOR YOUR
Your Cessna Dealer
has a current
catalog of all available
Customer
Services
Supplies,
If supplies
many of which he keeps on hand.
are
not in stock,
Dealer will be happy to order for you.
your Cessna
5-11
Secti0R
OPERATIONAL
ÏI
DATA
The operational
data shown on the following pages are compiled
from
actual tests with the aircraft and engine in good condition and using averYou will find this data a
age piloting technique and best power mixture.
valuable aid when planning your flights.
A power setting selected from the range chart usually will be more
efficient
than a random setting, since it will permit you to estimate your
fuel consumption
You will find that using the charts
and
more accurately.
efficiency.
will pay dividends
in overall
your Power Computer
shown in this section is based on the
Cruise and range performance
and a standard
equipped
7553 propeller
use of a McCauley 1C160/CTM
Skyhawk.
for the performance
data are shown in the
Other conditions
Allowances
for fuel reserve,
headwinds,
chart headings.
take-off and
climb,
leaning technique should be made and
in mixture
and variations
variOther indeterminate
are in addition to those shown on the chart.
metering
characteristics,
engine and propeller
ables such as carburetor
conditions,
externally-mounted
optional equipment
and turbulence of the
for variations
of 10°/oor more in maximum
atmosphere
may account
range.
Remember
that the charts contained herein are based on standard day
conditions.
fuel consumption,
and endurance
For more precise
inpower,
formation,
consult the Cessna Power Computer supplied with your aircraft.
With the Power Computer,
you can easily take into account temperfrom standard at any flight altitude.
ature variations
6-1
AIRSPEED
CORRECTION
TABLE
IAS
40
50
60
70
80
90
100
110
120 130 140
FLAPS UP
CAS
53
58
64
72
80
89
99
109
120 130 141
FLAPS DOWN
CAS
49
55
63
72
82
92
101
•
•
6-1.
Figure
SPEEDS
STALL
•
•
MPH
-
CAS
ANGLE OF BANK
2300 LBS.
GROSS
WEIGHT
CONDITION
0°
20°
40°
60°
FLAPS UP
57
59
65
81
FLAPS 10°
52
54
59
74
FLAPS 40°
49
51
56
69
POWER
OFF
Figure
6-2
-
6-2.
AFT CG
TAKE-OFF
DATA
TAKE-OFF DISTANCE FROM HARD SURFACE RUNWAY
GROSS
IAS
WEIGHT
AT 50'
MPH
POUNDS
2300
68
2000
1700
63
.
58
NOTES:
AT SEA
LEVEL & 59°
HEAD
WIND
ENOTS
GROUND
RUN
TOTAL
TO CLEAR
50 FT OBS
GROUND
RUN
0
10
20
865
615
405
1525
1170
1940
750
850
505
0
AT
2500 FT.&
630
435
1095
10
820
755
530
20
275
580
340
0
10
435
290
20
175
780
570
385
520
355
215
1.
2.
50°F
AT
TOTAL
TO CLEAR
50 FT OBS
GROUND
1910
1255
1485
1100
RUN
& 59°F
RATE OF
GROSS
WEIGHT
POUNDS
IAS
CLIMB
GAL.
OF FUEL
MPH
FT/MIN
2300
90
2000
1700
RATE OF
CLIMB
50 FT OBS
920
630
3855
3110
2425
1120
810
595
2155
1685
910
1095
765
680
625
430
470
270
820
575
535
345
1370
1040
920
RATE
20
11.5
74
380
3.6
68
155
6.3
70
570
2.9
64
315
4.4
825
1.9
1085
LO
Flaps
mixture leaned for smooth operation above 3000 ft.
up, full throttle,
Fuel used includes
warm up and take-off allowance.
decrease
hot weather,
rate of climb 20 ft. min. for each 10°F above standard
altitude.
for particular
temperature
For
Figure
FUEL
USED
73
76
82
6-3.
M
FS
4.8
2.2
1.0
IAS
& 5°F
RATE OF
230
610
840
15,000 FT.
MPH
80
86
AT
LM
FUEL
USED
79
85
745
altitude.
and "total to clear
CLIMB
FT/MIN
2.6
1.0
OF
CLIMB
435
645
1.
2.
3.
FROLM
1255
DATA
AT 10,000 FT. & 23 F
FT/MIN
FT/MIN
810
1625
1250
USED
USED
GROUND
905
645
1005
720
FUEL
32°F
TOTAL
TO CLEAR
RUN
IAS
MPH
IAS
MPH
FT.&
425
1325
AT 5000 FT. & 41°F
AT 7500
1565
1160
10% for each 25°F above standard temperature
for particular
Increase distance
For operation on a dry, grass
increase
distances (both "ground run"
runway,
7%
by
"total
clear
ft,
figure.
50 ft obstacle")
50
of the
obstacle"
to
SEA LEVEL
NOTES:
41"F
TOTAL
TO CLEAR
50 FT OBS
2480
1955
1480
MAXIMUM RATE-OF-CLIMB
AT
WITH FLAPS UP
5000 FT,&
.
day
CRUISE
& RANGE
PERFORMANCE
SKYHAWK
-
NOTE:
Maximum
cruise
standard
Model
Skyhawk
the
for
Weight-
Standard
2300
Lbs.
Conditions
Zero Wind
Lean
Cruise
power.
MPH less than
shown
Mixture
-
is normally
limited
172 is approximately
to
75%
one
speed
for the
below
configuration.
38
GAL (NO
RESERVE)
48
GAL
(NO
RESERVE)
TAS
GAL
ENDR.
RANGE
ENDR
RANGE
ALT.
RPM
¾ BHP
MPH
HOUR
HOURS
MILES
HOURS
MILES
2500
2700
2600
2500
2400
2300
2200
86
79
72
65
58
52
134
129
9.7
8.6
7.8
7.2
6.7
6.3
3.9
4.4
4.9
5.3
5.7
6.1
525
4.9
5.6
600
620
630
625
2700
2600
82
134
9.0
5.3
128
8.1
4.2
4.7
565
75
600
5.9
68
61
55
49
122
116
108
100
7.4
6.9
6.5
6.0
625
635
635
630
6.4
6.9
7.4
7.9
2500
2400
2300
78
71
64
58
52
133
127
121
113
105
8.4
7.7
7.1
6.7
6.2
600
625
645
6.2
6.7
2650
2600
2500
2400
2300
70
67
61
55
49
129
125
118
7. 6
7.3
6,9
110
6.4
100
2600
2500
63
57
51
123
115
105
5000
2500
2400
2300
2200
7500
2700
2600
10, 000
12,500
2400
123
117
111
103
/
5.1
5.5
5.9
6.3
570
6.2
6.7
7.2
7.7
710
760
790
805
805
795
5.3
5.7
6.1
640
7.2
7.7
6.0
5.0
5.2
5.5
5.9
6.3
640
650
655
650
635
6. 3
6.5
7.0
7.5
8.0
810
820
830
825
800
7.0
6. 6
6.2
6.1
840
835
815
645
5.7
660
720
760
780
795
790
755
790
810
820
810
4.5
4.9
Figure
6-4
Gross
5.4
665
6.8
5. 8
665
645
7.8
6-4.
7. 3
LANDING DATA
LANDING DISTANCE ON HARD
NO WIND
40° FLAPS
-
GROSS
APPROACH
WEIGHT
IAS
LBS.
MPH
2300
NOTES:
69
1.
2.
@ S.L.
& 59°
F
@ 2500
GROUND
TOTAL
ROLL
TO CLEAR
50 OBS.
1250
560
520
RUNWAY
OFF
POWER
ft & 50° F
@ 5000
GROUND
TOTAL
GROUND
TOTAL
GROUND
TOTAL
ROLL
TO CLEAR
ROLL
TO CLEAR
ROLL
TO CLEAR
50'
OBS.
1310
Figure
6-5.
ft
& 41°
50'
F
@ 7500
OSS.
1385
605
10%for each 5 knot headwind.
Reduce landing distance
For operation
increase
distances
on a dry, grass runway.
(both "ground
obstacle")
by 20% of the "total to clear 50 ft, obstacle"
figure.
c>
en
SURFACE
-
roll"
and
"total to clear
ft. & 32° F
50' OBS.
650
50 ft.
1455
O SPEED
MAXIMUM
10, OO0
8000
tu
6000
O
m
4000
GLIDE
-------
-----------------
-------
--------
80 MPH (IAS)
.PROPELLER
WINDMILLING
O FLAPS UP
e ZERO WIND
------
2000
0
x
0
10
5
GROUND
DISTANCE (STATUTE MILES)
Figure
6-6
15
6-6.
20
Jecties TH
OPTIONAL
SYSTEMS
This section contains
operating procedures,
and pera description,
data (whenapplicable)
formance
for some of the optional equipment which
in your Cessna.
Owner's Manual Supplements are promay be installed
vided to cover operation
of other optional equipment
systems when installed
in your airplane.
list
Contact your Cessna Dealer for a complete
of available
optional equipment.
LONG RANGE FUELTANKS
Special wings with long range fuel tanks are available
to replace the
endurance
wings and fuel tanks for greater
and range.
When
the total usable fuel for all flight conditions is
these tanks are installed,
standard
48 gallons.
COLD WEATHER EQUIPMENT
WINTERIZATION
KIT.
continuous
below 20°F,
operation
in temperatures
consistently
available
from your Cessna
Dealer,
winterization
kit,
of
The kit consists
should be installed
to improve engine operation.
and
two baffles which attach to the engine air intakes in the cowling,
Once installed,
insulation
breather
line.
for the crankcase
the crankinsulation
is approved for permanent
case breather
use in both cold
and hot weather.
For
the Cessna
7-1
GROUND
SERVICE
PLUG RECEPTACLE.
A ground service
plug receptacle
may be installed
to permit use of an
and during lengthy mainstarting
external
power source for cold weather
system
(with the exception of electenance work on the airplane electrical
tronic equipment).
NOTE
Electrical
electrical
circuits
is propower for the airplane
vided through a split bus bar having all electronic
circuits
circuits
on one side of the bus and other electrical
on the
other side of the bus.
When an external
is
power source
connected,
automatically
opens the circuit
to
a contactor
portion of the split bus bar as a protection
the electronic
equipagainst damage to the transistors in the electronic
ment by transient voltages
from the power source.
Therefore, the external
power source can not be used as a source
of power when checking electronic
components.
before
connecting
tery cart),
the master
Just
an external
power source (generator type or batswitch should be turned on.
The ground service
plug receptacle
circuit
incorporates
a polarity
reversal
protection.
will flow only
Power from the external
power source
if the ground service
plug is correctly
If the
connected to the airplane.
plug is accidentally
connected
backwards,
no power will flow to the airplane's
electrical
system,
any damage to electrical
thereby preventing
equipment.
The battery
and external
have been designed to compower circuits
pletely eliminate
the need to "jumper" across the battery contactor to
close it for charging
A special fused circuit
a completely
"dead"battery.
in the external
supplies
power system
the needed
across
the
contacts
so that with a "dead" battery and an external power source applied,
turning on the master switch will close the battery contactor.
"jumper"
STATIC PRESSURE ALTERNATE SOURCE
A static pressure
system for use when
alternate
source
valve
the external
static
source
If erroneous
instrument
in the static pressure
lines,
7-2
VALVE.
in the static
may be installed
is malfunctioning.
readings
due to water
are suspected
alternate
the static pressure
source
or ice
valve
control knob located below the wing flap switch should be opened,
thereby
supplying
static pressure
from the cabin.
Cabin pressures
will vary,
however,
with open cabin ventilators
The most adverse comor windows.
binations
will result in airspeed and altimeter
variations
of no more than
2 MPH and 15 feet, respectively.
RADIO SELECTOR SWITCHES
RADIO
SELECTOR SWITCH OPERATION.
Operation
of the radio equipment is normal
manuals.
When more than one radio
switching system is necessary.
The operation
described
below.
tive radio
TRANSMITTER
The
transmitter
When two transmitters
in the respecas covered
is installed,
an audio
of this switching
system is
SELECTOR SWITCH.
selector
switch,
are installed,
RADIO
labeled TRANS, has two positions.
it is necessary
to switch the micro-
SELECTOR
SWITCHES
AUTOPlLOT-OMNI
i
2
TRANS
SPEAKER
,
©©©©©©
COM
l
NAv
i
CCM
*
-TRANSMITTER
SELECTOR
SWITCH
SWITCH
NAV
2
PHONES
,
2
DME
ADF
)
2
'
OMNI
SPEAKER.PHONE
SWITCH (TYPICAL)
SWITCHES CONTROL
SPEAKER-PHONE
FUNCTION
OF COMMUNICATION
AND
NAVIGATION
EQUIPMENT
IN RADIO
STACK ON INSTRUMENT
PANEL
Figure
7-1.
7-3
This
phone to the radio unit the pilot desires
to use for transmission.
switch in the position
accomplished
by placing the transmitter selector
corresponding
to the radio unit which is to be used. The up position
selects
the upper transmitter and the down position selects the lower
is
transmitter.
provides
certain audio
of Cessna
The installation
radio equipment
switch functions that the
capabilities
and transmitter selector
back-up
switch is
When the transmitter selector
pilot should be familiar with.
of the corresponding
1 or 2, the audio amplifier
transplaced in position
If the audio
is utilized
ceiver
to provide the speaker audio for all radios.
amplifier
in the selected
transceiver fails, as evidenced by loss of speaker
switch in the other
place the transmitter selector
audio for all radios,
for headis not utilized
Since an audio amplifier
transceiver position.
operation.
amplifier
will not affect headphone
malfunctioning
phones,
a
SPEAKER PHONE
The speaker-phone
SWITCHES.
switches
determine
whether
the output of the
receiver
in use is fed to the headphones or through the audio amplifier
either
system
Place the switch for the desired receiving
speaker.
the
to
headfor
position
in
operation
down
for
speaker
position
the
in the up
or
phones.
AUTOPILOT-OMNI
SWITCH.
omni
autopilot
is installed
with two compatible
When a Nav-O-Matic
This switch selects the
switch is utilized.
receivers,
an autopilot-omni
omni receiver
to be used for the omni course sensing function of the autoin the radio panel
pilot.
The up position
selects the upper omni receiver
stack and the down position selects the lower omni receiver.
BOOM MICROPHONE
may be mounted near the upper left corner of
microphone
allows radio communication
any controls to handle the normal hand
keying switch is a push button located on
The microphone
microphone.
the left side of the pilot's control wheel.
A boom microphone
Use of the boom
the windshield.
of releasing
without the necessity
7-4
WING LEVELER
A wing leveler
may be installed
to augment the lateral stability of the
The system
airplane.
for roll and yaw sensing.
uses the Turn Coordinator
from the engine-driven
Vacuum pressure,
is routed from
vacuum pump,
the Turn Coordinator to cylinder-piston
servo units attached to the aileron
control
system.
As the aircraft deviates from a wing level attitude,
in the servo units is increased
vacuum pressure
or relieved
as needed
to actuate the ailerons to oppose the deviations.
A separately mounted push-pull control knob, labeled WING LVLR,
is provided
panel to turn the system on
on the left side of the instrument
and off. A ROLL TRIM control knob on the Turn Coordinator is used for
manual roll trim control to compensate for asymmetrical
loading of fuel
and passengers,
and to optimize system performance
in climb, cruise
and let-down.
OPERATING
CHECK LIST
TAKE-OFF.
(1) WING LVLR Control
Knob
--
Check in off position
(full in).
CLIMB.
(1) Adjust elevator trim for climb.
Pull control knob ON.
(2) WING LVLR Control Knob
Adjust for wings level attitude.
(3) ROLL TRIM Control Knob
--
--
CRUISE.
(1) Adjust
(2) ROLL
power and elevator
TRIM Control Knob
trim for level
--
Adjust
flight.
as desired.
DESCENT.
(1) Adjust
descent.
(2) ROLL
power
and elevator
TRIM
Control Knob
trim for desired
--
speed
and rate
of
Adjyst as desired.
7-5
LANDING.
(1) Before
position.
landing,
push
WING LVLR
EMERGENCY
control
knob full
in to the off
PROCEDURES
with
should occur,
If a malfunction
the system is easily overpowered
should then be turned off. In
The system
pressure
on the control wheel.
the wing leveler will autothe event of partial or complete vacuum failure,
used with
matically
become inoperative.
However,
the Turn Coordinator
the wing leveler system will not be affected by loss of vacuum since it is
designed
with a "back-up" system
enabling it to operate from either vacof one of these sources.
power in the event of failure
uum or electrical
OPERATING
NOTES
at any time without
(1) The wing leveler system may be overpowered
of maneuvering
it may
for extended periods
damage or wear.
However,
be desirable
to turn the system off.
that the system not be engaged during take-off
(2) It is recommended
Although the system
and landing.
servo forces
can be easily overpowered,
especially
control,
alter the manual "feel" of the aileron
could significantly
should a m.alfunction
occur.
7-6
TRUE AIRSPEED INDICATOR
A true airspeed
indicator
is available
to replace the standard airindicator
in your airplane.
The true airspeed
indicator
has a caliring which works in conjunction
brated rotatable
with the airspeed
indicator dial in a manner
similar
to the operation of a flight computer.
speed
TO OBTAIN TRUE AIRSPEED,
rotate ring until pressure
is aligned with outside air temperature in degrees
Fahrenheit.
read true airspeed
ring opposite
on rotatable
airspeed needle.
altitude
Then
NOTE
Pressure
altitude
altitude.
To obtain
should not be confused with indicated
altitude, set barometric
pressure
scale on altimeter
to "29.92" and read pressure
altitude
Be sure to return
altimeter
barometric
on altimeter.
scale to original
barometric
setting after pressure
alti-
tude has
been
obtained.
FUEL TANK QUICK-DRAIN VALVE KIT
Two fuel
tank quick-drain
valves and a fuel sampler
cup are available
daily draining
and inspection
of fuel in the main tanks
for the presence
of water and sediment.
The valves replace
existing
fuel
tank drain plugs located at the lower inboard area of the wing. The fuel
sampler cup, which may be stowed in the map compartment,
is used to
drain the valves.
The sampler
of the cup.
cup has a probe in the center
When the probe is inserted
into the hole in the bottom of the drain valve
fuel flows into the cup to facilitate
and pushed upward,
visual inspection
of the fuel.
As the cup is removed,
the drain valve seats,
stopping
the
flow of fuel.
as a kit to facilitate
7-7
OIL QUICK-DRAIN VALVE
offered to replace
An oil quick-drain
valve is optionally
the drain
The valve provides
plug in the oil sump drain port.
a quicker and cleanTo drain the oil with this valve iner method of draining engine oil.
stalled,
slip a hose over the end of the valve, route the hose to a suitable
container,
then push upward on the end of the valve until it snaps into the
After draining,
Spring clips will hold the valve open.
use
open position.
tool to snap the valve into the extended (closed)
or suitable
a screwdtiver
position
and remove the drain hose.
CARBURETOR AIR TEMPERATURE GAGE
in the aircraft
A carburetor
air temperature gage may be installed
to
with a yelThe gage is marked
help detect carburetor
icing conditions.
and +5°C. The yellow are indicates
low are between
the carburetor
icing can occur; a placard
temperature range where carburetor
on the
OUT OF YELLOW ARC DURING POSSIBLE
gage reads KEEP NEEDLE
ICING CONDITIONS.
-15°
Visible moisture
ice formation,
can cause carburetor
or high humidity
Under cruising conditions,
especially
in idle or low power conditions.
the
of ice is usually slow, providing
formation
time to detect the loss of RPM
caused by the ice.
Carburetor
icing during take-off is rare since the fullis less susceptible
to ice obstruction.
open throttle condition
air temperature gage needle moves into the yellow
If the carburetor
potential
icing conditions,
carburetor
during
or there is an unexare
heat.
Upon regaining
plained drop in RPM, apply full carburetor
the
off),
and
by
determine
heat
original
error
the minimum
RPM (with
trial
operation.
for ice-free
amount of carburetor
heat required
NOTE
heat should not be applied during take-off
unless absolutely
to obtain smooth engine
necessary
acceleration
(usually in sub-zero temperatures).
Carburetor
7-8
SERVICING REQUIREMENTS
FUEL:
80/87 Minimum Grade
AVIATION GRADE
CAPACITY
EACH STANDARD TANK
21 Gallons
EACH LONG RANGE TANK
CAPACITY
26 Gallons
(To ensure
fuel capacity
when refueling,
maximum
place the fuel selector valve in either LEFT or RIGHT
position
to prevent cross-feeding).
--
--
--
ENGINE
OIL:
AVIATION
SAE 50 Above 60°F
SAE 10W30 or SAE 30 Between 0° and 70°F
SAE 10W30 or SAE 20 Below 10°F
(Multi-viscosity
oil with a range of SAE 10W30 is
recommended
for improved
starting
and lubrication
Detergent
during warm-up
in cold weather.
or disNo. MIL-Lpersant
oil, conforming
to specification
22851, MUST BE USED.)
8 Quarts
CAPACITY
OF ENGINE SUMP
To minimize
(Do not operate on less than 6 quarts.
loss of
oil through breather,
fill to 7 quart level for normal flights
For extended flight, fill to 8 quarts.
of less than 3 hours.
quart is
If optional oil filter is installed,
one additional
required
when the filter element is changed.)
GRADE
--
--
FLUID:
HYDRAULIC
MIL-H-5606
Hydraulic
TIRE
PRESSURES:
NOSE WHEEL
MAIN WHEELS
----
--
Fluid
31 PSI on 5.00
26 PSI on 6. 00
29 PSI on 6.00
-
-
-
5, 4 Ply Rated
6, 4 Ply Rated
6, 4 Ply Rated
SHOCK
STRUT:
NOSE
GEAR
Keep filled with hydraulic
fluid and inflated
with air
Tire
Tire
Tires
to 45 PSI.
ESSNA
TAKE YOUR CESSNA HOME
FOR SERVICE AT THE SIGN
OF THE CESSNA
CESSNA
SHIELD"
AIRCRAFT COMPANY
WICHITA, KANSAS