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owNEns - Kingston Flying Club

1. EMERGENCY LOCATOR TRANSMITTER ELT The ELT consists of a self contained dual frequency radio transmit ter and battery power supply and is activated by an impact of 5g or more as may be experienced in a crash landing The ELT emits an omni direc tional signal on the international distress frequencies of 121 5 and 243 0 MHz General aviation and commercial aircraft the FAA and CAP 3 9 gain access to the unit pull out on the black fasteners on the bottom of the cover and remove the cover The ELT is operated by a control panel at the forward facing end of the unit see figure 3 1 TO TRANSMIT SET TO OM ELT OPERATION SiT amp wiTCH TD AM A r E REMOTE OPERATION FLUG N JACK WIRE hi T lilii Qm Switch by AUTO OPERATION l CONTROL PANEL 1 COVER Removable for access to battery 2 FUNCTION SELECTOR SWITCH 3 position toggle switch Activates transmitter instantly Used for test purposes and if g switch is inoperative OFF Deactivates transmitter Used during shipping storage and following rescue ARM Activates transmitter only when switch receives 5g or more impact 3 ANTENNA RECEPTACLE Connection to antenna mounted on top of the tailcone Figure 3 1 monitor 121 5 MHz and 243 0 MHz is monitored by the military Follow ing a cra
2. Wing Flap Switch Figure 2 1 Cabin Air Heat Control Knobs 14 15 16 Static Pressure Alternate Source Valve Opt Mixture Control Knob Throttle Microphone Opt Fuel Selector Valve Handle Elevator Trim Control Wheel Carburetor Heat Control Knob Electrical Switches Circuit Breakers Parking Brake Handle Optional Instrument Space Ignition Switch Instrument and Radio Dial Light Rheostats Master Switch Auxiliary Mike and Phone Jacks Opt Primer Section Il ib DESCRIPTION AND OPERATING DETAILS The following paragraphs describe the systems and equipment whose function and operation is not obvious when sitting in the aircraft This section also covers in somewhat greater detail some of the items listed in Checklist form in Section I that require further explanation 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 Fuel from each wing tank flows by gravity to a selector valve De pending upon the setting of the selector valve fuel from the left right or both tanks flows through a fuel strainer and carburetor to the engine induction system The fuel selector valve should be in the BOTH position for take off climb landing and maneuvers that involve prolonged slips or skids Operation from either LEFT or
3. When towing with a vehicle watch that the normal cushioning action of the nose strut does not cause excessive vertical movement of the tail and the resulting contact with low hangar doors or structure A flat nose wheel tire or deflated strut will also increase tail height 9 G mi que T o Y ST 218 x m og E Q0 fum 2 ed M pu es e E Bc Ss E ag S En A E A C Su c paj o E A c i as br 9 EE 1P ge S c lj amp e 4 gt c 2 e Q omt 8 3 gm wel E Q Uu r pd y 4 ted The airplane is most easily and safely maneuvered by hand with the Proper tie down procedure is your best precaution against dam your parked airplane by gusty or strong winds plane securely proceed as follows 1 Set the parking brake and install the control wheel lock Keep in touch with your Cessna Dealer and take advant 2 Tie sufficiently strong ropes or chains 700 ledge and experience will remind you when lubrications and oil changes are necessary about other seasonal and periodic services age to the gear will result If the airplane is towed or pushed over a tow bar attached to the nose wheel tenance based on climatic
4. filter 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 6 months even though less than the recommended hours have accumulated Reduce intervals for longed operation in dusty areas cold climates or when short flights and long idle periods result in sludging conditions SERVICING REQUIREMENTS FUEL GRADE 80 87 Minimum Grade Aviation Fuel Alternate fuels which are also approved are 100 130 Low Lead AVGAS maximum lead content of 2 c c per gallon 100 130 Aviation Grade Fuel maximum lead content of 4 6 c c per gallon NOTE When substituting a higher octane fuel low lead AVGAS 100 should be used whenever possible since it will result in less lead contamination of the engine CAPACITY EACH STANDARD TANK 21 Gallons CAPACITY EACH LONG RANGE TANK 26 Gallons NOTE To ensure maximum fuel capacity when refueling place the fuel selector valve in either LEFT or RIGHT posi tion to prevent cross feeding LANDING GEAR NOSE WHEEL TIRE PRESSURE 31 PSI on 5 00 5 4 Ply Rated Tire 26 PSI on 6 00 6 4 Ply Rated Tire MAIN WHEEL TIRE PRESSURE 29 PSI on 6 00 6 4 Ply Rated Tires NOSE GEAR SHOCK STRUT Keep filled with MIL H 5606 hydraulic fluid and inflated with air to 45 PSI For complete servicing requirements refer to the aircraft Service Manual A a
5. 1000 1000 l Licensed Empty Weight Use the data pertaining to your airplane as it is presently equipped Includes unusable fuel Oil 8 The weight of full oil may be used for all calculations 8 Qts 15 Lbs at 0 2 Moment 1000 Usable Fuel At 6 Lbs Gal Standard Tanks 38 Gal Maximum Long Range Tanks 48 Gal Maximum Pilot and Front Passenger Station 34 to 46 Rear Passengers 6 Baggage Area 1 or Passenger on Child s Seat HH Station 82 to 108 120 Lbs Max 7 Baggage Area 2 Station 108 to 142 5 50 Lbs Max 8 TOTAL WEIGHT AND MOMENT 2300 102 9 me a 9 Locate this Bott nt 2300 at at 102 102 9 o on the Center of Moment Envelope and since this point falls within the envelope the loading is acceptable NOTE The maximum allowable combined weight capacity for baggage areas 1 and 2 is 120 Ibs STANDARD TANKS LONG RANGE TANKS Bhin EE man ill 1 1 LOAD MOMENT 1000 POUND INCHES on adjustable seats positioned for an average occupant Refer to the Loading Arrangements diagram for forward and aft limits of occupant c g range 2 Engine Oil 8 Qts 15 Lbs at 0 2 Moment 1000 He age to do not To tie down your air and exceed the nose gear turning angle of 30 either side of center or dam age of his know He knows your airplane and how to maintain it pounds tensile Section V CARE OF THE AIRPLANE
6. Any signs of rough engine operation or sluggish engine acceleration is good cause for discontinuing the take off If this occurs you are justified in making a thorough full throttle static runup before another take off is attempted The engine should run smoothly and turn approximately 2270 to 2370 RPM with carburetor heat off and mixture full rich NOTE Carburetor heat should not be used during take off unless it is absolutely necessary for obtaining smooth engine acceleration Full throttle runups over loose gravel are especially harmful to pro peller tips When take offs must be made over a gravel surface it is very important that the throttle be advanced slowly This allows the air plane to start rolling before high RPM is developed and the gravel will be blown back of the propeller rather than pulled into it When unavoid 2 13 able small dents appear in the propeller blades they should be immedi ately corrected as described in Section V under propeller care Prior to take off from fields above 3000 feet elevation the mixture should be leaned to give maximum RPM in a full throttle static runup After full throttle is applied adjust the throttle friction lock clock wise to prevent the throttle from creeping back from a maximum power position Similar friction lock adjustments should be made as required in other flight conditions to maintain a fixed throttle setting WING FLAP SETTINGS Normal and obstacle clea
7. Cautiously apply elevator back pressure 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 6 Apply carburetor heat 7 Clear engine occasionally but avoid using enough power to dis turb the trimmed glide 8 Upon breaking out of clouds apply normal cruising power and resume flight FLIGHT IN ICING CONDITIONS Although flying in known icing conditions is prohibited an unexpected icing encounter should be handled as follows 1 Turn pitot heat switch ON if installed 2 Turn back or change altitude to obtain an outside air temperature that is less conducive to icing 3 Pull cabin heat control full out and open defroster outlet to obtain maximum windshield defroster airflow Adjust cabin air control to 3 6 get maximum defroster heat and airflow 4 Open the throttle to increase engine speed and minimize ice build up on propeller blades 5 Watch for signs of carburetor air filter ice and apply carburetor heat as required An unexplained loss in engine speed could be caused by carburetor ice or air intake filter ice Lean the mixture for maximum RPM if carburetor heat 15 used continuously 6 Plan a landing at the nearest airport With an extremely rapid ice build up select a suitable off airport landing site 7 With an ice accumulation of 1 4 inch or more on the
8. EMERGENCY LANDING WITHOUT ENGINE POWER If all attempts to restart the engine fail and a forced landing is immi nent select a suitable field and prepare for the landing as follows 1 Airspeed 75 MPH flaps UP 70 MPH flaps DOWN 2 Mixture IDLE CUT OFF 3 Fuel Selector Valve OFF 4 Ignition Switch OFF 5 Wing Flaps AS REQUIRED 40 recommended 6 Master Switch OFF 7 Doors UNLATCH PRIOR TO TOUCHDOWN 8 Touchdown SLIGHTLY TAIL LOW 9 Brakes APPLY HEAVILY PRECAUTIONARY LANDING WITH ENGINE POWER Before attempting an off airport landing one should drag the land ing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions proceeding 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 upon reaching a safe altitude and airspeed 2 Radio Electrical Switches OFF 3 Wing Flaps 40 on final approach 3 2 4 Airspeed 70 MPH 5 Master Switch OFF 6 Doors UNLATCH PRIOR TO TOUCHDOWN 7 Touchdown SLIGHTLY TAIL LOW 8 Ignition Switch OFF 9 Brakes APPLY HEAVILY DITCHING Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats or cushions for protection of occupant s face at touchdown Transmit Mayday message on 121 5 MHz g
9. SECTION IV OPERATING LIMITATIONS 4 1 SECTION V CARE OF THE AIRPLANE 5 1 SECTION VI OPERATIONAL DATA 6 1 SECTION VII OPTIONAL SYSTEMS 7 1 ALPHABETICAL INDEXz 2 1 2222 2222222 22 1 This manual describes the operation and performance of the Model 172 the Skyhawk and the Skyhawk II Equip ment described as Optional denotes that the subject equipment is optional on the Model 172 Much of this equipment is standard on the Skyhawk and Skyhawk II lii Section 1 E OPERATING CHECKLIST One of the first steps in obtaining the utmost performance service and flying enjoyment from your Cessna is to familiarize yourself with your aircraft s equipment systems and controls This can best be done by reviewing this equipment while sitting in the aircraft Those items whose funciion and operation are not obvious are covered in Section II Section I lists in Pilot s Checklist form the steps necessary to op erate your aircraft efficiently and safely It is not a checklist in its true form as it is considerably longer but it does cover briefly all of the points that you should know for a typical flight A more convenient plastic enclosed checklist stowed in the map compartment is available for quickly checking that all important procedures have been performed Since vigilance for other traffic is so important in cro
10. higher powers 38 GAL NO RESERVE 48 GAL NO RESERVE TAS BHR MPH 87 ENDR ENDR HOURS HOURS Gross Weight 2300 Lbs Standard Conditions Zero Wind Lean Mixture Figure 6 4 lt lt e d lt lt LANDING DISTANCE ON HARD SURFACE RUNWAY NO WIND 40 FLAPS POWER OFF AT 7500 FT amp 32 F amp 41 F AT 5000 FT LEVEL amp 59 F 2500 FT 50 F AT SEA APPROACH GROUND a 2 gt WEIGHT TO CLEAR TO CLEAR TO CLEAR TO CLEAR Reduce landing distance 10 for each 5 knot headwind For operation on dry grass runway increase distances both ground roll and total to clear 50 ft obstacle by 20 of the total to clear 50 ft obstacle figure 2 NOTES 1 Figure 6 5 HEIGHT ABOVE TERRAIN FEET MAXIMUM GLIDE 12 000 SPEED 80 MPH 5 PROPELLER WINDMILLING FLAPS UP e ZERO WIND EE Cu E OPTIONAL SYSTEMS This section contains a description operating procedures and per formance data when applicable for some of the optional equipment which may be installed in your Cessna Owner s Manual Supplements are pro vided to cover operation of other optional equipment systems when in stalled in your airplane Contact your Cessna Dealer for a complete list of available optional equipment COLD WEAT
11. lt gt ssna MORE PEOPLE BUY AND FLY CESSNA AIRPLANES CUSTOMER CARE THAN ANY OTHER MAKE TAKE YOUR CESSNA HOME FOR SERVICE AT THE SIGN OF THE CESSNA SHIELD 1975 a NR SL61 9 WORLD S LARGEST PRO OW NERS MANUAL SINCE 1956 CESSNA AIRCRAFT COMPANY b WICHITA KANSAS PERFORMANCE SPECIFICATIONS Skyhawk ee MG ee 2300 Ibs SPEED Top Speed at Sea Level 144 mph Cruise 75 Power at 80001 eee a 138 mph RANGE Cruise 75 Power at 8008 650 mi 38 Gallons No Reserve 4 hrs 138 mph Cruise 75 Power at 8000 ft 815 mi 48 Gallons No Reserve 5 9 hrs 138 mph Maximum Range at 10 000 ft 4 4 700 mi 38 Gallons No Reserve 6 0 hrs 117 mph Maximum Range at 10 000 ft 2 6 4 4 s 875 mi 48 Gallons No Reserve 1 5 hrs 117 mph RATE OF CLIMB AT SEA LEVEL 645 fpm SERVICE CEILING 32 4 2 oe 8 WX o 5 de 6 4 x 13 100 ft TAKE OFF Ground Run 4 s 2 4 x 3 3 3 oro 0 0 o5 o9 o 4 s Mc 865 ft Total Distance Over 50 Foot Obstacle 1525 ft LANDING Ground Roll h Soa MEE X ee we oso oe o s 4 M 520 ft Total Distance Over 50 Foot Obstacle zo EE cr ae 1250 ft STALL SPEED Flaps Up Power Off a UR dep
12. OR 51 mph Flaps Down mo d o3 ge cR oh 49 mph BAGGAGE ois amp moi oy Gn omuamessae Boe OD Ad Biles tees 120 lbs WING LOADING Pounds Sq Foot 13 2 POWER LOADING Pounds HP wk 4 oes FUEL CAPACITY Total Standard Tanks gq za zr ieee b Sow oec 7 w xw 42 gal Optional Long Range Tanks 4 4 od whens uw DAEA ODE CAPACITY 2 we k 2 5 5 TCI 8 ats PROPELLER Fixed Pitch Diameter o4 Wow i qme od ow X a a 75 inches ENGINE Lycoming Engine x dea ao a Cue de ok we MR O 320 E2D 150 rated HP at 2700 RPM F172 F172 172 Skyhawk Skyhawk Sky hawk Skyhawk TI EMPTY WEIGHT Approximate 1305 lbs 1350 lbs 1375 lbs 1335 105 1410 Ibs USEFUL LOAD Approximate 995 Ibs 950 lbs 925 lbs 965 lbs 890 165 NOTE Speed performance data is shown for the Skyhawk which is one to four mph faster than a standard equipped Model 172 without speed fairings with the maximum difference occurring at top speed There is a corresponding difference in range while all other performance figures are the same for the Model 172 as shown for the Skyhawk This manual covers operation of the Model 172 Skyhawk which is certificated as Mode 172M under FAA Type Certificate No 3A12 The manual also covers operation of the Reims Cessna F172 Skyhaw
13. Of Climb Data Chart 6 3 Microphone Headset 7 4 Index 3 Moment Envelope Center of Gravity 4 8 Mooring Your Airplane 5 1 N Noise Abatement 2 22 Normal Category Maneuvers 4 1 Normal Landing 1 6 2 17 Normal Take Off 1 5 Nose Gear Shock Strut inside back cover Oil System capacity inside back cover oil filter change inside back cover oil grade inside back cover pressure gage 4 3 quick drain valve 7 6 temperature gage 4 3 Operation Cold Weather 2 18 Operation Hot Weather 2 21 Operation Limitations Engine 4 3 Operations Authorized 4 1 Over Voltage Sensor and Warning Light 2 5 Owner Follow Up System 5 8 publications 5 9 Painted Surfaces 5 2 Performance Specifications inside front cover Power Check 2 13 Precautionary Landing with Engine Power 3 2 Principal Dimensions Diagram il Index 4 Progressive Care Cessna 5 7 Propeller care 5 3 Publications 9 9 Q Quick Drain Valve Oil 7 6 Quick Drain Valves Fuel 2 3 Radio Selector Switches 7 3 operation 7 3 speaker phone switches 7 4 transmitter selector switch 7 3 Recovery From Spiral Dive 3 6 Rough Engine Operation Or Loss of Power 3 7 carburetor icing 3 7 low oil pressure 3 8 magneto malfunction 3 8 spark plug fouling 3 7 5 Sample Loading Problem 4 6 Seat Belts and Shoulder Harnesses 2 9 Securing Aircraft 1 7 Servicing Requirements 5 8 inside back cover engine oil in
14. a long flight the battery would overheat and evaporate the electrolyte at an excessive rate Electronic components in the electrical system could be adversely affected by higher than normal voltage if a faulty voltage regulator setting is causing the overcharging To preclude these possibilities an over voltage sensor will automatically shut down the alternator and the over voltage warning light will illuminate if the charge voltage reaches approximately 16 volts Assuming that the malfunction was only momentary an attempt should be made to reactivate the alternator system To do this turn both sides of the master switch off and then on again If the problem no longer exists normal alternator charging will resume and the warning light will go off If the light comes on again a malfunction is confirmed In this event the flight should be terminated and or the current drain on the battery minimized because the battery can supply the electrical system for only a limited period of time If the emergency occurs at night power must be conserved for later use of the landing light and flaps during landing INSUFFICIENT RATE OF CHARGE If the ammeter indicates a continuous discharge rate in flight the alternator is not supplying power to the system and should be shut down since the alternator field circuit may be placing an unnecessary load on the system All non essential equipment should be turned off and the flight terminated as soon as practical
15. commercially for hire must have a complete inspection every 100 hours of operation In lieu of the above requirements an aircraft may be inspected in accordance with a progressive inspection schedule which allows the work load to be divided into smaller operations that can be accomplished in Shorter time periods 9 6 The CESSNA PROGRESSIVE CARE PROGRAM has been developed to provide a modern progressive inspection schedule that satisfies the com plete aircraft inspection requirements of both the 100 HOUR and ANNUAL inspections as applicable to Cessna aircraft CESSNA PROGRESSIVE CARE The Cessna Progressive Care Program has been designed to help you realize maximum utilization of your aircraft at a minimum cost and down time Under this program your aircraft is inspected and maintained in four operations at 50 hour intervals during a 200 hour period The op erations are recycled each 200 hours and are recorded in a specially pro vided Aircraft Inspection Log as each operation is conducted The Cessna Aircraft Company recommends Progressive Care for air craft that are being flown 200 hours or more per year and the 100 hour inspection for all other aircraft The procedures for the Progressive Care Program and the 100 hour inspection have been carefully worked out by the factory and are followed by the Cessna Dealer Organization The complete familiarity of Cessna Dealers with Cessna equipment and factory approved procedures provid
16. from the Cessna Customer Services Department 9 8 A subscription form is supplied in your Customer Care Program book for your use should you choose to request this service Your Cessna Dealer will be glad to supply you with details concerning these follow up programs and stands ready through his Service Department to supply you with fast efficient low cost service 2 PUBLICATIONS Various publications and flight operation aids are furnished in the aircraft when delivered from the factory These items are listed below CUSTOMER CARE PROGRAM BOOK OWNER S MANUALS FOR YOUR AIRCRAFT AVIONICS AND AUTOPILOT POWER COMPUTER SALES AND SERVICE DEALER DIRECTORY Tne following additional publications plus many other supplies that are applicable to your aircraft are available from your Cessna Dealer SERVICE MANUALS AND PARTS CATALOGS FOR YOUR AIRCRAFT ENGINE AND ACCESSORIES AVIONICS AND AUTOPILOT Your Cessna Dealer has a current catalog of all Customer Services Supplies that are available many of which he keeps on hand Supplies which are not in stock he will be happy to order for you Section ll im OPERATIONAL DATA The operational data shown on the following pages are compiled from actual tests with the aircraft and engine in good condition and using aver age piloting technique You will find this data a valuable aid when plan ning your flights A power setting se
17. in the navigation lights system which causes the cir cuit breaker to open will de activate both the navigation lights and the transmitter relay In this event the navigation light switch should be turned off to isolate the circuit then reset the circuit breaker to re activate the transmitter relay and permit its usage Do not turn on the navigation lights switch until the malfunction has been corrected LIGHTING EQUIPMENT EXTERIOR LIGHTING Conventional navigation lights are located on the wing tips and top of the rudder Optional lighting includes a single landing light or dual landing taxi lights in the cowl nose cap a flashing beacon on the top of 2 6 the vertical fin a strobe light on each wing tip and two courtesy lights one under each wing just outboard of the cabin door The courtesy lights are controlled by the dome light switch located on the overhead console All other exterior lights are controlled by rocker type switches located on the left switch and control panel The switches are ON in the up posi tion and OFF in the down position The flashing beacon should not be used when flying through clouds or overcast the flashing light reflected from water droplets or particles in the atmosphere particularly at night can produce vertigo and loss of orientation The two high intensity strobe lights will enhance anti collision pro tection lowever the lights should be turned off when taxiing in the vicinity of other ai
18. me i original RPM with heat off determine by trial and error 1 ion amount of carburetor heat required for ice free operat NOTE Carburetor heat should not be applied during take off unless absolutely necessary to obtain smooth engine acceleration usually in sub zero temperatures OIL QUICK DRAIN VALVE An oil quick drain valve is optionally offered to replace iif een plug in the oil sump drain port The valve provides a quicker clean er method of draining engine oil To drain the pair ips Mp w RTA 1 the valve route the hose stalled slip a hose over the end of dx deas in d of the valve until it snaps container then push upward on the en ition ring clips will hold the valve open 5 e E b oe S tool to snap the valve into the extended closed position and remove the drain hose ALPHABETICAL INDEX A After Landing 1 6 Aircraft file 5 5 mooring 5 1 securing 1 7 Airspeed Correction Table 6 2 Airspeed Indicator True 7 5 Airspeed Indicator Markings 4 3 Airspeed Limitations 4 3 Alternate Source Valve Static Pressure 7 2 Alternator Check 2 13 Aluminum Surfaces 5 3 Ammeter 2 5 Authorized Operations 4 1 B Balked Landing 1 6 2 19 Before Landing 1 6 Before Starting Engine 1 4 Before Take Off 1 4 2 12 alternator check 2 13 magneto check 2 12 warm up 2 12 C Cabin Heating Ventilating and Defrosting System 2
19. ou engine it will not fire at all and additional priming will be necessary z As soon as the cylinders begin to fire open the throttle slightly to keep 4 it running Figure 2 4 2 10 2 11 FS After starting if the oil gage does not begin to show pressure within 30 seconds in the summertime and about twice that long in very cold weather stop engine and investigate Lack of oil pressure can cause serious engine damage After starting avoid the use of carburetor heat unless icing conditions prevail NOTE Additional details for cold weather starting and operation 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 a minimum and that all controls be utilized see Taxiing Diagram figure 2 4 to maintain directional control and balance The carburetor heat control knob should be pushed full in during all ground operations unless heat is absolutely necessary When the knob is pulled out to the heat position air entering the engine is not filtered Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips BEFORE TAKE OFF WARM UP If the engine accelerates smoothly the aircraft is ready for take off Since the engine is closely cowled for efficient in flight engine cooling precautions should be taken to avoid overheating during pr
20. tanks are nearly full and the wings are not level For fuel system servicing information refer to Servicing Require ments on the inside back cover FUEL TANK SUMP QUICK DRAIN VALVES Each fuel tank sump is equipped with a fuel quick drain valve to facili tate draining and or examination of fuel for contamination and grade The valve extends through the lower surface of the wing just outboard of the cabin door A sampler cup stored in the aircraft is used to examine the fuel Insert the probe in the sampler cup into the center of the quick drain valve and push Fuel will drain from the tank sump into the sampler cup until pressure on the valve is released LONG RANGE FUEL TANKS Special wings with long range fuel tanks are available to replace the standard wings and fuel tanks for greater endurance and range When these tanks are installed the total usable fuel for all flight conditions is 48 gallons ELECTRICAL SYSTEM Electrical energy is supplied by a 14 volt direct current system powered by an engine driven alternator see figure 2 3 A 12 volt bat tery is located on the left hand forward portion of the firewall Power is supplied to all electrical circuits through a split bus bar one side con 2 3 taining electronic systems and the other side having general electrical systems Both sides of the bus are on at all times except when either an ELECTRICAL SYSTEM SCHEMATIC external power source is connected or the ignitio
21. the speaker audio for all radios If the audio amplifier in the selected transceiver fails as evidenced by loss of speaker audio for all radios place the transmitter selector switch in the other transceiver position Since an audio amplifier is not utilized for head phones a malfunctioning amplifier will not affect headphone operation SPEAKER PHONE SWITCHES The speaker phone switches determine whether the output of the receiver in use is fed to the headphones or through the audio amplifier to the speaker Place the switch for the desired receiving system either in the up position for speaker operation or in the down position for head phones MICROPHONE HEADSET A microphone headset combination is offered as optional equipment Using the microphone headset and a microphone keying switch on the left side of the pilot s control wheel the pilot can conduct radio communica tions without interrupting other control operations to handle a hand held microphone Also passengers need not listen to all communications The microphone and headset jacks are located near the lower left corner of the instrument panel 1 4 TRUE AIRSPEED INDICATOR A true airspeed indicator is available to re tru zator i place the standard air speed indicator in your airplane The true airspeed indicator has a cali brated rotatable ring which works in conjunction with the airspeed indi cator dial in a manner similar to the operation of a flight
22. wing leading edges be prepared for significantly higher stall speed 8 Leave wing flaps retracted With a severe ice build up on the horizontal tail the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effectiveness 9 Open left window and if practical scrape ice from a portion of the windshield for visibility in the landing approach 10 Perform 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 Perform a landing in level attitude ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING A gradual loss of RPM and eventual engine roughness may result from the formation of carburetor ice To clear the ice apply full throttle and pull the carburetor heat knob full out until the engine runs smoothly then remove carburetor heat and readjust the throttle If conditions require the continued use of carburetor heat in cruise flight use the minimum amount of heat necessary to prevent ice from forming and lean the mixture slightly for smoothest engine operation SPARK PLUG FOULING A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits This may be verified by turning the ignition switch momentarily from BOTH to either L or R position An obvious power loss in single ignition operation is evidence of s
23. 1 4 to 1 2 for a small amount of cabin heat Additional heat is available by pulling the 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 Front cabin heat and ventilating air is supplied by outlet holes spaced across a cabin manifold just forward of the pilot s and copilot s feet Rear cabin heat and air is supplied by two ducts from the manifold one extending down each side of the cabin to an outlet at the front door post at floor level Windshield defrost air is also supplied by a duct leading from the cabin manifold Two knobs control sliding valves in the defroster out let and permit regulation of defroster airflow 2 8 Separate adjustable ventilators supply additional air one near each upper corner of the windshield supplies air for the pilot and copilot and two optional ventilators in the rear cabin ceiling supply air to the rear seat passengers SHOULDER HARNESSES Shoulder harnesses are provided as standard equipment for the pilot and front seat passenger and as optional equipment for the rear seat passengers Seat belts are standard equipment for all passengers Each standard front seat harness is attached to a rear door post just above window line and is stowed behind a stowage sheath mounted above each cabin door The optional rear seat shoulder harnesses are attached just behind th
24. 220 The design load factors are 150 of the above and in all cases the structure meets or exceeds design loads 4 1 MANEUVERS UTILITY CATEGORY This aircraft is not designed for purely aerobatic flight However in the acquisition of various certificates such as commercial pilot in strument pilot and flight instructor certain maneuvers are required by the FAA All of these maneuvers are permitted in this aircraft when 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 Weight ss 9 2000 lbs Flight Load Factor Flaps Up m 14 4 1 76 Flaps DOWD 2 x 3 0 In the utility category the baggage compartment and rear seat must not be occupied No aerobatic maneuvers are approved except those list ed below MANEUVER RECOMMENDED ENTRY SPEED Chandelles 120 mph 104 knots Lazy Eights l T 120 mph 104 knots Steep Turns Dum 9r o 2 LED S knots Spins a Slow Deceleration Stalls Except Whip Stalls Slow Deceleration Abrupt use of the controls is prohibited above 112 MPH Aerobatics that may impose high loads should not be attempted The important thing to bear in mind in flight maneuvers is that the aircraft is clean in aerodynamic design and will build up speed quickly with the nose
25. 8 Capacity fuel inside back cover oil inside back cover Carburetor Air Temperature Gage 4 4 7 5 Carburetor Icing 3 7 Care interior 5 4 propeller 5 3 Center of Gravity Moment Envelope 4 8 Cessna Customer Care Program 9 7 Cessna Progressive Care 5 7 Circuit Breakers and Fuses 2 6 Climb data 2 15 enroute 1 5 2 15 maximum rate of climb data chart 6 3 speeds 2 15 Cold Weather Equipment 7 1 ground service plug receptacle 7 1 static pressure alternate source valve 7 2 winterization kit 7 1 Cold Weather Operation 2 19 flight operations 2 20 starting 2 18 Correction Table Airspeed 6 2 Crosswind Landing 2 18 Crosswind Take Off 2 14 Cruise Performance Chart 2 15 6 4 Cruising 1 5 2 16 D Diagram electrical system 2 4 ELT control panel 3 10 exterior inspection 1 2 fuel system 2 2 Index 1 instrument panel 1 8 loading arrangements 4 5 maximum glide 6 6 principal dimensions ii radio selector switches 7 3 taxiing 2 11 Dimensions Principal il Disorientation In Clouds 3 5 emergency let downs through clouds 3 5 executing 180 turn in clouds 3 5 recovery from spiral dive 3 6 Ditching 3 3 E Electrical Fire in Flight 3 4 Electrical Power Supply System Malfunctions 3 8 excessive rate of charge 3 9 insufficient rate of charge 3 9 Electrical System 2 3 ammeter 2 9 circuit breakers and fuses 2 6 ground service plug receptacle 1 1 master switc
26. F DATA TAKE OFF DISTANCE FROM HARD SURFACE RUNWAY WITH FLAPS UP AT 2500 FT amp BF TOTAL TO CLEAR GROUND TO CLEAR 50 FT OBS RUN 50 FT OBS 865 1525 1040 615 1170 150 850 505 1095 155 820 530 580 340 180 570 A TAL 1910 1485 1100 1325 1005 720 920 680 470 AT 5000 EI 5000 FT amp 41 F F GROUND RUN 1255 920 630 905 645 425 625 430 270 TOTAL TO CLEAR 50 FT OBS 2480 1955 1480 1625 1250 910 1095 820 575 gt A 7 70 m m O ZU ZU m 1 O 2 e m AT 7500 FT amp 32 F 1120 810 595 165 535 345 Increase distance 10 for each 25 F above standard temperature for particular altitude For operation on a dry grass runway increase distances both ground run and total to clear 50 ft obstacle by 7 of the total to clear 50 ft obstacle figure GROSS WEIGHT POUNDS TOTAL TO CLEAR 50 5 Flaps up full throttle mixture leaned for smooth operation above 3000 ft Fuel used includes warm up and take off allowance For hot weather decrease rate of climb 20 ft min for each 10 F above standard day temperature for IDEE altitude 9 Figure 6 3 CRUISE PERFORMANCE m SKYHAWK NOTE Maximum cruise is normally limited to 75 power Cruise speeds for the standard Model 172 1 to MPH lower than shown with the maximum difference occurring
27. HER EQUIPMENT WINTERIZATION KIT For continuous operation in temperatures consistently below 20 F the Cessna winterization kit available from your Cessna Dealer should be installed to improve engine operation The kit consists of two baffles which attach to the engine air intakes in the cowling a re strictive cover plate for the oil cooler air inlet in the right rear vertical engine baffle and insulation for the crankcase breather line Once in stalled the crankcase breather insulation is approved for permanent use in both cold and hot weather 3 GROUND SERVICE PLUG RECEPTACLE ground service plug receptacle may be installed to permit use of an external power source for cold weather starting and during lengthy main tenance work on the airplane electrical system with the exception of elec tronic equipment NOTE Electrical power for the airplane electrical circuits is pro vided through a split bus bar having all electronic circuits on one side of the bus and other electrical circuits on the other side of the bus When an external power source is connected a contactor automatically opens the circuit to the electronic portion of the split bus bar as a protection against damage to the transistors in the electronic equip ment by transient voltages from the power source There fore the external power source can not be used as a source of power when checking electronic components Just before connecting an exte
28. If obstacles must be cleared during the go around climb leave the wing flaps in the 10 to 20 range and maintain a climb speed of 65 to 75 MPH until the obstacles are cleared Above 3000 feet lean the mixture to ob tain maximum RPM After clearing any obstacles the flaps may be re tracted as the aircraft accelerates to the normal flaps up climb speed of 80 to 90 MPH COLD WEATHER OPERATION STARTING Prior to starting on a cold morning it is advisable to pull the pro peller through several times by hand to break loose or limber the oil thus conserving battery energy NOTE When pulling the propeller through by hand treat it as if the ignition switch is turned on A loose or broken ground wire on either magneto could cause the engine to fire In extremely cold 0 F and lower weather the use of an external pre heater and an external power source are recommended whenever possible to obtain positive starting and to reduce wear and abuse to the engine and electrical system Pre heat will thaw the oil trapped in the oil cooler which probably will be congealed prior to starting in extremely cold tem peratures When using an external power source the position of the master switch is important Refer to Section VII under Ground Service Plug Receptacle for operating details 2 19 Cold weather starting procedures are as follows With Preheat 1 With ignition switch OFF and throttle closed prime the engine four to ei
29. MPH flaps DOWN BALKED LANDING Throttle FULL Carburetor Heat COLD Wing Flaps 20 Airspeed 65 MPH Wing Flaps RETRACT slowly NORMAL LANDING 1 2 3 Touchdown MAIN WHEELS FIRST Landing Roll LOWER NOSE WHEEL GENTLY Braking MINIMUM REQUIRED AFTER LANDING 1 Wing Flaps UP 2 Carburetor Heat COLD 1 6 SECURING AIRCRAFT 1 2 3 4 5 6 Parking Brake SET Radios Electrical Equipment Autopilot OFF Mixture IDLE CUT OFF pulled full out Ignition Switch OFF Master Switch OFF Control Lock INSTALL 1 7 p C 9 1 8 No 2 LOC Reversed Indicator INSTRUMENT PANEL 32 Clock Opt Aircraft Registration Number Flight Instrument Group Suction Gage Opt is Marker Beacon Indicator orsa Lights and Switches Opt Altimeter Vertical Indicator Opt and Tachometer Fuel and Oil Gages Light Opt 17 Over Voltage Warning Light No 1 LOC Reversed Indicator Ammeter Light Opt Optional instrument Space Omni Course Indicators Opt ADF Opt ADF Bearing Indicator Opt Magnetic Compass Radio Selector Switches Opt Rear View Mirror Opt Radios and Transponder Opt Autopilot Control Unit Opt Optional Radio Space Map Compartment Wing Flap Position Indicator Cigar Lighter
30. NTITY INDICATORS NOTE Empty 2 0 gallons unusable each tank E red line Loading Graph information for the pilot passengers TACHOMETER and baggage is based on seats positioned for average Normal Operating Range occupants and baggage loaded in the center of the At sea level 2200 2500 RPM inner green arc baggage area as shown on the Loading Arrangements At 5000 feet 2200 2600 RPM middle green arc diagram For loadings which may differ from these At 10 000 feet 2200 2700 RPM outer green arc the Sample Loading Problem lists fuselage stations Maximum Allowable 2700 RPM red line for these items to indicate their forward and aft c g range limitation seat travel or baggage area limi CARBURETOR AIR TEMPERATURE GAGE OPT tation Additional moment calculations based on Icing Range 15 to 5 C yellow arc the actual weight and c g arm fuselage station of the item being loaded must be made if the position of the load is different from that shown on the Loading Graph Total the weights and moments 1000 and plot these values on the Center of Gravity Moment Envelope to determine whether the point falls within the envelope and if the loading is acceptable WEIGHT AND BALANCE The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations To figure weight and b
31. RIGHT tank is reserved for cruising flight NOTE With low fuel 1 8th tank or less a prolonged steep de scent 1500 feet or more with partial power full flaps and 80 MPH or greater should be avoided due to the pos sibility of the fuel tank outlets being uncovered causing temporary fuel starvation If starvation occurs leveling the nose should restore power within 20 seconds NOTE When the fuel selector valve handle is in the BOTH po sition in cruising flight unequal fuel flow from each LEFT FUEL TANK SELECTOR VALVE TO ENSURE MAXIMUM FUEL CAPACITY WHEN REFUELING PLACE TIIE FUEL SELECTOR VALVE IN EITHER LEFT OR HIGHT POSITION TO PREVENT CROSS FEEDING TO ENGINE ENGINE PRIMER CODE FUEL SUPPLY TO ENGINE 2 2 _ MECHANICAL GE CARBURETOR FUEL SYSTEM SCHEMATIC RIGHT FUEL TANK a a THROTTLE a a MIXTURE CONTROL KNOB tank may occur if the wings are not maintained exactly level Resulting wing heaviness can be alleviated gradually by turning the selector valve handle to the tank in the heavy wing NOTE It is not practical to measure the time required to con sume 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 in terconnected by a vent line figure 2 2 and therefore some sloshing of fuel between tanks can be expected when the
32. This will be ac 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 To recover from an intentional or inadvertent spin use the following procedure 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 of neutral in a brisk motion 2 17 4 As the rotation stops neutralize the rudder and make a smooth recovery from the resulting dive Intentional spins with flaps extended are prohibited LANDINGS Normal landings are made power off with any flap setting desired Steep slips 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 NOTE Carburetor heat should be applied prior to any signi ficant reduction or closing of the throttle NORMAL LANDING Landings should be made on the main wheels first to reduce the land ing speed and subsequent need for braking in the landing roll The nose wheel is lowered to the runway gently after the speed has diminshed to avoid unnecessary nose gear loads This procedure is especially im portant in rough or soft field landings SHORT FIELD LANDING For short field landings make a power off approach at appr
33. alance use the Sample Loading Problem Loading Graph and Center of Gravity Moment Envelope as follows Take the licensed empty weight and moment from appropriate weight and balance records carried in your aircraft and write them down in the column titled YOUR AIRPLANE on the Sample Loading Problem STATION STATION NOTE The licensed empty weight and moment recorded LOADING i on the Weight and Balance and Installed Equipment ARRANGEMENTS 37 Data sheet or on revised weight and balance records are included the aircraft file In addition to Pilot or passenger center of gravity the licensed empty weight and moment noted on these mec cee records the c g arm fuselage station is also shown ke acie ici but need not be used on the Sample Loading Problem Tu moment which is shown must be divided by 1000 areas shown and this value used as the moment 1000 on the loading problem ddr er call rr 142 can be used as convenient interior reference STANDARD OPTIONAL for dete the location of baggage using SEATING SEATING Use the Loading Graph to determine the moment 1000 for each addi tional item to be carried then list these on the loading problem 4 4 4 5 ___ pu LOAD WEIGHT POUNDS SAMPLE YOUR AIRPLANE AIRPLANE SAM PLE LOADI NG PROBLEM Weight Moment Weight Moment lbs 1b ins Ibs Ib ins
34. altitudes and percent powers This table should be used as a guide along with the available winds aloft information to determine the most favorable altitude and power setting for a given trip 2 15 CRUISE PERFORMANCE SKYHAWK Sea Level 111 4000 Feet 114 8000 Feet Ir 117 Standard Conditions Zero Wind To achieve the Iean mixture fuel consumption figures shown in Section VI the mixture should be leaned as follows 1 Pull the mixture control out until engine RPM peaks and begins to fall off 2 Enrichen slightly back to peak RPM For best fuel economy at 75 power or less operate at the leanest mixture that results in smooth engine operation or at 50 RPM on the lean side of the peak RPM whichever occurs first This will result in approxi mately 5 greater range than shown in this manual Carburetor ice as evidenced by an unexplained drop in RPM can be removed by application of full carburetor heat Upon regaining the origi nal RPM with heat off use the minimum amount of heat by trial and error to prevent ice from forming Since the heated air causes a richer mixture readjust the mixture setting when carburetor heat is to be used continuously in cruise flight The use of full carburetor heat is recommended during flight in heavy rain to avoid the possibility of engine stoppage due to excessive water in gestion or carburetor ice The mixture setting should be readjusted for smoothest operation In extrem
35. and flying conditions encountered in your locality rough surface during hangaring MOORING YOUR AIRPLANE GROUND HANDLING SHHONI GNNOd 0001 LNAWOW LAVYOUIY AAAVOT OTT 501 001 56 06 588 08 SL 0 50 09 g OS Sb Bhan S A EL ELELEE a ES CELTI eee ak A Le oF daa nes Se eee EHE En HEH a 290 T TEJ LLLA z ER BRHRP EHE rr 3 a we 0008 e c c T SQNNOd LHOISA LAVHOHIV Q3QVO I E L LLILLLIDIIILLILTITITLTTTTTS SRR 0 0 BRE 5 TCO CCL secure each strength to wing tail and nose tie down rings a rope to a ramp tie down 5 1 3 Install a surface control lock over the fin and rudder 4 Install a pitot tube cover WINDSHIELD WINDOWS The plastic windshield and windows should be cleaned with an aircraft windshield cleaner Apply the cleaner sparingly with soft cloths and rub with moderate pressure until all dirt oil scum and bug stains are re moved Allow the cleaner to dry then wipe it off with soft flannel cloths If a windshield cleaner is not available the plastic can be cleaned with soft cloths moistened with Stoddard solvent to rem
36. 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 obtain radio clearance for an emergency descent through clouds To guard against a spiral dive choose an easterly or westerly heading to minimize compass card swings due to changing bank angles In addition keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator Occasionally check the compass heading and make minor corrections to hold an approxi mate course Before descending into the clouds set up a stabilized let 3 5 5 m amic down condition as follows 1 Apply full rich mixture 2 Use full carburetor heat 3 Reduce power to set up a 500 to 800 ft min rate of descent 4 Adjust the elevator trim tab for a stabilized descent at 80 to 90 MPH 5 Keep hands off the control wheel 65 Monitor turn coordinator and make corrections by rudder alone 7 Check trend of compass card movement and make cautious cor rections with rudder to stop the turn 8 Upon breaking out of clouds resume normal cruising flight RECOVERY FROM A SPIRAL DIVE If a spiral is encountered proceed as follows 1 Close the throttle 2 Stop the turn by using coordinated aileron and rudder control to align the symbolic aircraft in the turn coordinator with the horizon reference line 3
37. ariations of no more than 2 MPH and 15 feet respectively 1 2 RADIO SELECTOR SWITCHES RADIO SELECTOR SWITCH OPERATION Operation of the radio equipment is normal as covered in the respec tive radio manuals When more than one radio is installed an audio switching system is necessary The operation of this switching system is described below TRANSMITTER SELECTOR SWITCH The transmitter selector switch labeled TRANS has two positions When two transmitters are installed it is necessary to switch the micro phone to the radio unit the pilot desires to use for transmission This is accomplished by placing the transmitter selector switch in the position corresponding to the radio unit which is to be used The up position selects the upper transmitter and the down position selects the lower transmitter RADIO SELECTOR SWITCHES 1 3 SPEAKER 2 COM 1 COM 2 DME ADF PHONES TRANS TRANSMITTER SELECTOR SWITCH 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 The installation of Cessna radio equipment provides certain audio back up capabilities and transmitter selector switch functions that the pilot should be familiar with When the transmitter selector switch is placed in position 1 or 2 the audio amplifier of the corresponding trans ceiver is utilized to provide
38. aterials and specifications Figure Ole cem ey Remove rudder gust lock if installed Disconnect tail tie down Check control surfaces for freedom of movement and security Check aileron for freedom of movement and security Disconnect wing tie down Check main wheel tire for proper inflation Before first flight of the day and after each refueling use sampler cup and drain small quantity of fuel from fuel tank sump quick drain valve to check for water sediment and proper fuel grade Visually check fuel quantity then check fuel filler cap secure Check oil level Do not operate with less than six quarts Fill to eight quarts for extended flights Before first flight of the day and after each refueling pull out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment Check strainer drain closed If water is observed the fuel system may contain additional water and further draining of the system at the strainer fuel tank sumps and fuel selector valve drain plug will be necessary Check propeller and spinner for nicks and security Check landing light s for condition and cleanliness Check carburetor air filter for restrictions by dust or other foreign matter Check nose wheel 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 main whee
39. btain fire extinguishers 4 When ready to extinguish fire discontinue cranking and turn off master switch ignition switch and fuel selector valve 5 Smother flames with fire extinguisher seat cushion wool blanket or loose dirt If practical try to remove carburetor air filter if it is ablaze 6 Make a thorough inspection of fire damage and repair or replace damaged components before conducting another flight ENGINE FIRE IN FLIGHT Although engine fires are extremely rare in flight the following steps should be taken if one is encountered 1 Mixture IDLE CUT OFF 2 Fuel Selector Valve OFF 3 Master Switch OFF 4 Cabin Heat and Air OFF except overhead vents 5 Airspeed 120 MPH If fire is not extinguished increase glide speed to find an airspeed which will provide an incombustible mixture Execute a forced landing as outlined in preceding paragraphs ELECTRICAL FIRE IN FLIGHT The initial indication of an electrical fire is usually the odor of burn ing insulation The following procedure should then be used 1 Master Switch OFF 2 All Radio Electrical Switches OFF 3 Vents Cabin Air Heat CLOSED 4 Fire Extinguisher ACTIVATE if available If fire appears out and electrical power is necessary for continuance of flight 5 Master Switch ON 6 Circuit Breakers CHECK for faulty circuit do not reset 7 Radio Electrical Switches ON one at atime w
40. computer TO OBTAIN TRUE AIRSPEED rotate ring until pressure altitude is aligned with outside air temperature in degrees Fahrenheit Then read true airspeed on rotatable ring opposite airspeed needle NOTE Pressure altitude should not be confused with indicated altitude To obtain pressure altitude set barometric scale on altimeter to 29 92 and read pressure altitude on altimeter Be sure to return altimeter barometric scale to original barometric setting after pressure alti tude has been obtained CARBURETOR AIR TEMPERATURE GAGE A carburetor air temperature gage ma i y be installed in the aircraft to help detect carburetor icing conditions The gage is marked with a yel low arc between 15 and 5 C The yellow arc indicates the carburetor e aange where carburetor icing can occur a placard on the gage reads NEEDLE OUT OF YELLOW ARC D ICING CONDITIONS ae Visible moisture or high humidity can cause carburetor ice formation especially in idle or low power conditions Under cruising conditions the formation of ice is usually slow providing time to detect the loss of RPM caused by the ice Carburetor icing during take off is rare since the full open throttle condition is less susceptible to ice obstruction 7 5 If the carburetor air temperature gage needle moves into the D arc during potential carburetor icing conditions or there is an mpl plained drop in RPM apply full carburetor heat Upon regair ng
41. down Proper speed control is an essential requirement for execution of any maneuver and care should always be exercised to avoid excessive speed which in turn can impose excessive loads In the execution of all maneuvers avoid abrupt use of controls Intentional spins with flaps ex tended are prohibited 4 2 AIRSPEED LIMITATIONS CAS The following is a list of the certificated calibrated airspeed CAS limitations for the aircraft Never Exceed Speed glide or dive smooth oy 182 MPH Maximum Structural Cruising Speed m p oe 145 MPH Maximum Speed Flaps Extended 100 MPH Maneuvering Speed Ji ow MEE DU Sera 112 MPH The maximum speed at which you may use abrupt control travel AIRSPEED INDICATOR MARKINGS The following is a list of the certificated calibrated airspeed mark ings CAS for the aircraft Never Exceed glide or dive smooth air 182 MPH red line Caution Range 4145 182 MPH yellow arc Normal Operating Range 61 145 MPH green arc Flap Operating Range 54 100 MPH white arc ENGINE OPERATION LIMITATIONS Power and Speed 150 BHP at 2700 RPM ENGINE INSTRUMENT MARKINGS OIL TEMPERATURE GAGE Normal Operating Range Green Arc Maximum Allowable 245 F red line OIL PRESSURE GAGE Minimum Idling ae Normal aia Range Maximum E 25 psi red line 60 90 psi green arc 100 psi red line 4 3 FUEL QUA
42. e battery Continued operation with the AAR Qu fe aa 114 alternator switch in the OFF position will reduce battery power low on Pi GPHONAL COMUOL M HEEL enough to open the battery contactor remove power from the alternator pU field and prevent alternator restart p TO IGNITION SWITCH AM M ETER CONTACTOR TO TO FLASHING BEACON OFT emeu The ammeter indicates the flow of current in amperes from the T i Dun omo c alternator to the battery or from the battery to the aircraft electrical M p Dy gen vas system When the engine is operating and the master switch is ON ADAS AURUINSEMAEN the ammeter indicates the charging rate applied to the battery In the i IGNITION R event the alternator is not functioning or the electrical load exceeds the m FUEL QUANTITY INDICATORS output of the alternator the ammeter indicates the discharge rate of the MATIEK fi y T RUNG LR POSITION battery 0 wine rar srstem OVER VOLTAGE SENSOR AND WARNING LIGHT Bro The aircraft is equipped with an automatic over voltage protection system consisting of an over voltage sensor behind the instrument panel and a red warning light labeled HIGH VOLTAGE under the oil tempera FO OPTIONAL TURN COORDINATOR ture and pressure gages OR OPTIONAL TURN AND BANK TO PHOT HEAT SYSTEM TURN INDICATOR In the event an over voltage condition occurs the over vo
43. e lower corners of the aft side windows Each harness is stowed behind a stowage sheath located above the aft side window To use a Standard front or optional rear seat shoulder harness fasten and adjust the seat belt first Remove the harness from the stowed posi tion and lengthen as required by pulling on the end of the harness and the narrow release strap Snap the harness metal stud firmly into the retain ing slot adjacent to the seat belt buckle Then adjust to length by pulling down on the free end of the harness A properly adjusted harness will permit the occupant to lean forward enough to sit completely erect but is tight enough to prevent excessive forward movement and contact with ob jects during sudden deceleration Also the pilot will want the freedom to reach all controls easily Releasing and removing the shoulder harness is accomplished by pulling upward on the narrow release strap and removing the harness stud from the slot in the seat belt buckle In an emergency the shoulder harness may be removed by releasing the seat belt first and pulling the harness over the head by pulling up on the release strap INTEGRATED SEAT BELT SHOULDER HARNESSES WITH INERTIA REEL Optional integrated seat belt shoulder harnesses with inertia reels are available for the pilot and front seat passenger The seat belt shoulder harnesses extend from inertia reels located in the cabin ceiling to attach 2 9 points on the inboard side of
44. ed Cessna Dealer throughout the world upon presentation of your Customer Care Card which establishes your eligibility under the warranty FACTORY TRAINED PERSONNEL to provide you with courteous expert service FACTORY APPROVED SERVICE EQUIPMENT to provide you with the most efficient and accurate workmanship possible A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING CESSNA AIRPLANES since Cessna Dealers have all of the Service Manuals and Parts Catalogs kept current by Service Letters and Service News Letters published by Cessna Aircraft Company We urge all Cessna owners to use the Cessna Dealer Organization to the fullest current Cessna Dealer Directory accompanies your new airplane The Directory is revised frequently and a current copy can be obtained from your Cessna Dealer Make your Directory one of your cross country flight planning aids a warm welcome awaits you at every Cessna Dealer ii PRINCIPAL DIMENSIONS Maximum height of aircraft with nose gear depressed all tires and nose strut properly inflated and optional flashing beacon installed ide Wing span of aircraft with optional strobe lights installed TABLE OF CONTENTS Page SECTION OPERATING CHECKLIST 1 1 SECTION DESCRIPTION AND OPERATING DETAILS 2 1 SECTION EMERGENCY PROCEDURES 3 1
45. ed in this section should be considered and applied as necessary to correct the prob lem ENGINE FAILURE ENGINE FAILURE AFTER TAKE OFF Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after take off In most cases the landing should be planned straight ahead with only small changes in direction to avoid obstructions Altitude and airspeed are seldom suffi cient to execute a 180 gliding turn necessary to return to the runway The following procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown 1 Airspeed 75 MPH flaps UP 70 MPH flaps DOWN 2 Mixture IDLE CUT OFF 3 Fuel Selector Valve OFF 4 Ignition Switch OFF 5 Wing Flaps AS REQUIRED 40 recommended 6 Master Switch OFF ENGINE FAILURE DURING FLIGHT While gliding toward a suitable landing area an effort should be made to identify the cause of the failure If time permits and an engine restart 3 1 is feasible proceed as follows 1 Airspeed 80 MPH 2 Carburetor Heat ON 3 Fuel Selector Valve BOTH 4 Mixture RICH 5 Ignition Switch BOTH or START if propeller is not windmilling 6 Primer IN and LOCKED If the engine cannot be restarted a forced landing without power must be executed A recommended procedure for this is given in the following paragraph FORCED LANDINGS
46. ed light In the bottom position standard white lighting is provided The center position is OFF 2 1 WING FLAP SYSTEM The wing flaps are electrically operated by a flap motor located in the right wing Flap position is controlled by a switch labeled WING FLAPS on the lower center portion of the instrument panel Flap posi tion is shown by an indicator on the lower right portion of the instrument panel below the right control wheel position To extend the wing flaps the flap switch must be depressed and held in the DOWN position until the desired degree of extension is reached Releasing the switch allows it to return to the center off position Normal full flap extension in flight will require approximately 9 seconds After the flaps reach maximum extension or retraction limit switches will automatically shut off the flap motor To retract the flaps place the flap switch in the UP position The switch will remain in the UP position without manual assistance due to an over center design of the switch Full flap retraction in flight requires approximately 7 seconds More gradual flap retraction can be accom plished by intermittent operation of the flap switch to the UP position After full retraction the switch is normally returned to the center off position CABIN HEATING VENTILATING AND DEFROSTING SYSTEM For cabin ventilation pull the CABIN AIR knob out To raise the air temperature pull the CABIN HT knob out approximately
47. ely heavy rain the use of partial carburetor heat control approximately 2 3 out and part throttle closed at least one inch may 2 16 be necessary to retain adequate power Power changes should be made cautiously followed by prompt adjustment of the mixture for smoothest operation STALLS The stall characteristics are conventional and aural warning is pro vided by a stall warning horn which sounds between 5 and 10 MPH above the stall in all configurations Power off stall speeds at maximum gross weight and aft c g posi tion are presented on page 6 2 as calibrated airspeeds since indicated airspeeds are unreliable near the stall SPINS Intentional spins are approved in this aircraft in the Utility Category only Although this aircraft is inherently resistant to spins the follow 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 than is used for stalls Then just as the stall occurs apply full up ele vator full rudder in the desired spin direction and momentarily use full engine power As the aircraft begins to spin reduce the power to idle and maintain full pro spin elevator and rudder deflections The applica 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 tend to change into a spiral particularly to the right
48. es the highest level of service possible at lower cost to Cessna owners CESSNA CUSTOMER CARE PROGRAM Specific benefits and provisions of the CESSNA WARRANTY plus other important benefits for you are contained in your CUSTOMER CARE PROGRAM book supplied with your aircraft You will want to thoroughly ES your Customer Care Program book and keep it in your aircraft at all times Coupons attached to the Program book entitle you to an initial inspec tion and either a Progressive Care Operation No 1 or the first 100 hour inspection within the first 6 months of ownership at no charge to you If you take delivery from your Dealer the initial inspection will have been performed before delivery of the aircraft to you If you pick up your air craft at the factory plan to take it to your Dealer reasonably soon after you take delivery so the initial inspection may be performed allowing the Dealer to make any minor adjustments which may be necessary 5 7 You will also want to return to your Dealer either at 50 hours for your first Progressive Care Operation or at 100 hours for your first 100 hour inspection depending on which program you choose to establish for your aircraft While these important inspections will be performed for you by any Cessna Dealer in most cases you will prefer to have the Dealer from whom you purchased the aircraft accomplish this work SERVICING REQUIREMENTS For quick and ready reference quantities materials a
49. ght strokes as the propeller is being turned over by hand NOTE Use heavy strokes of primer for best atomization of fuel After priming push primer all the way in and turn to locked position to avoid possibility of engine drawing fuel through the primer 2 Propeller Area CLEAR 3 Master Switch ON 4 Mixture FULL RICH 5 Throttle OPEN 1 8 6 Ignition Switch START 7 Release ignition switch to BOTH when engine starts 8 Oil Pressure CHECK Without Preheat 1 Prime the engine six to ten strokes while the propeller is being turned by hand with throttle closed Leave primer charged and ready for stroke 2 Propeller Area CLEAR 3 Master Switch ON 4 Mixture FULL RICH 5 Ignition Switch START 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 9 Oil Pressure CHECK 10 Pull carburetor heat knob full on after engine has started Leave on until engine is running smoothly 11 Lock Primer NOTE If the engine does not start during the first few attempts or 2 20 if the engine firing diminishes in strength it is probable that the spark plugs have been frosted over Preheat must be used before another start is attempted IMPORTANT Pumping the throt
50. h 2 4 2 5 over voltage sensor and warning light 2 5 schematic 2 4 Emergency Landing without Engine Power 3 2 Emergency Let Downs Through Clouds 3 5 Emergency Locator Transmitter ELT 3 9 ELT operation 3 11 Empty Weight inside front cover Engine before starting 1 4 fire during start on ground 3 3 fire in flight 3 4 Index 2 instrument markings 4 3 oil inside back cover operation limitations 4 3 rough operation or loss of power 3 7 starting 1 4 2 10 Engine Failure 3 1 after take off 3 1 during flight 3 1 Enroute Climb 1 5 2 15 Equipment Cold Weather 1 1 Excessive Rate of Electrical Charge 3 9 Executing 180 Turn in Clouds 3 5 Exterior Inspection Diagram 1 2 Exterior Lighting 2 6 F File Aircraft 5 5 Finish and Trim Plate MAA Plate 5 4 Fires 3 3 electrical fire in flight 3 4 engine fire during start on ground 3 3 engine fire in flight 3 4 Flight in Icing Conditions 3 6 Flyable Storage 5 6 Forced Landings 3 2 ditching 3 3 emergency landing without engine power 3 2 precautionary landing with engine power 3 2 Fuel System 2 1 capacity inside back cover fuel grade inside back cover fuel quantity indicators 4 4 long range fuel tanks 2 3 quick drain valves 2 3 schematic 2 2 Fuses and Circuit Breakers 2 6 G Graph Loading 4 7 Gross Weight inside front cover Ground Handling 5 1 poi Service Plug Receptacle H Handling Airplane on Ground 5 1 Harnesse
51. i
52. ide of the seat s o r3 2 pour fug p sass USE DOWN AILERON j USE DOWN AILERON 55 4 ON LH WING AND ON RH WING AND oe S DOWN ELEVATOR DOWN ELEVATOR j 5 R G E N G 3 pegcn oer um 222 E nins x 4 2 2 MESES Ds eM MEI During engine starting open the throttle approximately 1 8 inch In D E 2 7 1 2 a E a pies eU Tee e Mee Dep warm temperatures one or two strokes of the primer should be sufficient E ee 501 pur In cold weather up to six strokes of the primer may be necessary If E oon the engine is warm no priming will be required In extremely cold tem n ain E 1 imi i Cae pu peratures it may be necessary to continue priming while cranking the d U qu c 7 engine I 9 Weak intermittent firing followed by puffs of black smoke from the exhaust stack indicates overpriming or flooding Excess fuel can be NOTE cleared from the combustion chambers by the following procedure Set CODE the mixture control full lean and the throttle full open then crank the WIND DIRECTION D Strong quartering tail winds require caution engine through several revolutions with the starter Repeat the start Avoid sudden bursts of the throttle and sharp ing procedure without any additional priming braking when the airplane is in this attitude Use the steerable nose wheel and rudder to If the engine is underprimed most likely in cold weather with a cold anne
53. ith delay after each until short circuit is localized 3 4 8 Vents Cabin Air Heat OPEN when it is ascertained that fire is completely extinguished DISORIENTATION IN CLOUDS In the event of a vacuum system failure during flight in marginal weather the directional gyro and gyro horizon will be disabled and the pilot will have to rely on the turn coordinator or the turn and bank indi cator if he inadvertently flies into clouds The following instructions assume that only the electrically powered turn coordinator or the turn and bank indicator is operative and that the pilot is hot completely pro ficient in partial panel instrument flying EXECUTING 180 TURN IN CLOUDS Upon entering the clouds an immediate plan should be made to turn back as follows 1 Note the time of the minute hand and observe the position of the sweep second hand on the clock 2 When the sweep second hand indicates the nearest half minute initiate a standard rate left turn holding the turn coordinator sym bolic aircraft wing opposite the lower left index mark for 60 seconds Then roll back to level flight by leveling the miniature aircraft 3 Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading 4 If necessary adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately 5 Maintain altitude and airspeed by cautious
54. iving location and intentions 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 6 Evacuate aircraft through cabin doors If necessary open win 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 cannot be depended on for flotation for more than a few minutes FIRES ENGINE FIRE DURING START ON GROUND Improper starting procedures during a difficult cold weather start can cause a backfire which could ignite fuel that has accumulated in the intake duct In this event proceed as follows 1 Continue cranking in an attempt to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine 2 If the start is successful run the engine at 1700 RPM for a few 3 3 minutes before shutting it down to inspect the damage 3 If engine start is unsuccessful continue cranking for two or three minutes with throttle full open while ground attendants o
55. k which is certificated as Model 172 under French Type Certificate No 25 and FAA Type Certificate No A4EU D1036 13 RAND 8000 7 75 CONGRATULATIONS Welcome to the ranks of Cessna owners Your Cessna has been designed and con structed to give you the most in performance economy and comfort It is our de sire that you will find flying it either for business or pleasure a pleasant and profitable experience This Owner s Manual has been prepared as a guide to help you get the most pleasure and utility from your Model 172 Skyhawk It contains information about your Cessna s equipment operating procedures and performance and suggestions for its servicing and care We urge you to read it from cover to cover and to refer to it frequently Our interest in your flying pleasure has not ceased with your purchase of a Cessna World wide the Cessna Dealer Organization backed by the Cessna Service Depart ment stands ready to serve you The following services are offered by most Cessna Dealers THE CESSNA WARRANTY It is designed to provide you with the most comprehensive coverage possible a No exclusions b Coverage includes parts and labor c Available at Cessna Dealers world wide d Best in the industry Specific benefits and provisions of the warranty plus other important benefits for you are contained in your Customer Care Program book supplied with your aircraft Warranty service is available to you at any authoriz
56. l tire for proper inflation Before first flight of the day and after each refueling use sampler cup and drain small quantity of fuel from fuel tank sump quick drain valve to check for water sediment and proper fuel grade Visually check fuel quantity then check fuel filler cap secure Remove pitot tube cover if installed and check pitot tube opening for stoppage Check fuel tank vent opening for stoppage Check stall warning vent opening for stoppage Disconnect wing tie down Check aileron for freedom of movement and security BEFORE STARTING ENGINE 1 2 3 4 5 Exterior Preflight COMPLETE Seats Belts Shoulder Harnesses ADJUST and LOCK Fuel Selector Valve BOTH Radios Autopilot Electrical Equipment OFF Brakes TEST and SET STARTING ENGINE m Mixture RICH Carburetor Heat COLD Master Switch ON Prime AS REQUIRED 2 to 6 strokes none if engine is warm Throttle OPEN 1 8 INCH Propeller Area CLEAR Ignition Switch START release when engine starts Oil Pressure CHECK BEFORE TAKE OFF 1 2 3 4 5 6 7 Parking Brake SET Cabin Doors and Window CLOSED and LOCKED Flight Controls FREE and CORRECT Elevator Trim TAKE OFF Fuel Selector Valve BOTH Mixture RICH below 3000 ft Throttle 1700 RPM a Magnetos CHECK RPM drop should not exceed 125 RPM on either magneto or 50 RPM differential be
57. lected from the range chart usually will be more efficient than a random setting since it will permit you to estimate your fuel consumption more accurately You will find that using the charts and your Power Computer will pay dividends in overall efficiency Cruise and range performance shown in this section is based on the use of a McCauley 1C160 DTM7553 propeller and a standard equipped Skyhawk Other conditions for the performance data are shown in the chart headings Allowances for fuel reserve headwinds take off and climb and variations in mixture leaning technique should be made and are in addition to those shown on the chart Other indeterminate variables such as carburetor metering characteristics engine and propeller condi tions externally mounted optional equipment and turbulence of the atmo sphere may account for variations of 1070 or more in maximum range Remember that the charts contained herein are based on standard day conditions For more precise power fuel consumption and endurance in formation consult the Cessna Power Computer supplied with your air craft With the Power Computer you can easily take into account temper ature variations from standard at any flight altitude 6 1 679 LHOIWXA 550990 5817 0066 54 13 201 954 13 54 13 0 9 8 JIONV INVG iO Y B U m m O 7 lt U T O gt 1 9 TAKE OF
58. ltage sen sor automatically removes alternator field current and shuts down the Figure 2 3 2 5 alternator The red warning light will then turn on indicating to the pilot that the alternator is not operating and the aircraft battery is supply ing all electrical power The over voltage sensor may be reset by turning the master switch off and back on again If the warning light does not illuminate normal alternator charging has resumed however if the light does illuminate again a malfunction has occurred and the flight should be terminated as soon as practical The over voltage warning light may be tested by momentarily turning off the ALT portion of the master switch and leaving the BAT portion turned on CIRCUIT BREAKERS AND FUSES The majority of electrical circuits in the aircraft are protected by push to reset circuit breakers mounted on the instrument panel Ex ceptions to this are the optional clock and flight hour recorder circuits and the battery contactor closing external power circuit which have fuses mounted adjacent to the battery Also the cigar lighter is protected by a manually reset type circuit breaker mounted directly on the back of the lighter behind the instrument panel When more than one radio is installed the radio transmitter relay which is a part of the radio installation is protected by the navigation lights circuit breaker labeled NAV LT It is important to remember that any malfunction
59. lthough no emer exists Select 121 5 MHz on your radio transceiver If the ELT ean be heard transmitting place the function selector switch in the OFF position then immediately return the switch to ARM 3 11 Section Il im O OPERATING LIMITATIONS OPERATIONS AUTHORIZED Your Cessna exceeds the requirements of airworthiness as set forth by the United States Government and is certificated under FAA Type Cer tificate No 3A12 as Cessna Model No 172M The aircraft may be equipped for day night VFR or IFR operation Your Cessna Dealer will be happy to assist you in selecting equipment best suited to your needs Your aircraft must be operated in accordance with all FAA approved markings and placards in the aircraft If there is any information in this section which contradicts the FAA approved markings and placards it is to be disregarded MANEUVERS NORMAL CATEGORY This aircraft is certificated in both the normal and utility category The normal category is applicable to aircraft intended for non aerobatic operations These include any maneuvers incidental to normal flying stalls except whip stalls and turns in which the angle of bank is not more than 60 In connection with the foregoing the following gross weight and flight load factors apply Gross Weight sa ste wow ee es Sta a g 2300 lbs Flight Load Factor ee 21 01 esas 1 52 Flaps DOW i em titer
60. minimize the effect of air craft noise on the public We as pilots can demonstrate our concern for environmental im provement by application of the following suggested procedures and thereby tend to build public support for aviation 1 Pilots operating aircraft under VFR over outdoor assemblies of persons recreational and park areas and other noise sensitive areas should make every effort to fly not less than 2 000 feet above the surface weather permitting even though flight at a lower level may be consistent with the provisions of government regulations 2 During departure from or approach to an airport climb after take off and descent for landing should be made so as to avoid pro longed flight at low altitude near noise sensitive areas NOTE The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instruc tions or where in the pilot s judgement an altitude of less than 2 000 feet is necessary for him to adequately exercise his duty to see and avoid other aircraft 2 22 Section Ill SSS im EMERGENCY PROCEDURES Emergencies caused by aircraft or engine malfunctions are extreme ly rare if proper pre flight inspections and maintenance are practiced Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgement when unexpected weather is encountered However should an emergency arise the basic guidelines describ
61. n starter switch is turned REGULATOR ALTERNATOR og cL wins on then a power contactor is automatically activated to open the circuit to oe 2 MA u the electronic bus Isolating the electronic circuits in this manner pre PRIMARY GHT ng p iy xdi OVER VOLTAGE SENSOR vents harmful transient voltages from damaging the transistors in the c cm B electronic equipment CIRCUIT BREAKER ait T 10 AUTOMATIC PILOT OPT iN MASTER SWITCH WOLTAGE CIGAR LIGHTER SENSOR 10 WITH CIRCUIT BREAKER E A IE ee The master switch is a split rocker type switch labeled MASTER switch ua Dra Pede T sabio torn and is ON in the up position and OFF in the down position The right half m AMMETER T of the switch labeled BAT controls all electrical power to the aircraft Ende REVERSE POLARITY a Q eer LORN The left half labeled ALT controls the alternator a HUG 71 2 traoo tom LB esc Normally both sides of the master switch should be used simulta kad J ranio orn neously however the BAT side of the switch could be turned ON sepa T D re Po rately to check equipment while on the ground The ALT side of the 2 switch when placed in the OFF position removes the alternator from mom FROM ALTERNATOR BUS the electrical system With this switch in the OFF position the entire 8 ro LANDING LIGHT S OPT electrical load is placed on th
62. n to suspect an engine failure is imminent Re duce engine power immediately and select a suitable forced landing field Leave the engine running at low power during the approach using only the minimum power required to reach the desired touchdown spot ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS Malfunctions in the electrical power supply system can be detected by periodic monitoring of the ammeter and over voltage warning light how 1 ever the cause of these malfunctions is usually difficult to determine broken alternator drive belt or wiring is most likely the cause of alterna tor failures although other factors could cause the problem A damaged or improperly adjusted voltage regulator can also cause malfunctions Problems of this nature constitute an electrical emergency and should be dealt with immediately Electrical power malfunctions usually fall into two categories excessive rate of charge and insufficient rate of charge 3 8 The paragraphs below describe the recommended remedy for each situa tion EXCESSIVE RATE OF CHARGE After engine starting and heavy electrical usage at low engine speeds such as extended taxiing the battery condition will be low enough to ac cept above normal charging during the initial part of a flight However after thirty minutes of cruising flight the ammeter should be indicating less than two needle widths of charging current If the charging rate were to remain above this value on
63. nd backing materials Soiled upholstery and carpet may be cleaned with foam type detergent used according to the manufacturer s instructions To minimize wetting the fabric keep the foam as dry as possible and remove it with a vacuum cleaner If your airplane is equipped with leather seating cleaning of the seats is accomplished using a soft cloth or sponge dipped in mild soap suds The soap suds used sparingly will remove traces of dirt and grease The soap should be removed with a clean damp cloth The plastic trim headliner instrument panel and control knobs need only be wiped off with damp cloth Oil and grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard solvent Volatile solvents such as mentioned in paragraphs on care of the windshield must never be used since they soften and craze the plastic MAA PLATE FINISH AND TRIM PLATE Information concerning the Type Certificate Number TC Production Certificate Number PC Model Number and Serial Number of your par 9 4 ticular aircraft be found on the MAA Manufacturers Aircraft Associ ation plate located on the lower part of the left forward door post A Finish and Trim plate contains a code describing the interior color scheme and exterior paint combination of the aircraft The code may be used in conjunction with an applicable Parts Catalog if finish and trim in formation is needed This plate is located adjace
64. nd specifica tions for frequently used service items such as fuel oil etc are shown on the inside back cover of this manual In addition to the EX TERIOR INSPECTION covered in Section I COMPLETE servicing inspection and test requirements for your air craft are detailed in the aircraft Service Manual The Service Manual outlines all items which require attention at 50 100 and 200 hour in tervals plus those items which require servicing inspection and or testing at special intervals Since Cessna Dealers conduct all service inspection and test pro cedures in accordance with applicable Service Manual it is recommended that you contact your Dealer concerning these requirements and begin scheduling your aircraft for service at the recommended intervals Cessna Progressive Care ensures that these requirements are accomplished at the required intervals to comply with the 100 hour or ANNUAL inspection as previously covered Depending on various flight operations your local Government Aviation Agency may require additional service inspections or tests For these regulatory requirements owners should check with local aviation officials where the aircraft is being operated OWNER FOLLOW UP SYSTEM Your Cessna Dealer has an Owner Follow Up System to notify you when he receives information that applies to your Cessna In addition if you wish you may choose to receive similar notification in the form of Service Leiters directly
65. nt to the MAA plate on the left forward door post AIRCRAFT FILE There are miscellaneous data information and licenses that are a part of the aircraft file The following is a checklist for that file In addition a periodic check should be made of the latest Federal Aviation Regulations to ensure that all data requirements are met A To be displayed in the aircraft at all times 1 Aircraft Airworthiness Certificate FAA Form 8100 2 2 Aircraft Registration Certificate FAA Form 8050 3 3 Aircraft Radio Station License if transmitter installed FCC Form 556 B To be carried in the aircraft at all times 1 Weight and Balance and associated papers latest copy of the Repair and Alteration Form FAA Form 337 if applicable 2 Aircraft Equipment List C To be made available upon request 1 Aircraft Log Book 2 Engine Log Book Most of the items listed are required by the United States Federal Aviation Regulations Since the regulations of other nations may require other documents and data owners of exported aircraft should check with their own aviation officials to determine their individual requirements Cessna recommends that these items plus the Owner s Manual Power Computer Pilot s Checklist Customer Care Program book and Customer Care Card be carried in the aircraft at all times 5 5 FLYABLE STORAGE Aircraft placed in non operational storage for a maximum of 30 days or those which
66. olonged engine operation on the ground Also long periods of idling may cause fouled spark plugs MAGNETO CHECK The magneto check should be made at 1700 RPM as follows Move ignition switch first to R position and note RPM Next move switch back to BOTH to clear the other set of plugs Then move switch to the L posi tion note RPM and return the switch to the BOTH position RPM drop 2 12 should not exceed 125 RPM on either magneto or show greater than 50 RPM differential between magnetos If there is a doubt concerning opera tion of the ignition system RPM checks at higher engine speeds will usu ally confirm whether a deficiency exists An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified ALTERNATOR CHECK Prior to flights where verification of proper alternator and voltage regulator operation is essential such as night or instrument flights a positive verification can be made by loading the electrical system momen tarily 3 to 5 seconds with the optional landing light if so equipped or by operating the wing flaps during the engine runup 1700 RPM The am meter will remain within a needle width of zero if the alternator and vol tage regulator are operating properly TAKE OFF POWER CHECK It is important to check full throttle engine operation early in the take off run
67. ove oil and grease NOTE Never use gasoline benzine alcohol acetone carbon tetrachloride fire extinguisher or anti ice fluid lacquer thinner or glass cleaner to clean the plastic These ma terials will attack the plastic and may cause it to craze Follow by carefully washing with a mild detergent and plenty of water Rinse thoroughly then dry with a clean moist chamois Do not rub the plastic with a dry cloth since this builds up an electrostatic charge which attracts dust Waxing with a good commercial wax will finish the clean ing job thin even coat of wax polished out by hand with clean soft flannel cloths will fill in minor scratches and help prevent further scratching Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated since the cover may scratch the plastic surface PAINTED SURFACES The painted exterior surfaces of your new Cessna have a durable long lasting finish and under normal conditions require no polishing or buffing Approximately 15 days are required for the paint to cure com pletely in most cases the curing period will have been completed prior to delivery of the airplane In the event that polishing or buffing is re quired within the curing period it is recommended that the work be done by someone experienced in handling uncured paint Any Cessna Dealer can accomplish this work 5 2 Generally the painted surfaces can be kept bright by washing with wate
68. oximately 70 MPH indicated airspeed with 40 of flaps Touchdown should be made on the main wheels first Immediately after touchdown lower the nose gear to the ground and apply heavy braking as required For maximum brake effectiveness after all three wheels are on the ground retract the flaps hold full nose up elevator and apply maximum possible brake pressure without sliding the tires CROSSWIND LANDING When landing in a strong crosswind use the minimum flap setting required for the field length If flap settings greater than 20 are used in sideslips with full rudder deflection some elevator oscillation may be felt at normal approach speeds However this does not affect control of the aircraft Although the crab or combination method of drift correction 2 18 may be used the wing low method gives the best control After touch down hold a straight course with the steerable nose wheel and occasional braking if necessary The maximum allowable crosswind velocity is dependent upon pilot capability rather than aircraft limitations With average pilot technique direct crosswinds of 15 knots can be handled with safety BALKED LANDING In a balked landing go around climb reduce the wing flap setting to 20 immediately after full power is applied If the flaps were extended to 40 the reduction to 20 may be approximated by placing the flap switch in the UP position for two seconds and then returning the switch to neutral
69. park plug or magneto trouble Assuming that spark plugs are the more likely cause lean the mixture to the normal lean setting for 3 7 a ama Toc m hon cruising flight If the problem does not clear up in several minutes de termine if a richer mixture setting will produce smoother operation If not proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme roughness dictates the use of a single ignition position MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of mag 1 neto problems Switching from BOTH to either L R ignition switch N position will identify which magneto is malfunctioning Select different power settings and enrichen the mixture to determine if continued opera tion on BOTH magnetos is practicable If not switch to the good magneto and proceed to the nearest airport for repairs LOW OIL PRESSURE If low oil pressure is accompanied by normal oil temperature there is a possibility the oil pressure gage or relief valve is malfunctioning A leak in the line to the gage is not necessarily cause for an immediate pre cautionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump However a landing at the nearest air port would be advisable to inspect the source of trouble If a total loss of oil pressure is accompanied by a rise in oil tempera ture there is good reaso
70. r and mild soap followed by a rinse with water and drying with cloths or a chamois Harsh or abrasive soaps or detergents which cause corrosion or scratches should never be used Remove stubborn oil and grease with a cloth moistened with Stoddard solvent Waxing is unnecessary to keep the painted surfaces bright However if desired the airplane may be waxed with a good automotive wax A heavier coating of wax on the leading edges of the wings and tail and on the engine nose cap and propeller spinner will help reduce the abrasion encountered in these areas When the airplane is parked outside in cold climates and it is neces sary to remove ice before flight care should be taken to protect the paint ed surfaces during ice removal with chemical liquids A 50 50 solution of isopropyl alcohol and water will satisfactorily remove ice accumulations without damaging the paint A solution with more than 50 alcohol is harmful and should be avoided While applying the de icing solution keep it away from the windshield and cabin windows since the alcohol will attack the plastic and may cause it to craze ALUMINUM SURFACES The clad aluminum surfaces of your Cessna may be washed with clear water to remove dirt oil and grease may be removed with gasoline naphtha carbon tetrachloride or other non alkaline solvents Dulled alu minum surfaces may be cleaned effectively with an aircraft aluminum polish After cleaning and periodically thereafter
71. rance take offs are performed with wing flaps up The use of 10 flaps will shorten the ground run approximately 10 but this advantage is lost in the climb to a 50 foot obstacle There fore the use of 10 flaps is reserved for minimum ground runs or for take off from soft or rough fields If 10 of flaps are used for minimum ground runs it is preferable to leave them extended rather than retract them in the climb to the obstacle In this case use an obstacle clearance speed of 65 MPH As soon as the obstacle is cleared the flaps may be retracted as the aircraft accelerates to the normal flaps up climb speed of 80 to 90 MPH During a high altitude take off in hot weather where climb would be marginal with 10 flaps it is recommended that the flaps not be used for take off Flap settings greater than 10 are not recommended at any time for take off PERFORMANCE CHARTS Consult the Take Off Data chart in Section VI for take off distances under various gross weight altitude headwind temperature and run way surface conditions CROSSWIND TAKE OFFS Take offs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length to minimize the drift angle immediately after take off The aircraft is accelerated to a speed slightly higher than normal then pulled off abryptly to prevent possible settling back to the runway while drifting When clear of the ground make a coordinated turn into the
72. rcraft or during flight through clouds fog or haze INTERIOR LIGHTING Illumination of the instrument panel is provided by red flood lighting in the forward portion of the overhead console The magnetic compass and radio equipment have integral lighting A dual rheostat control on the left switch and control panel operates these lights The inner knob la beled PANEL operates the instrument panel and compass lighting The outer knob labeled RADIO controls all radio lighting A cabin dome light is located in the overhead console and is operated by a Switch adjacent to the light To turn the light on move the switch to the right This will also operate the optional courtesy lights An optional map light may be mounted on the bottom of the pilot s control wheel The light illuminates 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 A doorpost map light is also offered as optional equipment and is located at the top of the left forward doorpost The light contains both red and white bulbs and may be positioned to illuminate any area de sired by the pilot A switch on the left forward doorpost is labeled RED OFF and WHITE Placing the switch in the top position will provide a r
73. receive only intermittent operational use for the first 25 hours are considered in flyable storage status Every seventh day during these periods the propeller should be rotated by hand through five revolu tions This action limbers the oil and prevents any accumulation of cor rosion on engine cylinder walls IMPORTANT For maximum safety check that the ignition switch is OFF the throttle is closed the mixture control is in the idle cut off position and the airplane is secured before rotating the propeller by hand Do not stand within the arc of the propeller blades while turning the propeller After 30 days the aircraft should be flown for 30 minutes or a ground runup should be made just long enough to produce an oil temperature within the lower green arc range Excessive ground runup should be avoided Engine runup also helps to eliminate excessive accumulations of water in the fuel system and other air spaces in the engine Keep fuel tanks full to minimize condensation in the tanks Keep the battery fully charged to prevent the electrolyte from freezing in cold weather If the aircraft is to be stored temporarily or indefinitely refer to the Service Manual for proper storage procedures INSPECTION REQUIREMENTS As required by Federal Aviation Regulations all civil aircraft of U S registry must undergo a complete inspection annual each twelve calendar months In addition to the required ANNUAL inspection aircraft operated
74. rnal power source generator type or bat tery cart the master switch should be turned on The ground service plug receptacle circuit incorporates a polarity reversal protection Power from the external power source will flow only if the ground service plug is correctly connected to the airplane If the plug is accidentally connected backwards no power will flow to the air plane s electrical system thereby preventing any damage to electrical equipment The battery and external power circuits have been designed to com pletely eliminate the need to jumper across the battery contactor to close it for charging a completely dead battery A special fused circuit in the external power system supplies the needed jumper across the contacts so that with a dead battery and an external power source ap plied turning on the master switch will close the battery contactor STATIC PRESSURE ALTERNATE SOURCE VALVE static pressure alternate source valve may be installed in the static system for use when the external static source is malfunctioning If erroneous instrument readings are suspected due to water or ice in the static pressure lines the static pressure alternate source 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 or windows The most adverse com binations will result in airspeed and altimeter v
75. s Shoulder 2 9 Headset Microphone 7 4 Heating Ventilating and Defrosting System Cabin 2 8 Hot Weather Operation 2 21 Indicator Fuel Quantity 4 4 Indicator True Airspeed 7 5 Inspection Requirements 5 6 Markings Engine 3 Instrument Panel Diagram 1 8 Insufficient Rate of Electrical Charge 3 9 Integrated Seat Belt Shoulder Har nesses With Inertia Reel 2 9 Interior Care 5 4 Interior Lighting 2 7 Inertia Reel Integrated Seat Belt Shoulder Harnesses 2 9 L Landings 2 18 after 1 6 balked 1 6 2 18 before 1 6 crosswind 2 18 distance table 6 5 forced 3 2 normal 1 6 2 18 precautionary with power 3 short fetal ging MANN without engine power 3 2 Landing Gear Servicing inside back cover main nose wheel tire pressure inside back cover i nose gear shock strut servicing inside back cover Let Down 1 6 Lighting Equipment 2 6 exterior lighting 2 6 interior lighting 2 7 Limitations Airspeed 4 3 Engine Operation 3 i Arrangements Diagram Loading Graph 4 7 Loading Problem Sample 4 6 Long Range Fuel Tanks 2 3 Low Oil Pressure 3 8 M MAA Plate Finish Trim Plate 5 4 Magneto Check 2 12 Magneto Malfunction 3 8 Maneuvers Normal Category 4 1 Maneuvers Utility Category 4 2 Markings Airspeed Indicator 4 3 Markings Engine Instrument 4 3 Master Switch 2 4 2 5 Maximum Glide Diagram 6 6 Performance Take Off Maximum Rate
76. sh landing the ELT will provide line of sight transmission up to 100 miles at 10 000 feet The duration of ELT transmissions is affected by ambient temperature At temperatures of 70 to 130 F continuous transmission for 115 hours can be expected a temperature of 40 F will shorten the duration to 70 hours The ELT is readily identified as a bright orange unit mounted behind a cover in the aft baggage compartment on the right side of the fuselage 3 10 1 NORMAL OPERATION As long as the funetion selector switch remains in the ARM position the ELT automatically activates follow ing an impact of 5 g or more over a short period of time 2 ELT FAILURE If switch actuation is questioned following minor crash landing gain access to the ELT and place the function selector switch in the ON position 3 PRIOR TO SIGHTING RESCUE AIRCRAFT Conserve aircraft battery Do not activate radio transceiver 4 AFTER SIGHTING RESCUE AIRCRAFT Place ELT function selector switch in the OFF position preventing radio interference Attempt contact with rescue aircraft with the radio transceiver set to a frequency of 121 5 MHz If no contact is established return the function selector switch to ON immediately 5 FOLLOWING RESCUE Place ELT function selector switch in the OFF position terminating emergency transmissions 6 INADVERTENT ACTIVATION Following a lightning strike or an exceptionally hard landing the ELT may activate a
77. side back cover fuel inside back cover landing gear inside back cover Short Field Landing 2 18 Shoulder Harnesses and Seat Belts 2 9 Spark Plug Fouling 3 7 Speaker Phone Switches 7 4 Spins 2 17 Stalls 2 17 speed chart 6 2 Starting Engine 1 4 2 10 cold weather 2 18 Static Pressure Alternate Source Valve 7 2 Storage Flyable 5 6 Surfaces aluminum 5 3 painted 5 2 System R cabin heating ventilating and defrosting 2 8 electrical 2 3 fuel 2 1 owner follow up 5 8 wing flap 2 8 T Table of Contents iii Tachometer 4 4 Take Off 1 5 2 13 before 1 4 2 12 crosswind 2 14 data chart 6 3 maximum performance 1 5 normal 1 5 performance charts 2 14 power check 2 13 wing flap settings 2 14 Taxiing 2 12 diagram 2 11 Tire Pressure inside back cover Transmitter Selector Switch 7 3 True Airspeed Indicator 7 5 U Utility Category Maneuvers 4 2 W Warm Up 2 12 Weight empty inside front cover ross inside front cover Weight and Balance 4 4 center of gravity moment envelope 4 8 M arrangements diagram loading graph 4 7 _ Sample loading problem 4 6 Windshield Windows 5 2 Wing Flap Settings Take Off 2 14 Wing Flap System 2 8 Winterization Kit 7 1 Index 5 SERVICING REQUIREMENTS ENGINE OIL GRADE Aviation Grade SAE 50 Above 60 F Aviation Grade SAE 10W30 or SAE 30 Between 0 and 70 F Aviation Grade SAE 10W30 or SAE 20 Below 10 F Multi viscosit
78. the two front seats A separate seat belt half and buckle is located on the outboard side of the seats Inertia reels allow TAXIING DIAGRAM complete freedom of body movement However in the event of a sudden deceleration they will lock up automatically to protect the occupants pum me Sea 2 A The inertia reels located for maximum shoulder 2 224 i ness comfort and safe retention of the seat occupants 2 iem Sm pest esee xn in This location requires that the shoulder harnesses cross 5222 222 Un near the top so that the right hand inertia reel serves the 5 e na e pilot and the left hand reel serves the front passenger When fastening the harness check to ensure the proper USE UP AILERON harness is being used To use the seat belt shoulder harness adjust the metal buckle half 2 9 Sih rae UE on the harness up far enough to allow it to be drawn across the lap of the occupant and be fastened into the outboard seat belt buckle Adjust seat belt tension by pulling up on the shoulder harness To remove the seat belt shoulder harness release the seat belt buckle and allow the inertia c a 5 en SSUES Semen TTE es 1 m TENTEN TUS EINE Im ve reel to draw the harness to the inboard s
79. tle may cause raw fuel to accumulate in the intake air duct creating a fire hazard in the event of a backfire If this occurs maintain a cranking action to suck flames into the engine An outside attendant with a fire extinguisher is advised for cold starts without pre heat During cold weather operations no indication will be apparent on the oil temperature gage prior to take off if outside air temperatures are very cold After a suitable warm up period 2 to 5 minutes at 1000 RPM accelerate the engine several times to higher engine RPM If the engine accelerates smoothly and the oil pressure remains normal and steady the aircraft is ready for take off FLIGHT OPERATIONS Take off is made normally with carburetor heat off Avoid excessive leaning in cruise Carburetor heat may be used to overcome any occasional engine roughness due to ice When operating in sub zero temperature avoid using partial carbu retor heat Partial heat may increase the carburetor air temperature to the 32 to 70 F range where icing is critical under certain atmospheric conditions Refer to Section VII for cold weather equipment HOT WEATHER OPERATION Refer to the general warm temperature starting information under Starting Engine in this section Avoid prolonged engine operation on the ground 2 21 NOISE ABATEMENT Increased emphasis on improving the quality of our environment quires renewed effort on the part of all pilots to
80. tween magnetos b Carburetor Heat CHECK for RPM drop Engine Instruments and Ammeter CHECK d Suction Gage CHECK Flight Instruments and Radios SET Optional Autopilot OFF Throttle Friction Lock ADJUST Wing Flaps UP TAKE OFF NORMAL TAKE OFF 1 2 3 4 5 Wing Flaps UP Carburetor Heat COLD Throttle FULL Elevator Control LIFT NOSE WHEEL at 60 MPH Climb Speed 75 to 85 MPH MAXIMUM PERFORMANCE TAKE OFF 1 Wing Flaps UP Carburetor Heat COLD Brakes APPLY Throttle FULL Brakes RELEASE Airplane Attitude SLIGHTLY TAIL LOW Climb Speed 68 MPH until all obstacles are cleared ENROUTE CLIMB 1 Airspeed 80 to 90 MPH NOTE If a maximum performance climb is necessary use speeds shown in the Maximum Rate Of Climb Data chart in Section VI 2 Throttle FULL E Mixture FULL RICH mixture may be leaned above 3000 feet CRUISE 1 Power 2200 to 2700 RPM no more than 75 2 Elevator Trim ADJUST 3 Mixture LEAN 1 5 LET DOWN 1 Mixture RICH 2 Power AS DESIRED 3 Carburetor Heat AS REQUIRED to prevent carburetor icing BEFORE LANDING 1 2 3 4 5 Fuel Selector Valve BOTH Mixture RICH Carburetor Heat ON apply full heat before closing throttle Airspeed 70 80 MPH flaps UP Wing Flaps AS DESIRED Airspeed 65 75
81. waxing with a good auto motive wax will preserve the bright appearance and retard corrosion Regular waxing is especially recommended for airplanes operated in salt water areas as a protection against corrosion PROPELLER CARE Preflight inspection of propeller blades for nicks and wiping them occasionally with an oily cloth to clean off grass and bug stains will as sure long trouble free service Small nicks on the propeller particu larly near the tips and on the leading edges should be dressed out as soon as possible since these nicks produce stress concentrations and if 5 3 aM ignored may result in cracks Never use an alkaline cleaner on the blades remove grease and dirt with carbon tetrachloride or Stoddard solvent INTERIOR CARE To remove dust and loose dirt from the upholstery and carpet clean the interior regularly with a vacuum cleaner Blot up any spilled liquid promptly with cleansing tissue or rags Don t pat the spot press the blotting material firmly and hold it for sev eral seconds Continue blotting until no more liquid is taken up Scrape off sticky materials with a dull knife then spot clean the area Oily spots may be cleaned with household spot removers used spar ingly Before using any solvent read the instructions on the container and test it on an obscure place on the fabric to be cleaned Never satu rate the fabric with a volatile solvent it may damage the padding a
82. wded terminal areas it is important that preoccupation with checklists be avoided in flight Procedures should be carefully memorized and performed from memory Then the checklist should be quickly scanned to ensure that nothing has been missed The flight and operational characteristics of your aircraft are normal in all respects There are no unconventional characteristics or opera tions that need to be mastered All controls respond in the normal way within the entire range of operation All airspeeds mentioned in Sections I II and III are indicated airspeeds Corresponding calibrated airspeed may be obtained from the Airspeed Correction Table in Section VI 1 1 a 1 2 e BM of frequently used service items Note Visually check aircraft for general condition during walk around inspection In cold weather remove even small accumulations of frost ice or snow from wing tail and control surfaces Also make sure that control surfaces contain no internal accumulations of ice or debris If night flight is planned check operation of all lights and make sure a flashlight is available B Remove control wheel lock Check ignition switch OFF Turn on master switch and check fuel quantity indi Check fuel selector valve handle on BOTH Check baggage door for securit 4 Lock with key if to occupy child s seat y if children are Refer to inside back cover of this manual for quantities m
83. wind to correct for drift 2 14 ENROUTE CLIME CLIMB DATA For detailed data refer to the Maximum Rate Of Climb Data chart in Section VI CLIMB SPEEDS Normal climbs are performed at 80 to 90 MPH with flaps up and full throttle for best engine cooling The mixture should be full rich below 3000 feet and may be leaned above 3000 feet for smoother engine opera tion or to obtain maximum RPM for maximum performance climb The maximum rate of climb speeds range from 91 MPH at sea level to 80 MPH at 10 000 feet If an enroute obstruction dictates the use of a steep climb angle climb at 75 MPH with flaps retracted NOTE Steep climbs at low speeds should be of short duration to improve engine cooling CRUISE Normal cruising is done at power settings up to 75 power The gine RPM and corresponding fuel consumption for various altitudes can be determined by using your Cessna Power Computer or the Operational Data in Section VI The Operational Data in Section VI shows the increased range and im proved fuel economy that is obtainable when operating at lower power set tings and higher altitudes The use of lower power settings and the selec tion of cruise altitude on the basis of the most favorable wind conditions are significant factors that should be considered on every trip to reduce fuel consumption The Cruise Performance table on the following page shows the true airspeed and miles per gallon during cruise for various
84. y oil with a range of SAE 10W30 is recommended for improved starting in cold weather Detergent or dispersant oil con forming to Specification MIL L 22851 must be used NOTE Your Cessna was delivered from the factory with a cor rosion preventive aircraft engine oil If oil must added during the first 25 hours use only aviation grade straight mineral oil non detergent conforming to Speci fication MIL L 6082 CAPACITY OF ENGINE SUMP 8 Quarts Do not operate on less than 6 quarts To minimize loss of oil through breather fill to 7 quart level for normal flights of less than 3 hours For extended flight fill to 8 quarts These quantities refer to oil dipstick level readings During oil and oil filter changes one addi tional quart is required when the filter element is changed OIL AND OIL FILTER CHANGE After the first 25 hours of operation drain engine oil sump and oil cooler and clean both the oil suction strainer and the oil pressure screen If an optional oil filter is installed change filter element at this time Refill sump with straight mineral oil non detergent and use until a total of 50 hours has accumulated or oil consumption has stabilized then change to detergent oil 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 the oil pressure screen each 50 hours thereafter On aircraft which have an optional oil

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