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Aircraft Manual65 sections

Cessna 172 Skyhawk 1972 Owners Manual (Model 172L)

Reproduced for study. Always verify against the official GACAR at gaca.gov.sa.

Ask Captain Adel about this

Cessna.

MODEL

MORE PEOPLE BUY AND

FLY CESSNA AIRPLANES

THAN ANY OTHER MAKE

SKYHAWK

WORLD'S LARGEST PRO- OWNER'S

DUCER OF GENERAL A/IANUAL

AVIATION AIRCRAFT

SINCE 1956

PERFORMANCE-SPECIFICATIONS

Model 172* Skyhawk*

GROSS WEIGHT . . . . . . . . . . . . . .2300 lbs 2300 lbs

SPEED:

Top Speed atSea Level . . . . . . . . .139 mph 140 mph

Cruise, 75% Power at9000 ft . . . . . .131 mph 132 mph

RANGE:

Cruise, 75% Power at9000 ft . . . . . .615 mi 620 mi

38Gal., NoReserve 4.7 hrs 4,7 hrs

131 mph 132 mph

Cruise, 75% Power at9000 ft . . . . . .775 mi 780 mi

48Gal., NoReserve 5.9 hrs 5.9 hrs

131 mph 132 mph

Optimum Range at10,000ft . . . . . . .640 mi 655 mi

38Gal., NoReserve 5.5hrs 5,5hrs

117 mph 118 mph

Optimum Range at10,000 ft . . . . . . .820 mi 830 mi

48Gal., NoReserve 7.0 hrs 7.0 hrs

117 mph 118 mph

RATE OF CLIMB AT SEA LEVEL . . . . . .645 fpm 645 fpm

SERVICE CEILING . . . . . . . . . . . . .13,100 ft 13,100 ft

TAKE-OFF:

GroundRun .............. 865ft 865ft

Total Distance Over 50-Foot Obstacle. . .1525 ft 1525 ft

LANDING:

GroundRoll.............. 520ft 520ft

Total Distance Over 50-Foot Obstacle. . .1250 ft 1250 ft

STALL SPEED:

Flaps Up, Power Off . . . . . . . . . .57mph 57mph

Flaps Down, Power Off . . . . . .49mph 49mph

EMPTY WEIGHT (Approximate) . . . . .1265 lbs 1305 lbs

USEFULLOAD. . . . . . . . . . . . . . .10351bs 9951bs

BAGGAGE................. 1201bs 1201bs

WING LOADING: Pounds/Sq Foot . . . . . .13,2 13,2

POWER LOADING: Pounds/HP . . . . . . .15.3 15.3

FUEL CAPACITY: Total

Standard Tanks . . . . . . . . . . . .42gal. 42gal,

Optional Long Range Tanks . . . . . . .52gal, 52gal.

OIL CAPACITY: Total . . . . . . . . . . .8qts 8qts

PROPELLER: Fixed Pitch (Diameter) . . . .75inches 75inches

ENGINE:

Lycoming Engine . . . . . . . . . . . .O-320-E2D O-320-E2D

150 rated HPat2700 RPM

*This manual covers operation ofthe Model 172/Skyhawk which iscertificated

asModel 172L under FAA Type Certificate No. 3Al2. The manual also covers

operation oftheReims/Cessna Model Fl72 which iscertificated asModel Fl72L

under French Type Certificate No. 25and FAA Type Certificate No. A4EU.

D902-13-RPC-500-6/90

CONGRATULATIONS . . . . . . .

Welcome tothe ranks ofCessna owners! Your Cessna has been designed and con-

structed togive you the most inperformance, economy, and comfort. Itisour de-

sire that you .will find flying it,either for business orpleasure, apleasant and

profitable experience.

This Owner's Manual has been prepared asaguide tohelp you getthe most pleasure

and utility from your Model 172/Skyhawk. Itcontains information about your Cessna's

equipment, operating procedures, and performance; and suggestions for itsservicing

and care. We urge youtoread itfrom cover tocover, and torefer toitfrequently.

Our interest inyour flying pleasure has not ceased with your purchase ofaCessna.

World-wide, theCessna Dealer Organization backed bytheCessna Service Depart-

ment stands ready toserve you. The following services are offered bymost Cessna

Dealers:

THE CESSNA WARRANTY--Itisdesigned toprovide you with the most

comprehensive coverage possible:

a. Noexclusions

b. Coverage includes parts and labor

c. Available atCessna Dealers world wide

d. Best inthe industry

Specific benefits and provisions ofthe warranty plus other important

benefits for you are contained inyour Warranty and Owner's Service

Policy Booklet supplied with your aircraft. Warranty service isavail-

able toyou atany authorized Cessna Dealer throughout the world upon

presentation ofyour Warranty and Owner's Service Policy Booklet

which establishes your eligibility under the warranty.

FACTORY TRAINED PERSONNEL toprovide you with courteous expert

service.

FACTORY APPROVED SERVICE EQUIPMENT toprovide you with the

most efficient and accurate workmanship possible.

ASTOCK OFGËNUINË CESSNA SERVICE PARTS onhand when you

need them.

THE LATEST AUTHORITA'Í'IVE INFORMATION FOR SERVICING

CESSNA AIRPLANES, since Cessna Dealers have allofthe Service

Manuals and Parts Catalogs, kept current byService Letters and

Service News Letters, published byCessna Aircraft Company.

We urge allCessna owners tousethe Cessna Dealer Organization tothe fullest.

Acurrent Cessna Dealer Directory accompanies your new airplane. The Directory

isrevised frequently, and acurrent copy can beobtained from your Cessna Dealer.

Make your Directory one ofyour cross-country flight planning aids; awarm welcome

awaits you atevery Cessna Dealer,

26-11"

11'.4Maxirnum height ofairplane

with nose gear depressed, all

tires and nose strut properly

inflated, and optional flashing

beacon installed.

Wing span ofairplane with

optional strobe lights

PRINCIPALinstalled.

DIMENSIONS

36'-1"

6'-3"MAX.

8'-3V2"

TABLE OFCONTENTS

Page =

SECTION I-OPERATING CHECK LIST ........ 1-1

SECTION 11-DESCRIPTION AND

OPERATING DETAILS ............. 2-1

SECTION III-EMERGENCY PROCEDURES..... 3-1

SECTION IV-OPERATING LIMITATIONS.------. 4-1

SECTION V-CARE OF THE AIRPLANE........ 5-1

OWNERFOLLOW-UPSYSTEM ...------------. 5-11

SECTION VI-OPERATIONAL DATA.............. 6-1

SECTIONVII- OPTIONAL SYSTEMS-------------- 7-1

This manual describes theoperation and performance of

both theCessna Model 172 and Skyhawk. Equipment des-

cribed as"Optional" denotes that thesubject equipment

isoptional ontheModel 172. Much ofthis equipment is

standard onthe Skyhawk model.

iii

Jecties I

OPERATING CHECK LIST

One ofthefirst steps inobtaining theutmost performance, service,

and flying enjoyment from your Cessna istofamiliari2e yourself with

your airplane's equipment, systems, and controls. This can best bedone

byreviewing this equipment while sitting intheairplane. Those items

whose function and operation are not obvious are covered inSection II.

Section Ilists, inPilot's Check List form, thesteps necessary to

operate your airplane efficiently and safely. Itisnotacheck list inits

true form asitisconsiderably longer', but itdoes cover briefly allof

thepoints that you should know foratypical flight.

The flight and operational characteristics ofyour airplane are normal

inallrespects. There are no"unconventional" characteristics oropera-

tions that need tobemastered. Allcontrols respond inthe normal way

within the entire range ofoperation. Allairspeeds mentioned inSections

I,IIand IIIare indicated airspeeds. Corresponding calibrated airspeed

may beobtained from the Airspeed Correction Table inSection VI.

BEFORE ENTERING THE AIRPLANE.

(1) Make anexterior inspection inaccordance with figure 1-1.

BEFORE STARTING THE ENGINE.

(1) Seats, Seat Belts and Shoulder Harnesses--Adjust and lock.

(2) Fuel Selector Valve--"BOTH."

(3) Brakes--Test and set.

(4) Radios and Electrical Equipment--"OFF."

EXTERIOR INSPECTION

Note

Visually check aircraft forgeneral condition during walk-

around inspection. Incold weather, remove even small

accumulations offrost, iceorsnow from wing, tail and

control surfaces. Also, make sure that control surfaces

contain nointernal accumulations oficeordebris. If

night flight isplanned, check operation ofalllights, and

make sure aflashlight isavailable.

a. Remove control wheel lock.

b. Check ignition switch "OFF."

c. Turn onmaster switch and check fuel quantity indicators, then

turn master switch "OFF."

d. Check fuel selector valve handle on"BOTH."

e. Check baggáge.door for security. Lock with key ifchildren are

tooccupy child's seat.

Figure

a. Remove rudder gust lock, ifinstalled.

b. Disconnect tailtie-down.

c. Check control surfaces forfreedom ofmovement and security.

a. Check aileron forfreedom ofmovement and security.

a. Disconnect wing tie-down.

b. Check main wheel tire forproper inflation.

c. Visually check fuel quantity, then check fuel filler cap secure.

a. Check oillevel. Donotoperate with less than sixquarts. Fill

toeight quarts for extended flights.

b. Before first flight ofday andafter each refueling, pull out

strainer drain knob forabout four seconds toclear fuel

strainer ofpossible water and sediment. Check strainer

drain closed. Ifwater isobserved, there isapossibility

that thefueltank sumps contain water. Thus, thefuel tank

sump drain plugs and fuel selector valve drain plug should

beremoved tocheck forthepresence ofwater.

c. Check propeller and spinner fornicks and security.

d. Check landing light for condition and cleanliness.

e. Check carburetor airfilter for restrictions bydust orother

foreign matter.

f. Check nose wheel strut andtire forproper inflation.

g. Disconnect tie-down rope.

h. Inspect flight instrument static source opening onside of

fuselage for stoppage (left side only).

a. Check main wheel tire forproper inflation.

b. Visually check fuel quantity, then check fuel filler cap secure.

a. Check fuel tank vent opening for stoppage.

b. Remove pitot tube cover, ifinstalled, and check pitot tube

opening forstoppage.

c. Check stall warning vent opening for stoppage.

d. Disconnect wing tie-down.

a. Check aileron forfreedom ofmovement and security.

STARTING THE ENGINE.

(1) Mixture--Rich.

(2) Carburetor Heat--Cold.

(3) Primer--2-6strokes asrequired (none ifengine iswarm).

Close and lock primer.

(4) Throttle--Open 1/8".

(5) Master Switch--"ON."

(6) Propeller Area--Clear.

(7) Ignition Switch--"START" (release when engine starts).

(8) OilPressure--Check.

BEFORE TAKE-OFF.

(1) Parking Brake--Set.

(2) Flight Controls--Check forfree and correct movement.

(3) Fuel Selector Valve--"BOTH."

(4) Elevator Trim Control Wheel--"TAKE-OFF" setting.

(5) Throttle Setting--1700 RPM.

(6) Engine Instruments and Ammeter--Check.

(7) Suction Gage--Check (4.6 to5.4 inches ofmercury).

(8) Magnetos--Check (RPM drop should notexceed 125 RPM on

either magneto or50RPM differential between magnetos).

(9) Carburetor Heat--Check operation.

(10) Flight Instruments and Radios--Set.

(11) Optional Autopilot orWing Leveler--Off.

(12) Cabin Doore and Window--Closed and locked.

TAKE-OFF.

NORMAL TAKE-OFF.

(1) Wing Flaps--0°.

(2) Carburetor Heat--Cold.

(3) Power--Full throttle.

(4) Elevator Control--Lift nose wheel at60MPH.

(5) Climb Speed--75to85MPH.

MAXIMUM PERFORMANCE TAKE-OFF.

(1) Wing Flaps--0°.

(2) Carburetor Heat--Cold.

(3) Brakes--Apply.

(4) Power--Full throttle.

(5) Brakes--Release.

(6) Airplane Attitude--Slightly tail low.

(7) Climb Speed--68MPH until allobstacles are cleared.

CLIMB.

(1) Airspeed--80to90MPH.

NOTE

Ifamaximum performance climb isnecessary, use

speeds shown inthe Maximuih Rate-Of-Climb Data

chart inSection VI.

(2) Power--Full throttle.

(3) Mixture--Full rich (mixture may beleaned above 3000 feet).

CRUISING.

(1) Power--2200 to2700 RPM.

NOTE

Maximum cruise RPM varies with altitude. For details,

refer toSection IV.

(2) Elevator Trim Control Wheel--Adjust.

(3) Mixture--Lean for maximum RPM.

LET-DOWN.

(1) Mixture--Rich.

(2) Power--Asdesired.

(3) Carburetor Heat--As required toprevent carburetor icing.

BEFORE LANDING.

(1) Fuel Selector Valve--"BOTH."

(2) Mixture--Rich.

(3) Carburetor Heat--Apply full heat before closing throttle.

(4) Wing Flaps--Asdesired.

(5) Airspeed--70to80MPH (flaps up), 65to75MPH (flaps down).

BALKED LANDING (GO-AROUND).

(1) Power--Full throttle.

(2) Carburetor Heat--Cold.

(3) Wing Flaps--Retract to20°.

(4) Upon reaching anairspeed ofapproximately 65MPH, retract

flaps slowly.

NORMAL LANDING.

(1) Touchdown--Main wheels first.

(2) Landing Roll--Lower nose wheel gently.

(3) Braking--Minimum required.

AFTER LANDING.

(1) Wing Flaps--Up.

(2) Carburetor Heat--Cold.

SECURING AIRCRAFT.

(1) Parking Brake--Set.

(2) Radios and Electrical Equipment--"OFF."

(3) Mixture--Idle cut-off (pulled full out).

(4) Ignition and Master Switch--"OFF."

(5) Control Lock--Installed.

INSTRUMENT PANEL

1 2 3 4 5 6 78 9 10 11 12 13 14 15 16

\ \ \ \ \ I \ \ \ I I / / /

373635343332313029 2423222120191817

1.Boom Microphone Keying 24. Autopilot Control Unit (Opt.)

Switch (Opt.) 25. Microphone (Opt.)

2.Aircraft Registration Number 26. Fuel Selector Valve Handle

3.Flight Instrument Group 14. Over-Voltage Warning Light 27. Elevator Trim Control Wheel

4.Suction Gage (Opt.) 15. Ammeter 28. Throttle

5.Marker Beacon Indicator 16. Optional Instrument and 29. Carburetor Heat Control

Lights and Switches (Opt.) Radio Space 30. Electrical Switches

6.Compass Correction Card 17. Map Compartment 31. Circuit Breakers

7.Tachometer 18. Wing Flap Position Indicator 32. Parking Brake H,andle

8.Magnetic Compass 19. Cigar Lighter 33. Ignition/Starter Switch

9.Radio Selector Switches (Opt.) 20. Cabin Air and Heat Controls 34. Instrument and Radio Dial

10. Rear View Mirror (Opt.) 21. Wing Flap Swïtch Light Rheostats

11. Transponder (Opt.) 22. Static Pressure Alternate 35. Master Switch

12. Radios (Opt.) Source Valve (Opt.) 36. Primer

13. Fuel and Oil Gages 23. Mixture Control Knob 37. Phone Jack

Figure 2-1,

Jecties H

DESCRIPTION AND OPERATING DETAILS

The following paragraphs describe thesystems and equipment whose

function and operation isnotobvious when sitting inthe airplane. This

section also covers insomewhat greater detail some ofthe items listed

inCheck List form inSection Ithat require further explanation.

FUEL SYSTEM.

Fuel issupplied. totheengine from twotanks, one ineach wing. With

thefuel selector valve on"BOTH,"thetotal usable fuel forallflight con-

ditions is38gallons forthestandard tanks and 48gallons fortheoptional

long range tanks.

Fuel from each wing tank flows bygravity toaselector valve. De-

pending upon the setting oftheselector valve, fuel from the left, right,

orboth tanks flows through afuel strainer and carburetor totheengine

induction system.

The fuel selector valve should beinthe "BOTH" position fortake-off,

climb, landing, and maneuvers that involve prolonged slips orskids.

Operation from either "LEFT" or"RIGHT" tank isreserved for.cruising

flight.

NOTE

With low fuel (1/8th tank orless), aprolonged steep de-

scent (1500 feet ormore) with partial power, full flaps,

and 80MPH orgreater should beavoided duetothepos-

sibility ofthefuel tank outlets being uncovered, causing

temporary fuel starvation. Ifstarvation occurs, leveling

the nose should restore power within 20seconds.

NOTE

When thefuel selector valve handle isinthe "BOTH"

position incruising flight, unequal fuel flow from each

FUEL SYSTEM SCHEMATIC

LEFT FUEL TANK RIGHT FUEL TANK

SELECTOR

VALVE

TOENSURE MAXIMUM FUEL CAPACITY

WHEN REFUELING, PLACE THE FUEL

SELECTOR VALVE INEITHER "LEFT"

OR RIGHT" POSITION TOPREVENT

CROSS-FEEDING.

ENGINE V STRAINER

ENGINE

PRIMER '

CODE

FUEL SUPPLY

VENT

MECH CALT LE

MIXTURE

TO CONTROL

ENGINE KNOB

Figure 2-2.

tank may occur ifthewings are not maintained exactly

level. Resulting wing heaviness can bealleviated

gradually byturning theselector valve handle tothe

tank inthe "heavy" wing.

For fuel system servicing information, refer toLubrication and

Servicing Procedures inSection V.

ELECTRICAL SYSTEM.

Electrical energy issupplied bya14-volt, direct-current system

powered byanengine-driven alternator (see figure 2-3). A12- volt bat-

tery islocated ontheleft-hand forward portion ofthefirewall. Power is

supplied toallelectrical circuits through asplit bus bar, oneside con-

taining electronic systems andtheother side having general electrical

systems. Both sides ofthebus are onatalltimes except when either an

external power source isconnected orthe ignition/starter switch isturned

on;then apower contactor isautomatically activated toopen thecircuit to

theelectronic bus. Isolating theelectronic circuits inthis manner pre-

vents harmful transient voltages from damaging thetransistors inthe

electronic equipment.

MASTER SWITCH.

The master switch isasplit-rocker type switch labeled "MASTER,"

and is"ON">aupposition and "OFF" inthedown position. The right

half oftheswitch, labeled "BAT,"controls allelectrical power tothe

airplane. The left half, labeled "ALT" controls thealternator.

Normally, both sides ofthemaster switch should beused simulta-

neously, however, the"BAT" side oftheswitch could beturned "ON"

separately tocheck equipment while ontheground. The "ALT" side of

the switch, when placed inthe"OFF" position, removes the alternator

from theelectrical system. With this switch inthe "OFF" position, the

entire electrical load isplaced onthebattery, and allnon-essential elec-

trical equipment should beturned offforthe remainder oftheflight.

AMMETER.

The ammeter indicates theflok ofcurrent, inamperes, from the

alternator tothebattery orfrom thebattery tothe aircraft electrical

system. When the engine isoperating andthe master switch is"ON,"

ELECTRICAL SYSTEM SCHEMATIC

REOULATOR AlfERNATORg*10 .OTOOVER-VOtfAGE WARNING

OVER-PRIMARY UGHT

VOLTAGE ggs

WARNIN i TO OVER-VOLTAGE SENSOR

LIGHTALT fitLDAND MASTER SWITCH

TO ALT ftELD

CIRCUlT BREAKER ALTTO AUTOMATK PILOT (OPT)

OVER-

VOLTAGE

SENSOR TO CIGAR MONTER

ALT FIELD (wlIN CIRcun BREAKER)TO RADio (OPT)

CitCUtT RADIO I

BREAKER Î

MA$fER-.. TO RADIO (OPT)

SWRCHAADIO 2

AMMETER TO RADIO (OPT)

STARTER REVERSE FOLARHT

CONTACTOR CONTACTOR GROUND SERVICERADIO 3

PLUG RECEPTACLE TO RADIO (OFT)

il (OFT)RAnto 4

to RAnto torvi

TO AUDIO AMPUNER (OPT)

- AUD AMP

FLIGHTFROM AITERNATOR BUS

HOUR, .

RECORDER

SPUT BUSTO LANDING UGHT (OPT)

CONTACTOR LAND 47

(NORMAtty CLOND) TO NAVIGATION MONTS AND

OPTIONAl CONTROL WHEEL

OIL MAP UGHT

PRESSURE

STARTER-5 NNAv TO TRANSMITTER RELAY (OPT)

TO IGNITION.ilARTER SWITCH

BATTERY

CONTACTOR ye TO RASHING BEACON [OPT)

NAVIGATION- *CN LT

UGHT CIRCUR

CLOCK (OPT)BREAKEg-TO DOOR POST MAP UGHT (OPT)

TO DOME AND OPflONAL

(aCOURTE$1 UGHT$

TLT

TOHCOMPAIS AND INITRUMENT

START 5ITCHTO FUEL QUANitTY INDICATORS

BATTERY INSTNDIORFLAP POSITION

TO WING RAP SYSTEM

MAGNETOS

TO STSOBE MOHTS (OPT)

SitO Eti

CIRCUIT BR (PUSH-TO-RESET)TO PITOT NEAT SYSTEM (OPT)

FUSE DIODE gRESISTOR

CAPACITOR INOISE RLTERITU

LOtNATOR OR

COORDINDICATOR

Figure 2-3.

theammeter indicates thecharging rate applied tothebattery. Inthe

event thealternator isnotfunctioning ortheelectrical load exceeds the

output ofthe alternator, theammeter indicates thedischarge rate ofthe

battery.

OVER-VOLTAGE SENSOR AND WARNING LIGHT.

The aircraft isequipped with anautomatic over-voltage protection

system consisting ofanover-voltage sensor behind theinstrument panel

and ared warning light, labeled "HIGH VOLTAGE", near thefuel gages.

Intheevent anover-voltage condition occurs, the over-voltage sen-

sor automatically removes alternator field current and shuts down the

alternator. The red warning light will then turn on, indicating tothe

pilot that thealternator isnotoperating andtheaircraft battery issupply-

ingallelectrical power.

The over-voltage sensor may bereset byturning the master switch

offand back onagain. Ifthewarning light does notilluminate, normal

alternator charging has resumed; however, ifthelight does illuminate

again, amalfunction has occurred, andtheflight should beterminated

assoon aspractical.

The over-voltage warning light may betested bymomentarily turning

offthe "ALT" portion ofthe master switch and leaving the "BAT" portion

turned on.

CIRCUIT BREAKERS AND FUSES.

The majority ofelectrical circuits intheairplane are protected by

"push-to-reset" circuit breakers mounted onthe instrument panel. Ex-

ceptions tothis arethe optional clock, flight hour recorder, and battery

contactor closing (external power) circuits which have fuses mounted

adjacent tothebattery. Also, thecigar lighter isprotected byaman-

ually reset type circuit breaker mounted directly ontheback ofthelighter

behind the instrument panel.

When more than one radio isinstalled, theradio transmitter relay

(which isapart ofthe radio installation) isprotected bythe navigation

lights circuit breaker labeled "NAV LTS." Ifamalfunction inthenavi-

gation lights system causes the circuit breaker toopen, de-activating the

lights andtransmitter relay, turn offthenavigation light switch and reset

the circuit breaker. This will re-activate thetransmitter relay and per-

mit itsusage. Do notturn theswitch opagain until the malfunction is

corrected.

LIGHTING EQUIPMENT.

EXTERIOR LIGHTING.

Conventional navigation lights are located onthe wing tips andtop of

therudder. Optional lighting includes asingle landing light inthe cowl

nose cap, aflashing beacon onthetopofthevertical fin, astrobe light

oneach wing tip, andtwo courtesy lights, one under each wing, just out-

board ofthe cabin door. The courtesy lights are controlled bythedome

light switch located ontheoverhead console. Allother exterior lights are

controlled byrocker type switches located ontheleft switch and control

panel. The switches are "ON" inthe upposition and "OFF" inthedown

position.

The flashing beacon should notbeused when flying through clouds or

overcast; theflashing light reflected from water droplets orparticles in

theatmosphere, particularly atnight, can produce vertigo and loss of

orientation.

The two high intensity strobe lights will enhance anti-collision pro-

tection. However, thelights should beturned offwhen taxiing inthe

vicinity ofother aircraft, orduring flight through clouds, fogorhaze.

INTERIOR LIGHTING.

Illumination oftheinstrument panel isprovided byred flood lighting

intheforward portion oftheoverhead console. The magnetic compass

and radio equipment have integral lighting. Adual rheostat control onthe

left switch and control panel operates these lights. The inner knob, la-

beled "PANEL,"operates theinstrument panel and compass lighting.

The outer knob, labeled "RADIO" controls allradio lighting.

Acabin dome light islocated intheoverhead console, and isoperated

byaswitch adjacent tothelight. Toturn thelight on, move theswitch to

the right. This will also operate the optional courtesy lights.

Anoptional map light may bemounted onthebottom ofthe pilot's

control wheel. The light illuminates thelower portion ofthe cabin, just

forward ofthepilot and ishelpful when checking maps and other flight

data during night operations. Tooperate thelight, first turn onthe"NAV

LT"Switch, then adjust the map light's intensity with the knurled disk

type rheostat control located atthebottom ofthe control wheel.

Adoorpost map light isalso offered asoptional equipment, and is

located atthetopofthe left forward doorpost. The light contains both

red and white bulbs, and may bepositioned toilluminate any area de-

sired bythepilot. Aswitch ontheleft forward doorpost islabeled

"RED", "OFF", and "WHITE". Placing theswitch inthetopposition

will provide ared light. Inthebottom position, standard white lighting

isprovided. The center position is"OFF".

CABIN HEATING, VENTILATING AND

DEFROSTING SYSTEM.

For cabin ventilation, pullthe "CABIN AIR" knob out. Toraise the

airtemperature, pull the "CABIN HT" knob outapproximately 1/4" to

1/2" forasmall amount ofcabin heat. Additional heat isavailable by

pulling theknob outfarther; maximum heat isavailable with the "CABIN

HT" knob pulled full outandthe "CABIN AIR" knob pushed full in. When

noheat isdesired inthe cabin, the "CABIN HT" knob ispushed full in.

Front cabin heat and ventilating airissupplied byoutlet holes spaced

across acabin manifold just forward ofthepilot's and copilot's feet.

Rear cabin heat and air issupplied bytwo ducts from the manifold, one

extending down each side ofthecabin toanoutlet atthefront door post af

floor level. Windshield defrost air isalso supplied byaduct leading from

the cabin manifold.

Separate adjustable ventilators supply additional air; one near each

upper corner ofthewindshield supplies airforthepilot and copilot, and

two optional ventilators inthe rear cabin ceiling supply airtotherear

seat passengers.

SHOULDER HARNESSES.

Shoulder harnesses are provided asstandard equipment forthepilot

2-'7

and front seat passenger, and asoptional equipment fortherear seat

passengers.

Each front seat harness isattached toarear door post just above

window line and isstowed above the cabin door. When stowed, thehar-

ness isheld inplace bytwo retaining clips, one above the door and one

onthefront oftheforward door post. When stowing the harness, place it

behind both retaining clips and secure theloose end behind theretaining

clip above thedoor. The optional rear seat shoulder harnesses areat-

tached just below thelower corners oftherear window. Each rear seat

harness isstowed behind aretaining clip located atthebottom edge ofthe

aftside window.

Tousethefront and rear seat shoulder harnesses, fasteitand adjust

theseat helt first. Remove theharness from thestowed position, and

lengthen asrequired bypulling ontheend oftheharness andthenarrow

release strap. Snap theharness metal stud firmly into the retaining slot

adjacent totheseat belt buckle. Then adjust tolength bypulling down on

the free end ofthe harness. Aproperly adjusted harness will permit the

occupant tolean forward enough tositcompletely erect but istight enough

toprevent excessive forward movement and contact with objects during

sudden deceleration. Also, thepilot will want thefreedom toreach all

controls easily.

Releasing and removing theshoulder harness isaccomplished

pulling upward onthe narrow release strap and removing theharness

stud from the slot intheseat belt buckle. Inanemergency, theshoulder

harness may beremoved byreleasing theseat belt first and pulling the

harness over thehead bypulling upontherelease strap.

STARTING ENGINE.

During engine starting, open thethrottle approximately 1/8 inch. In

warm temperatures, one ortwo strokes oftheprimer should besufficient.

Incold weather, uptosixstrokes oftheprimer may benecessary. If

theengine iswarm, nopriming will berequired. Inextremely cold tem-

peratures, itmay benecessary tocontinue priming while cranking the

engine.

Weak intermittent firing followed bypuffs ofblack smoke from the

exhaust stack indicates overpriming orflooding. Excess fuel can be

cleared from thecombustion chambers bythe following procedure: Set

the mixture control full lean andthethrottle full open; then crank the

engine through several revolutions with thestarter. Repeat thestart-

ing procedure without any additional priming.

Iftheengine isunderprimed (most likely incold weather with acold

engine) itwill notfire atall, and additional priming will benecessary.

Assoon asthecylinders begin tofire, open thethrottle slightly tokeep

itrunning.

After starting, iftheoilgage does notbegin toshow pressure within

30seconds inthesummertime and about twice that long invery cold

weather, stop engine and investigate. Lack ofoilpressure can cause

serious engine damage. After starting, avoid the use ofcarburetor

heat unless icing conditions prevail.

NOTE

Additional details for cold weather starting and operation

may befound under Cold Weather Operation inthis section.

TAXIING.

When taxiing, itisimportant that speed and use ofbrakes beheld to

aminimum andthat allcontrols beutilized (see Taxiing Diagram, figure

2-4) tomaintain directional control and balance.

The carburetor heat control knob should bepushed full induring all

ground operations unless heat isabsolutely necessary. When the knob is

pulled outtothe heat position, airentering theengine isnot filtered.

Taxiing over loose gravel orcinders should bedone atlow engine

speed toavoid abrasion and stone damage tothe propeller tips.

BEFORE TAKE-OFF.

WARM-UP.

Iftheengine accelerates smoothly, theairplane isready fortake-off.

TAXIING DIAGRAM

USE UP AILERON USE UP AILERON

ON LH WING AND ON RH WING AND

NEUTRAL ELEVATOR NEUTRAL ELEVATOR

USE DOWN AILERON USE DOWN AILERON

ON LH WING AND ON RH WING AND

DOWN ELEVATOR DOWN ELEVATOR

CODE NOTE

WIND DIRECTIONStrong quartering tail winds require caution.

Avoid sudden bursts ofthethrottle and sharp

braking when the airplane isinthis attitude.

Use the steerable nose wheel and rudder to

maintain direction.

Figure 2-4.

Since theengine isclosely cowled forefficient in-flight engine cooling,

precautions should betaken toavoid overheating during prolonged engine

operation ontheground. Also, long periods ofidling may cause fouled

spark plugs.

MAGNETO CHECK.

The magneto check should bemade at1700 RPM asfollows: Move

ignition switch first to"R" position, and note RPM. Next move switch

back to"BOTH" toclear theother setofplugs. Then move switch to

the "L" position, note RPM and return theswitch tothe"BOTH" position.

RPM drop should notexceed 125 RPM oneither magneto orshow greater

than 50RPM differential between magnetos. Ifthere isadoubt concern-

ingoperation oftheignition system, RPM checks athigher engine speeds

will usually confirm whether adeficiency exists.

Anabsence ofRPM drop may beanindication offaulty grounding of

one side oftheignition system orshould because for suspicion that the

magneto timing isset inadvance ofthesetting specified.

ALTERNATOR CHECK.

Prior toflights where verification ofproper alternator and voltage

regulator operation isessential (such asnight orinstrument flights), a

positive verification can bemade byloading theelectrical system momen-

tarily (3to5seconds) with theoptional landing light (ifsoequipped), or

byoperating the wing flaps during theengine runup (1700 RPM). The am-

meter will remain within aneedle width ofzero ifthealternator and vol-

tage regulator are operating properly.

TAKE-OFF.

POWER CHECK.

Itisimportant tocheck fulbthrottle engine operation early inthe

take-off run. Any signs ofrough engine operation orsluggish engine

acceleration isgood cause fordiscontiliuing thetake-off. Ifthis occurs,

you arejustified inmaking athorough full-throttle, static runup before

another take-off isattempted. The engine should run smoothly andturn

approximately 2260 to2360 RPM with carburetor heat off.

NOTE

Carburetor heat should not beused during take-off

unless itisabsolutely necessary for obtaining smooth

engine acceleration.

Full-throttle runups over loose gravel are especially harmful topro-

peller tips. When take-offs must bemade over agravel surface, itis

very important that thethrottle beadvanced slowly. This allows theair-

plane tostart rolling before high RPM isdeveloped, and thegravel will

beblown back ofthe propeller rather than pulled into it. When unavoid-

able small dents appear inthepropeller blades, they should beimmedi-

ately corrected asdescribed inSection Vunder propeller care.

Prior totake-off from fields above 3000 feet elevation, the mixture

should beleaned togive maximum RPM inafull-throttle, static runup.

WING FLAP SETTINGS.

Normal and obstacle clearance take-offs are performed with wing

flaps up. The use of10 flaps will shorten theground runapproximately

10"/o, butthis advantage islost intheclimb toa50-foot obstacle. There-

fore, theuse of10°flaps isreserved for minimum ground runs orfortake-off from soft orrough fields. If10°offlaps are used for minimum

ground runs, itispreferable toleave them extended rather than retract

them inthe climb totheobstacle. Inthis case, use anobstacle clearance

speed of65MPH. Assoon asthe .obstacle iscleared, theflaps may be

retracted astheairplane accelerates tothenormal flaps-up climb speed

of80to90MPH.

During ahigh altitude take-off inhot weather where climb would be

marginal with10°flaps, itisrecommended that theflaps notbeused for

take-off. Flap settings greater than10°are not recommended atany

time fortake-off.

PERFORMANCE CHARTS.

Consult theTake-Off Data chart inSection VIfortake-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 forthefield length tominimize the

drift angle immediately after take-off. The airplane isaccelerated to

aspeed slightly higher than normal, then pulled offabruptly toprevent

possible settling back tothe runway while drifting. When clear ofthe

ground, make acoordinated turn into the wind tocorrect for drift.

ENROUTE CLIMB.

CLIMB DATA.

For detailed data, refer totheMaximum Rate-Of-Climb Data chart

inSection VI.

CLIMB SPEEDS.

Normal climbs are performed at80to90MPH with flaps upand full

throttle forbest engine cooling. The mixture should befull rich below

3000 feet and may beleaned above 3000 feet for smoother engine opera-

tion. The maximum rate-of-climb speeds range from 82MPH atsea

level to79MPH at10,000 feet. Ifanenroute obstruction dictates the use

ofasteep climb angle, climb at68MPH with flaps retracted.

NOTE

Steep climbs atlow speeds should beofshort duratiön

toimprove engine cooling.

CRUISE.

Normal cruising isdone between 65% and 75% power. The power

settings required toobtain these powers atvarious altitudes and outside

airtemperatures can bedetermined byusing your Cessna Power Com-

puter orthe OPERATIONAL DATA, Section VI.

Cruising can bedone more efficiently athigh altitudes because of

lower airdensity andtherefore higher true airspeeds forthesame power.

This isillustrated inthetable below, which shows performance at75°/o

power atvarious altitudes. Allfigures are based onlean mixture, 38

gallons offuel (no reserve), zero wind, standard atmospheric conditions,

and 2300 pounds gross weight.

Toachieve the lean mixture fuel consumption figures shown inSec-

tion VI,the mixture should beleaned asfollows: pull mixture control

outuntil engine RPM peaks and begins tofall off, then enrichen slightly

back topeak RPM.

Carburetor ice, asevidenced byanunexplained drop inRPM, can be

removed byapplication offull carburetor heat. Upon regaining the origi-

nalRPM (with heat off), usethe minimum amount ofheat (bytrial and

error) toprevent icefrom forming. Since theheated air causes aricher

mixture, readjust the mixture setting when carburetor heat istobeused

continuously incruise flight.

The use offull carburetor heat isrecommended during flight inheavy

rain toavoid thepossibility ofengine stoppage duetoexcessive water in-

gestion orcarburetor ice. The mixture setting should bereadjusted for

smoothest operation.

Inextremely heavy rain, the use ofpartial carburetor heat (control

approximately 2/3 out), and part throttle (closed atleast one inch), may

benecessary toretain adequate power. Power changes should bemade

cautiously followed byprompt adjustment ofthemixture for smoothest

operation.

MAXIMUM CRUISE SPEED PERFORMANCE

75% POWER

ALTITUDE RPM TRUE AIRSPEED RANGE

SEA LEVEL 2490 123 575

5000 ft. 2600 128 600

9000 ft. FULL THROTTLE 132 620

STALLS.

The stall characteristics are conventional and aural warning ispro-

vided byastall warning horn which sounds between 5-and 10MPH above

the stall inallconfigurations.

Power-off stall speeds atmaximum gross weight and aft.c.g. posi-

tion are presented onpage 6-2 ascalibrated airspeeds since indicated

airspeeds are unreliable near the stall.

SPINS.

Intentional spins are prohibited inthis airplane, except inthe Utility

Category. Torecover from aspin, usethefollowing technique.

(1) Retard throttle toidlë positiota

(2) Apply full rudder opposite tothedirection oftotation.

(3) After one-fourth turn, move the control wheel forward ofneutral

inabrisk motion.

(4) Asrotation stops, neutralize rudder, and make asmooth recov-

ery from theresulting dive.

Intentional spins with flåps extended are prohibited.

LANDINGS.

Normal landings are reade power-off with any flap setting desired.

Slips should beavoided with flap settings greater than30°duetoadown-

ward pitch encountered under certain combinations ofairspeed, side slip

angle, and center ofgravity loadings.

NOTE

Carburetor heat should beapplied prior toany signi-

ficant reduction orclosing ofthethrottle.

NORMAL LANDING.

Landings should bemade onthe main wheels first toreduce theland-

ing speed and subsequent need forbraking inthe landing rolL The nose

wheel islowered tothe runway gently after the speed has diminished to

avoid unnecessary nose gear loads. This procedure isespecially im-

portant inrough orsoft field landings.

SHORT FIELD LANDING.

For short field landings, make apower-off approach atapproximately

69MPH indicated airspeed with40°offlaps. Touchdown should bemade

onthe main wheels first. Immediately after touchdown, lower thenose

gear totheground and apply heavy braking asrequired. For maximum

brake effectiveness after allthree wheels are ontheground, retract the

flaps, hold full nose upelevator and apply maximum possible brake

pressure without sliding thetires.

CROSSWIND LANDING.

When landing inastrong crosswind, usethe minimum flap setting re-

quired forthefield length. Ifflap settings greater than20°are used inside-

slips with full rudder deflection, some elevator oscillation may befelt at

normal approach speeds. However, this does notaffect control oftheair-

craft. Although the crab orcombination method ofdrift correction may be

used, thewing-low method gives the best control. After touchdown, hold a

straight course with the steerable nose wheel and occasional braking if

necessary.

The maximum allowable crosswind velocity isdependent upon pilot

capability rather than airplane limitations. With average pilot technique,

direct crosswinds of15MPH can behandled with safety.

BALKED LANDING (GO-AROUND).

Inabalked landing (go-around) climb, reduce thewing flap setting

to20°immediately after full power isapplied. Ifobstacles must De

cleared during thego-around climb, leave thewing flaps inthe10°to20°range until the obstacles are cleared. After clearing any obstacles

theflaps may beretracted astheairplane accelerates tothenormal

flaps-up climb speed of80to90MPH.

COLD WEATHER OPERATION.

STARTING.

Prior tostarting onacold morning, itisadvisable topull thepro-

peller through several times byhand to"break loose" or"limber" the

oil, thus conserving battery energy.

NOTE

When pulling thepropeller through byhand, treat itasif

the ignition switch isturned on. Aloose orbroken ground

wire oneither magneto could cause theengine tofire.

Inextremely cold(0°Fand lower) weather, theuse ofanexternal pre-

heater and anexternal power source are recommended whenever possible

toobtain positive starting andtoreduce wear and abuse totheengine and

electrical system. Pre-heat will thaw theoiltrapped inthe oilcooler,

which probably will becongealed prior tostarting inextremely cold tem-

peratures. When using anexternal power source, theposition ofthe

master switch isimportant. Refer toSection VIIunder Ground Service

Plug Receptacle for operating details.

Cold weather starting procedures are asfollows:

With Preheat:

(1) With ignition switch "OFF" andthrottle closed, prime

theengine four toeight strokes asthepropeller isbeing

turned over byhand.

NOTE

Use heavy strokes ofprimer for best atomization offuel.

After priming, push primer allthe way inandturn to

locked position toavoid possibility ofengine drawing fuel

through theprimer.

(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 theengine sixtotenstrokes while thepropeller

isbeing turned byhand with throttle closed. Leave primer

charged and ready forstroke.

(2) Propeller Area--Clear.

(3) Master Switch--"ON."

(4) Mixture--Full rich.

(5) Ignition Switch--"START."

(6) Pump throttle rapidly tofull open twice. Return to1/8"

open position.

(7) Release ignition switch to"BOTH" when engine starts.

(8) Continue toprime engine until itisrunning smoothly, or

alternately pump throttle rapidly over first 1/4tototal travel.

(9) Oil Pressure--Check.

(10) Pull carburetor heat knob full onafter engine has started.

Leave onuntil engine isrunning smoothly.

(11) Lock Primer.

NOTE

Iftheengine does notstart during the first few attempts,

orifengine firing diminishes instrength, itisprobable

that thespark plugs have been frosted over. Preheat

must beused before another start isattempted.

IMPORTANT

Pumping thethrottle may cause raw fuel toaccumulate in

the intake air duct, creating afire hazard inthe event of

abackfire. Ifthis occurs, maintain acranking action to

suck flames into theengine. Anoutside attendant with a

fire extinguisher isadvised for cold starts without pre-

heat.

During cold weather operations, noindication will beapparent onthe

oiltemperature gage prior totake-off ifoutside airtemperatures are

very cold. After asuitable warm-up period (2to5minutes at1000 RPM),

accelerate theengine several times tohigher engine RPM. Ifthe engine

accelerates smoothly andtheoilpressure rema.ins normal and steady,

theairplane isready fortake-off.

FLIGHT OPERATIONS.

Take-off ismade normally with carburetor heat off. Avoid excessive

leaning incruise.

Carburetor heat may beused toovercome any occasional engine

roughness duetoice.

When operating insub-zero temperature, avoid using partial carbu-

retor heat. Partial heat may increase thecarburetor airtemperature to

the32°to70°Frange, where icing iscritical under certain atmospheric

conditions.

Refer toSection VHfor cold weather equipment.

HOT WEATHER OPERATION.

Refer tothegeneral warm temperature starting information under

Starting Engine inthis section. Avoid prolonged engine operation onthe

ground.

Jeeties HI

EMERGENCY PROCEDURES

Emergencies caused byaircraft orengine malfunctions are extreme-

lyrare ifproper pre-flight inspections and maintenance are practiced.

Enroute weather emergencies can beminimized oreliminated bycareful

flight planning and good judgement when unexpected weather isencounter-

ed. However, should anemergency arise thebasic guidelines described

inthis section should beconsidered and applied asnecessary tocorrect

theproblem.

ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS.

Malfunctions inthe electrical power supply system can bedetected

byperiodic monitoring oftheammeter and over-voltage warning light;

however, the cause ofthese malfunctions isusually difficult todetermine.

Abroken alternator drive belt orwiring ismost likely the cause ofalter-

nator failures, although other factors could cause theproblem. Adam-

aged orimproperly adjusted voltage regulator can also cause malfunctions.

Problems ofthis nature constitute anelectrical emergency and should be

dealt with immediately. Electrical power malfunctions usually fall into

two categories: excessive rate ofcharge and insufficient rate ofcharge.

The paragraphs below describe the recommended remedy foreach situa-

tion.

EXCESSIVE RATE OF CHANGE.

After engine starting and heavy electrical usage atlow engine speeds

(such asextended taxiing) thebattery condition will below enough toac-

cept above normal charging during the initial part ofaflight. However,

after thirty minutes ofcruising flight, theammeter should beindicating

less than two needle widths ofcharging current. Ifthe charging rate

were toremain above this value onalong flight, thebattery would over-

heat and evaporate the electrolyte atanexcessive rate. Electronic com-

ponents intheelectrical system could beadversely affected byhigher

than normal voltage ifafaulty voltage regulator setting iscausing the

overcharging. Topreclude these possibilities, anover-voltage sensor

will automatically shut down thealternator andtheover-voltage warning

light will illuminate ifthe charge voltage reaches approximately 16volts.

Assuming that themalfunction was only momentary, anattempt should be

made toreactivate thealternator system. Todothis, turn both sides of

the master switch offandthen onagain. Iftheproblem nolonger exists,

normal alternator charging will resume andthewarning light will gooff.

Ifthelight comes onagain, amalfunction isconfirmed. Inthis event,

theflight should beterminated and/or thecurrent drain onthebattery

minimized because thebattery can supply theelectrical system foronly

alimited period oftime. Iftheemergency occurs atnight, power must

beconserved forlater use ofthelanding light and flaps during landing.

INSUFFICIENT RATE OF CHARGE.

Iftheammeter indicates acontinuous discharge rate inflight, the

alternator isnotsupplying power tothesystem and should beshut down

since thealternator field circuit may beplacing anunnecessary load on

thesystem. Allnon-essential equipment should beturned "OFF" andthe

flight terminated assoon aspractical.

ROUGH ENGINE OPERATION OR LOSS OF POWER.

CARBURETOR ICING.

Agradual loss ofRPM and eventual engine roughness may result

from theformation ofcarburetor ice. Toclear theice, apply fullthrottle

and pull the carburetor heat knob full outuntil theengine runs smoothly;

then remove carburetor heat and readjust thethrottle. Ifconditions re-

quire the continued use ofcarburetor heat incruise flight, usethe mini-

mum amount ofheat necessary toprevent icefrom forming and lean the

mixture slightly for smoothest engine operation.

SPARK PLUG FOULING.

Anengine roughness inflight may becaused byone ormore spark

plugs becoming fouled bycarbon orlead deposits. This may beverified-

byturning theignition switch momentarily from "BOTH" toeither "LEFT"

or"RIGHT" position. Anobvious power loss insingle ignition operation

isevidence ofspark plug ormagneto trouble. Assuming that spark plugs

arethemore likely cause, lean the mixture tothenormal lean setting for

cruising flight. Iftheproblem does not clear upinseveral minutes, de-

termine ifaricher mixture setting will produce smoother operation. If

not, proceed tothenearest airport for repairs using the "BOTH" position

oftheignition switch unless extreme roughness dictates theuse ofasin-

gleignition position.

MAGNETO MALFUNCTION.

Asudden engine roughness ormisfiring isusually evidence ofmag-

neto problems. Switching from "BOTH" toeither "LEFT" or"RIGHT"

ignition switch position will identify which magneto ismalfunctioning.

Select different power settings and enrichen the mixture todetermine if

continued operation on"BOTH" magnetos ispracticable. Ifnot, switch

tothe good magneto and proceed tothenearest airport for repairs.

LOW OIL PRESSURE.

Iflow oilpressure isaccompanied,by normal oiltemperature, there

isapossibility theoilpressure gage orrelief valve ismalfunctioning. A

leak intheline tothe gage isnotnecessarily cause for animmediate pre-

cautionary landing because anorifice inthis line will prevent asudden

loss ofoilfrom the engine sump. However, alanding atthe nearest air-

port would beadvisable toinspect thesource oftrouble.

Ifatotal loss ofoilpressure isaccompanied byarise inoiltempera-

ture, there isreason tosuspect anengine failure isimminent. Reduce

engine power immediately and select asuitable forced landing field.

Leave theengine running atlow power during the approach, using only

the minimum power required toreach thedesired touchdown spot.

FORCED LANDINGS.

PRECAUTIONARY LANDING WITH ENGINE POWER.

Before attempting an"off airport" landing, oneshould drag theland-

ing area atasafe but lowaltitude toinspect theterrain for obstructions

andsurface conditions, proceeding asfollows:

(1) Drag over selected field with flaps20°and 70MPH airspeed,

noting thepreferred area fortouchdown forthenext landing approach.

Then retract flaps after well clear ofallobstacles.

(2) Ondownwind leg, turn offallswitches except the ignition and

master switches.

(3) Approach with flaps40°at70MPH.

(4) Unlatch cabin doors prior tofinal approach.

(5) Before touchdown, turn ignition and master switches "OFF."

(6) Land inaslightly tail-low attitude.

EMERGENCY LANDING WITHOUT ENGINE POWER.

Ifanengine stoppage occurs, establish aflaps upglide at80MPH.

Iftime permits, attempt torestart the engine bychecking forfuel quan-

tity, proper fuel selector valve position, and mixture control setting.

Also check that engine primer isfull inand locked and ignition switch is

properly positioned.

Ifallattempts torestart the engine fail, and aforced landing isim-

minent, select asuitable field and prepare forthe landing asfollows:

(1) Pull mixture control toidle cut-off position.

(2) Turn fuel selector valve handle to"OFF."

(3) Turn allswitches "OFF" except master switch.

(4) Airspeed--70to80MPH (flaps up).

(5) Extend wing flaps asnecessary within gliding distance offield.

(6) Airspeed--65to75MPH (flaps down).

(7) Turn master switch "OFF."

(8) Unlatch cabin doors prior tofinal approach.

(9) Land inaslightly tail-low attitude.

(10) Apply heavy braking while.holding full upelevator.

DITCHING.

Prepare for ditching bysecuring orjettisoning heavy objects located

inthe baggage area, and collect folded coats orcushions for protection of

occupant's face attouchdown. Transmit Mayday message on121.5 MHz.,

giving location and intentions.

(1) Plan approach into wind ifwinds are high and seas are heavy.

With heavy swells and light wind, land parallel toswells.

(2) Approach with flaps40°and sufficient power for a300 ft./min.

rate ofdescent at70MPH.

(3) Unlatch the cabin doors.

(4) Maintain acontinuous descent until touchdown inlevel attitude.

Avoid alanding flare because ofdifficulty injudging airplane height

over awater surface.

(5) Place folded coat orcushion infront offace attime oftouchdown.

(6) Evacuate airplane through cabin doors. Ifnecessary, open win-

dow toflood cabin compartment forequalizing pressure sothat door

can beopened.

(7) Inflate life vests and raft (ifavailable) after evacuation ofcabin.

The aircraft can notbedepended onforflotation for more than a

few minutes.

DISORIENTATION INCLOUDS.

When flying inmarginal weather, the pilot should make sure that the

Wing Leveler control knob (ifinstalled) is"ON." However, iftheair-

plane isnot equipped with this device orgyro horizon and directional gyro

instruments, thepilot will have torely ontheturn coordinator (orturn

and bank indicator) ifheinadvertently flies into clouds. The following in-

structions assume that only one ofthelatter two instruments isavailable.

EXECUTING A180°TURN INCLOUDS.

Upon entering theclouds, animmediate plan should bemade toturn

back asfollows:

(1) Note thetime oftheminute hand and observe the position ofthe

sweep second hand ontheclock.

(2) When thesweep second hand indicates the nearest half-minute,

initiate astandard rate leftturn, holding theturn coordinator sym-

bolic airplane wing opposite the lower left index mark for 60seconds.

Then roll back tolevel flight byleveling the miniature airplane.

(3) Check accuracy oftheturn byobserving thecompass heading

which should bethereciprocal oftheoriginal heading.

(4) Ifnecessary, adjust heading primarily with skidding motions

rather than rolling motions sothat thecompass will read more ac-

curately.

(5) Maintain altitude and airspeed bycautious application ofelevator

control. Avoid overcontrolling bykeeping thehands offthecontrol

wheel and steering only with rudder.

EMERGENCY LET-DOWNS THROUGH CLOUDS.

Ifpossible, obtain radio clearance for anemergency descent through

clouds. Toguard against aspiral dive, choose aneasterly orwesterly

heading tominimize compass card.swings duetochanging bank angles.

Inaddition, keep hands offthe control wheel and steer astraight course

with rudder control bymonitoring theturn coordinator. Occasionally

check the compass heading and make minor corrections tohold anapproxi-

mate course. Before descending into theclouds, set upastabilized let-

down condition asfollows:

(1) Apply full rich mixture.

(2) Use full carburetor heat.

(3) Reduce power toset upa500to800 ft./min. rate ofdescent.

(4) Adjust theelevator trim tabforastabilized descent at90MPH.

(5) Keep hands offthecontrol wheel.

(6) Monitor turn coordinator and make corrections byrudder alone.

(7) Check trend ofcompass card movement and make cautious cor-

rections with rudder tostop theturn.

(8) Upon breaking outofclouds resume normal cruising flight.

RECOVERY FROM ASPIRAL DIVE.

Ifaspiral isencountered, proceed asfollows:

(1) Close thethrottle.

(2) Stop theturn byusing coordinated aileron and rudder control to

align thesymbolic airplane intheturn coordinator with thehorizon

reference line.

(3) Cautiously apply elevator back pressure toslowly reduce thein-

dicated airspeed to90MPH.

(4) Adjust the elevator trim control tomaintain a90MPH glide.

(5) Keep hands offthecontrol wheel, using rudder control tohold a

straight heading.

(6) Apply carburetor heat.

(7) Clear engine occasionally, but avoid using enough power todis-

turb thetrimmed glide.

(8) Upon breaking outofclouds, apply normal cruising power and

resume flight.

FIRES.

ENGINE FIRE DURING START ON GROUND.

Improper starting procedures such aspumping thethrottle during a

difficult cold weather start can cause abackfire which could ignite fuel

that has accumulated intheintake duct. Inthis event, proceed asfollows:

(1) Continue cranking inanattempt togetastart which would suck

theflames and accumulated fuel through the carburetor and into the

engine.

(2) Ifthestart issuccessful, runthe engine at1700 RPM for afew

minutes before shutting itdown toinspect the damage.

(3) Ifengine start isunsuccessful, continue cranking fortwo or

three minutes with throttle full open while ground attendants obtain

fire extinguishers.

(4) When ready toextinguish fire, release thestarter switch and

turn off master switch, ignition switch, and fuel selector valve handle.

(5) Smother flames with fire extinguisher, seat cushion, wool blan-

ket, orloose dirt. Ifpractical trytoremove carburetor air filter

ifitisablaze.

(6) Make athorough inspection offire damage, and repair orre-

place damaged components before conducting another flight.

ENGINE FIRE IN FLIGHT.

Although engine fires are extremely rare inflight, the following steps

should betaken ifone isencountered:

(1) Pull mixture control toidle cut-off.

(2) Turn fuel selector valve handle "OFF."

(3) Turn master switch "OFF."

(4) Establish a120 MPH glide.

(5) Close cabin heat control.

(6) Select afield suitable for aforced landing.

(7) Iffire isnotextinguished, increase glide speed inanattempt to

find anairspeed that will provide anincombustible mixture.

(8) Execute aforced landing asdescribed inparagraph Emergency

Landing Without Engine Power. Donotattempt torestart theengine.

ELECTRICAL FIRE INFLIGHT.

The initial indication ofanelectrical fire isthe odor ofburning in-

sulation. The immediate response should betoturn the master switch

"OFF." Then close offventilating airasmuch aspracticable toreduce

the chances ofasustained fire.

Ifelectrical power isindispensable forthe flight, anattempt may be

made toidentify and cutoffthedefective circuit asfollows:

(1) Master Switch--"OFF."

(2) All other switches (except ignition switch)--"OFF."

(3) Check condition ofcircuit breakers toidentify faulty circuit if

possible. Leave faulty circuit deactivated.

(4) Master Switch--"ON."

(5) Select switches "ON" successively, permitting ashort time de-

laytoelapse after each switch isturned onuntil the short circuit is

localized.

(6) Make sure fire iscompletely extinguished before opening venti-

lators.

FLIGHT INICING CONDITIONS.

Although flying inknown icing conditions isprohibited, anunexpected

icing encounter should behandled asfollows:

(1) Turn pitot heat switch "ON" (ifinstalled).

(2) Turn back orchange altitude toobtain anoutside airtemperature

that isless conducive toicing.

(3) Pull cabin heat control full outtoobtain windshield defroster air-

flow. Adjust cabin air control togetmaximum defroster heat and

airflow.

(4) Open thethrottle toincrease engine speed and minimize ice

build uponpropeller blades.

(5) Watch for signs ofcarburetor airfilter iceand apply carburetor

heat asrequired. Anunexplained loss inengine speed could be

caused bycarburetor ice orairintake filter ice.

(6) Plan alanding atthenearest airport. With anextremely rapid

icebuild-up, select asuitable "off airport" landing site.

(7) With aniceaccumulation ofone quarter inch ormore onthewing

leading edges, beprepared forsignificantly higher stall speed.

(8) Leave wing flaps retracted. With asevere ice build-up onthe

horizontal tail, the change inwing wake airflow direction caused by

wing flap extension could result inaloss ofelevator effectiveness.

(9) Open left window and scrape icefrom aportion ofthe windshield

forvisibility inthe landing approach. The metal control lock shield

may beused asascraper.

(10) Perform alanding approach using aforward slip, ifnecessary,

forimproved visibility.

(11) Approach at75to85MPH, depending upon the amount ofice ac-

cumulation.

(12) Avoid steep turns during thelanding approach.

(13) Perform alanding inlevel attitude.

Section H

OPERATING LIMITATIONS

OPERATIONS AUTHORIZED.

Your Cessna exceeds the requirements ofairworthiness asset forth

bythe United States Government, and iscertificated under FAA Type Cer-

tificate No. 3A12 asCessna Model No. 172L.

With standard equipment, theairplane isapproved for day and night

operations under VFR. Additional, optional equipment isavailable toin-

crease itsutility andtomake itauthorized for use under IFR day and

night. Anowner ofaproperly equipped Cessna iseligible toobtain ap-

proval for its operation onsingle-engine scheduled airline service. Your

Cessna Dealer will behappy toassist you inselecting equipment best

suited toyour needs.

MANEUVERS-NORMAL CATEGORY.

This airplane iscertificated inboth the normal and utility category.

The normal category isapplicable toairplanes intended for non-aerobatic

operations. These include any maneuvers incidental tonormal flying,

stalls (except whip stalls) andturns inwhich the angle ofbank isnot

more than60°.Inconnection with theforegoing, the following gross

weight and flight load factors apply:

Gross Weight . . . . . . . . . . . . . . .2300 lbs

Flight Load Factor

*Flaps Up . . . . . . . . . . . . . +3.8-1.52

*Flaps Down . . . . . . . . . . . . +3.5

*The design load factors are 150"/o oftheabove, and in

all cases, the structure meets orexceeds design loads.

Your airplane must beoperated inaccordance with all FAA-approved

markings, placards and check lists intheairplane. Ifthere isany infor-

mation inthis section which contradicts the FAA-approved markings, plac-

ards and check lists, itistobedisregarded.

MANEUVERS-UTILITY CATEGORY.

This airplane isnotdesigned forpurely aerobatic flight. However,

intheacquisition ofvarious certificates such ascommercial pilot, in-

strument,pilot and flight instructor, certain maneuvers are required by

the FAA. Allofthese maneuvers are permitted inthis airplane when

operated inthe utility category. Inconnection with the utility category,

thefollowing gross weight and flight load factors apply, with maximum

entrÿ speeds for maneuvers asshown:

GrossWeight .................20001bs

Flight Load Factor

FlapsUp ...............+4.4-1.76

FlapsDown ..............+3.5

Inthe utility category, thebaggage compartment and rear seat must

notbeoccupied. Noaerobatic maneuvers are approved except those list-

edbelow:

MANEUVER MAXIMUM ENTRY SPEED*

Chandelles . . . . . . . . . . . . . . . .122 mph (106 knots)

Lazy Eights . . . . . . . . . . . . . . .122 mph (106 knots)

Steep Turns . . . . . . . . . . . . . . .122 mph (106 knots)

Spins................... SlowDeceleration

Stalls (Except Whip Stalls) . . . . . . . . . .Slow Deceleration

*Higher speeds can beused ifabrupt use ofthecontrols isavoided.

Aerobatics that may impose high loads should not beattempted. The

important thing tobear inmind inflight maneuvers isthat theairplane is

clean inaerodynamic design and will build upspeed quickly with the nose

down. Proper speed control isanessential requirement forexecution of

any rnaneuver, and care should always beexercised toavoid excessive

speed which inturn can impose excessive loads. Inthe execution ofall

maneuvers, avoid abrupt use ofcontrols.

Some engine power and aslightly greater rate ofdeceleration than is

used onstalls may berequired toobtain aspin entry. Full pro-spin con-

trol deflections must beheld until recovery tomaintain thespin. During

extended spins oftwotothree turns ormore, thespin will tend tochange

into aspiral. This will beaccompanied byanincrease inairspeed and

gravity loads onthe airplane. Ifthis occurs, recovery should beaccom-

plished byleveling the wings and recovering from the resulting dive.

AIRSPEED LIMITATIONS (CAS).

The following isalist ofthe certificated calibrated airspeed (CAS)

limitations fortheairplane.

Never Exceed Speed (glide ordive, smooth air) . . . . .174 MPH

Maximum Structural Cruising Speed . . . . . . . . . .140 MPH

Maximum Speed, Flaps Extended . . . . . . . . . . .100 MPH

*Maneuvering Speed . . . . . . . . . . . . . . . . . .122 MPH

*The maximum speed atwhich you may use abrupt

control travel.

AIRSPEED INDICATOR MARKINGS.

The following isalist ofthe certificated calibrated airspeed mark-

ings (CAS) fortheairplane.

Never Exceed (glide ordive, smooth air) . . . .174 MPH (red line)

Caution Range . . . . . . . . . . . .140-174 MPH (yellow are)

Normal Operating Range. . . . . . . . .59-140 MPH (green are)

Flap Operating Range . . . . . . . . . .52-100 MPH (white arc)

ENGINE OPERATION LIMITATIONS.

Power and Speed . . . . . . . . . . . . .150 BHP at2700 RPM

ENGINE INSTRUMENT MARKINGS.

OIL TEMPERATURE GAGE.

Normal Operating Range . . . . . . . . . . . . . .Green Arc

Maximum Allowable . . . . . . . . . . . . . .245 F(red line)

OIL PRESSURE GAGE.

Minimum Idling . . . . . . . . . . . . . . . .25psi (red line)

Normal Operating Range . . . . . . . . .60-90 psi(green are)

Maximum.................. 100psi(redline)

FUEL QUANTITY INDICATORS.

Empty (2.Ogallons unusable each tank) .·.

. . . . .E(red line)

TAC HOM ETER.

Normal Operating Range:

Atsea level . . . . . . . .2200-2500 RPM (inner green arc)

At5000 feet . . . . . . . .2200-2600 RPM (middle green arc)

.At10,000 feet . . . . . . .2200-2700 RPM (outer green arc)

Maximum Allowable. . . . . . . . . . . .2700 RPM (red line)

CARBURETOR AIR TEMPERATURE GAGE (OPT).

Icing Range . . . . . . . . . . . . .-15°to5°C(yellow arc)

WEIGHT AND $ALANCE.

The following information will enable youtooperate your Cessna

within the prescribed weight and center ofgravity limitations. Tofigure

the weight and balance for your particular airplane, use the Sample Prob-

lem, Loading Graph, and Center ofGravity Moment Envelope asfollows:

Take the "Licensed Empty Weight" and "Moment" from theWeight

and Balance Data sheet (or changes noted onFAA Form 337) carried in

your airplane, and write them down inthe column titled "YOUR AIR-

PLANE" onthe Sample Loading Problem.

NOTE

The Weight and Balance Data sheet isincluded intheair-

craft file. Inaddition tothelicensed empty weight and

moment noted onthis sheet, the c.g. arm (fuselage station)

isshowri. The c.g.arm figure need notbeused onthe

Sample Loading Problem. The moment shown onthesheet

must bedivided by1000 andthis value used asthe moment/

1000 ontheloading problem.

Use the Loading Graph todetermine the moment/1000 foreach addi-

tional item tobecarried, then listthese ontheloading problem.

NOTE

Loading Graph information isbased onseats positioned

for average occupants and baggage loaded inthe center

ofthebaggage area. For other than average loading

situations, the Sample Loading Problem lists fuselage

stations forthese items toindicate their forward and

aftc.g. range limitation (seat travel orbaggage area

limitation). Additional moment calculations, based on

theactual weight and c.g.arm (fuselage station) ofthe

item being loaded, must bemade ifthe position ofthe

load isdifferent from that shown onthe Loading Graph.

Total theweights and moments/1000 and plot these values on.the

Center ofGravity Moment Envelope todetermine whether the point falls

within theenvelope, and ifthe loading isacceptable.

STATION STATION

LOA DING(c.o. Anni (c.o. Anni

ARRA NGE MENTS

Pilot orpassenger center ofgravity

onadjustable seats positioned for

les su iat wrdma ItnREAR PASS REAR PASS.

ofoccupant center ofgravity range.

Arm measured tothe center ofthe

area shown.**95

96illLB SE

BAGG.

NOTE: The aft baggage wall (approximate

station 108) can beused asaconvenient108---108

interior reference point for determining

the location ofbaggage area fuselage STANDARD OPTIONALstationsSEATING SEATING

SAMPLE YOUR

AIRPLANE AIRPLANE

SAMPLE LOADING PROBLEM

Moment Moment

Weight (lb.-ins. Weight (lb.-ins.

(lbs.) /1000) (lbs.) /1000

1. Licensed Empty Weight (Sample Airplane) . . . 1364 51.7

2. Oil (8qts.-Full oilmay beassumed

for allflights) . . . . . . . . . . . . . . . . 15-0.2 15-0.2

3. Fuel (Standard-38Gal at6#/Gal) . . . . . . . 228 10.9

Fuel (Long Range-48Gal at6#/Gal) . . . . . .

4. Pilot and Front Passenger (Station 34to46) . . . 340 12.6

5. Rear Passengers . . . . . . . . . . . . . . . 340 24.8

6. Baggage (or Passenger onChild's Seat)

(Station82to108).............. 13 1.2

7. TOTAL WEIGHT AND MOMENT 2300 101.0

8. Locate this point (2300 at101.0) onthe center ofgravity moment envelope,

andsince this point falls within the envelope, the loading isacceptable.

400 DING

GRAPH

38GAL*

MAXIMUM USABLE FUEL

10*STANDARD TANKS50**LONGRANGE TANKS-

5 10 15 20 25 30

LOAD MOMENT/1000 (POUND-INCHES)

NOTES: (1) Line representing adjustable seats shows the pilot orpassenger center ofgravity

onadjustable seats positioned for anaverage occupant. Refer tothe Loading

Arrangements diagram forforward and aftlimits ofoccupant c.g. range.

(2)Engine Oil: 8Qts.=15Lbs. at-0.2Moment/1000.

\l''l i

2300 CENTER OF GRAVITY

MoMENT ENVELOPE

2200 LANDPLANENORMAL

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