Cessna SKYHAWK 1976 Pilot Operating Handbook

PILOT'S OPERATING HANDBOOK

~

Cessna ®

1976

Skyhawk

CESSNA MODEL 172M

j

PERFORMANCE -

SPECIFICATIONS

CESSNA

MODEL 172M

PERFORMANCE -SPECIFICATIONS

SPEED:

Maximum at Sea Level . . . . . . . . . . . . . . . 125 KNOTS

Cruise, 75% Power at 8000 Ft . . . . . . . . . . . . 120 KNOTS

CRUISE: Recommended Lean Mixture with fuel allowance for engine start, taxi, takeoff, climb and 45 minutes reserve at 45% power.

75 % Power at 8000 Ft . . .

38 Gallons Usable Fuel

75 % Power at 8000 Ft . . .

48 Gallons Usable Fuel

Maximum Range at 10,000 Ft

38 Gallons Usable Fuel

Maximum Range at 10,000 Ft

48 Gallons Usable Fuel

RATE OF CI.JMB AT SEA LEVEL

SERVICE CEILING . . . . . . .

TAKEOFF PERFORMANCE:

Ground Roll . . . . . . . . . .

Total Distance Over 5 0-Ft Obstacle

LANDING PERFORMANCE:

Ground Roll . . . . . . . . . . .

Total Distance Over 50-Ft Obstacle

STALL SPEED (CAS):

Flaps Up, Power Off . .

Flaps Down, Power Off .

MAXIMUM WEIGHT . . . .

STANDARD EMPTY WEIGHT:

Skyhawk . . . . .

. .

Skyhawk II . . .

.

. .

MAXIMUM USEFUL LOAD:

Skyhawk . . . . .

. .

Skyhawk II . . . . . .

BAGGAGE ALLOWANCE . . .

WING LOADING: Pounds/Sq Ft

POWER LOADING: Pounds/HP

FUEL CAPACITY: Total

Standard Tanks

Long Range Tanks .

OIL CAPACITY

ENGINE: Avco

L;c~~in~

:

150 BHP at 2700 RPM

PROPELLER: Fixed Pitch, Diameter

Range

Time

Range

Time

Range

Time

Range

Time

450 NM

3. 9 HRS

595 NM

5.1 HRS

480 NM

4. 8 HRS

640 NM

6. 3 HRS

645 FPM

13, 100 FT

865FT

1525 FT

520FT

1250 FT

50

KNOTS

44 KNOTS

2300 LBS

1387 LBS

1412 LBS

913 LBS

888 LBS

120 LBS

13.2

15.3

42 GAL.

52 GAL.

8 QTS

0-320-E2D

75 IN .

0 1 057 1 3

I ~ANO

8000 7/76

) I . , ()I

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1976 00 El 72

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C S 'A A

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V/ 10 I A

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CONGRATULATIONS

CESSNA

MODEL 172M

CONGRATULATION

S ..

. . h been designed and construct ed to

We l come to the ranks of Cessna owners! Your Cessnaf as It ·s our desire that you will find give you the most in performance, economy, and com ort. f

~I experience . flying it , e i ther for bus in ess or pleasure, a p l easant and pro It a e

Th i s h andbook has been prepared as a g

. uid e to he P you g et the most pleasure and utili ty

, u i pment operating p ro from your a ir p l a n e. It contains inf ormation about your Cessna cedures, and performance; and suggest i

· ons or I s s in seq g and care

·

W ' e urge you to r e ad it from cover to cover, and to refer to i t frequently.

Our int erest in your f l ying p l easure has not cease d

W

·th your purchase of a Cessna. World wide, t h e Cessna Dealer Organization backed by the Cessna Serv i ce Department stands ready to serve you. The foll owing serv i ces are offered by most Cessna Dealers:

T H E CESSNA WARRAN T YI t is designed to provide you with the most compreh e n s i ve cove ra ge possible: a. No exc lu sions b . Coverage includes parts and labor c. Ava il able at Cessna D ealers wor l d w id e d. Best in the industry

Spec i fic benef i ts and provis i o n s of the warranty p lu s other important benefits for you are contained in your Customer Care Program book supp li ed with your airplane.

Warranty service is ava il ab l e to you at a n y aut horized Cessna Dealer throughout the wor l d upon presentation of your Customer Care Card which establishes yo ur e li gibilit y under the warranty.

FACTORY TRAINED PERSONNEL to provide you with courteous expert service.

FACTO RY A PPR OVED S E RV I CE EQUIPMENT to provide you with the most efficient and accurate workmanship poss i b l e.

A STOCK OF GENU I NE CESSNA SERVICE PARTS on hand when you need them.

THE LATEST AUT HORIT A TIV E IN FORMATION FOR SERVICING CESSNA

A IRPL ANES, since Cessna Dealers have a ll of the Service Manua l s and Parts

Catalogs, kept curre n t by Service Letters a nd Serv i ce News Letters, published by

Cessna A ir craft Company.

We urge a ll Cessna owners to use the Cessna Dealer Organization to the fu ll est.

A curre f n t Cessna Dealer Dir ec tory accompanies your new a ir p l ane

·

The D . t · requent ly, and a current copy can be obta in ed from yo u r Cessna Dea l er. Mak e our

·

1rec ory

IS rev1sed

D 1 rectory one of your cross-country f li ght p l anning a i ds· a warm welco every Cessna De a l er. '

· y me awa 1 ts you at ii

TABLE OF CONTENTS

CESSNA

MODEL 172M

TABLE OF CONTENTS

GENERAL . .

SECTION

1

LIMITATIONS

EMERGENCY PROCEDURES

NORMAL PROCEDURES

PERFORMANCE . . . .

2

WEIGHT

&

BALANCE/

EQUIPMENT LIST . . . . . . . . . . • • . .

6

AIRPLANE

&

SYSTEMS

DESCRIPTIONS . . . . . . . . . . • • . . 7

3

4

5

AIRPLANE HANDLING,

SERVICE

&

MAINTENANCE . . • . . . • . • 8

SUPPLEMENTS

(Optional Systems Description

& Operating Procedures)

•

. . . .

• . •

. . 9

This handbook will be kept current by Service Letters published by Cessna Aircraft

Company. These are distributed to Cessna Dealers and to those who subscribe through the Owner Follow Up System. If you are not receiving subscription service, you will want to keep in touch with your Cessna Dealer for information concerning the c hange status of the handbook. Subsequent changes will be ma de in the form of stickers . These should be examined a nd a ttached to the appropria te page in the handbook immediately after r ece ipt; the handbook should not be used for operational purposes until it has be en updated to a current status. iii/(iv blank)

CESSNA

MODEL 172M

SECTION 1

GENERAL

SECTION 1

GENERAL

TABLE OF CONTENTS

Three View . . .

Introduction . . .

Descriptive Data .

Engine .

Propeller . .

Fuel . . . .

Oil .

I • • •

Maximum Certificated Weights

Standard Airplane Weights

Cabin and Entry Dimensions . .

Baggage Space and Entry Dimensions .

Specific Loadings. . . . . . . . . .

Symbols, Abbreviations and Terminology .

General Airspeed Terminology and Symbols .

Meteorological Terminology . . . . . . . .

Engine Power Terminology . . . . . . . .

Airplane Performance and Flight Planning Terminology

Weight and Balance Terminology . . . . . . . . . . .

Page

1-2

1-3

1-3

1-3

1-3

1-3

1-4

1-5

1-5

1-5

1-5

1-5

1-6

1-6

1-6

1-7

1-7

1-7

1-1

SECTION 1

GENERAL

CESSNA

MODEL 172M

1-2

PIVOT POINT

36'

Figure 1-1. Three View

NOTES:

1. Wing span shown wit h strobe lights insta lled.

2. Maxim um heig ht shown with nose gear depressed, all tires and nose strut properly inflated, and flashing beacon install ed.

3. Wheel ' .

ase length is 65".

4. Propeller ground clearance is 11 3/4".

5. Wing area is 174 square feet.

6. Minimum turning radius (*pivot po i nt to outboard wing tip) is 27' 5%".

CESSNA

MODEL 172M

SECTION 1

GENERAL

INTRODUCTION

This handbook contains 9 sections, and includes the material required to be furnished to the pilot by CAR Part 3. It also contains supplemental data supplied by Cessna Aircraft Company.

Section 1 provides basic data and information of general interest. It also contains definitions or explanations of symbols, abbreviations, and terminology commonly used.

DESCRIPTIVE DATA

ENGINE

Number of Engines: 1.

Engine Manufacturer: Avco Lycoming.

E;ngine Model Number: 0-320-E2D.

Engine Type: Normally-aspirated, direct-drive, air-cooled, horizontallyopposed, carburetor equipped, four-cylinder engine with 320 cu. in. displacement.

Horsepower Rating and Engine Speed: 150 rated BHP at 2700 RPM.

PROPELLER

Propeller Manufacturer: McCauley Accessory Division.

Propeller Model Number: 1C160/DTM7553.

Number of Blades: 2.

Propeller Diameter, Maximum: 75 inches.

Minimum: 74 inches.

Propeller Type: Fixed pitch.

FUEL

Fuel Grade (and Color): 80/87 Minimum Grade Aviation Fuel (red).

Alternate fuels which are also approved are:

100/130 Low Lead AVGAS {green). {Maximum lead content of 2 cc per gallon. )

100/130 Aviation Grade Fuel {green). (Maximum lead content of

4. 6 cc per gallon. )

NarE

When substituting a hi

ghe

r octane fuel, low lead AVGAS

100 should be used wh

eneve

r possible since it will result in less lead contamin ation of the engine.

1-3

SECTION 1

GENERAL

CESSNA

MODEL 172M

Fuel Capacity:

Standard Tanks:

Total Capacity: 42 gallons.

Total Capacity Each Tank: 21 gallons.

Total Usable: 38 gallons .

Long Range Tanks:

Total Capacity: 52 gallons.

Total Capacity Each Tank: 26 gallons.

Total Usable: 48 gallons.

NOfE

To ensure maximum fuel capacity when refueling , place the fuel selector valve in either LEFT or RIGHT position to prevent cross-feeding.

Oil

Oil Grade (Specification):

MIL-L-6082 Aviation Grade Straight Mineral Oil: Use to replenish supply during first 25 hours and at the first 25-hour oil change.

Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized .

NOTE

The airplane was delivered from the factory with a corrosion preventive aircraft engine oil. This oil should be drained after the first 25 hours of operation.

MIL-L-22851 Ashless Dispersant Oil: This oil must be used after first 50 hours or oil consumption has stabilized.

Recommended Viscosity For Temperature Range:

SAE 50 above l6°C (60°F).

SAE 10W30 or SAE 30 between -18°C (0°F) and 21°C (70°F).

SAE 10W30 or SAE 20 below -12°C(l0°F}.

NOfE

I

Multi-viscosity oil with a range of SAE 10W30 is recommended for improved starting in cold weather.

Oil Capacity:

Sump: 8 Quarts .

Total: 9 Quarts.

1 4

CESSNA

MODEL 172M

SECTION 1

GENERAL

MAXIMUM CERTIFICATED WEIGHTS

Takeoff, Normal Cat e gory:

2300

lbs. utility Category: 2000

lbs.

Landing, Nor m al Categ o ry: 2300 lbs.

Utility Category: 2000 lbs.

Weight in Baggage Compartment, Normal Category:

Baggage Area

1

(or passenger on child's seat)-Station 82

to 108:

120 lbs. See note below.

Baggage Area

2

-Station 108 to 142:

50

lbs. See note

below.

NOTE

The maximum combined weight capacity for baggage areas

1 and 2 is 120 lbs.

Weight

in Baggage Compartment, Utility

Category:

In this category, the bag g age compartment

and

rear seat must not be occupied.

STANDARD AIRPLANE WEIGHTS

Standard Empty Weight, Skyhawk: 1387 lb s.

Skyhaw k II: 141 2 l bs .

M aximum U sefu l L oad :

S ky hawk:

S kyhawk

II:

Normal C ategory

913 lbs.

888 l bs.

Utility C atego r y

613 lbs .

588 l b s .

CA BIN AND ENTRY DIME NS IONS

Detailed dimensions of t he cabi n inter i or and entry door openings are illustrated in Section 6.

BAGGAGE SPACE AND ENTRY DIMENSIONS

Dimensions of the baggage a rea and baggage door opening are illustrated in detail in Section 6.

SPECIFIC LOADINGS

Wi ng Loading : 13. 2 lbs. / sq. ft.

Po we r Loading: 15 . 3 lbs. / h p.

1-5

SECTION 1

GENERAL

CESSNA

MODEL 172M

---....

SYMBOLS, ABBREVIATIONS AND TERMINOLOGY

GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS

KCAS

Knots Calibrated A irs peed is i!1dicated airspeed corrected for position and instrument error and expressed in knots.

Knots calibrated airspeed is equal to KTAS in standard atmosphere at sea level.

KIAS

KTAS

'VA

VFE

VNO

VNE

Vs

Vs

0 vx

Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots.

Knots True Airspeed is the airspeed expressed in knots relative to undisturbed air which is KCAS corrected for altitude and temperature.

Maneuvering Speed is the maximum speed at which you may use abrupt control travel.

Maximum Flap Extended Speed is the highest speed permissible with wing flaps in a prescribed extended position.

Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air, then only with caution.

Never Exceed Speed is the speed limit that may not be exceeded at any time.

Stalling Speed or the minimum steady flight speed at which the airplane is controllable.

Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration at the most forward center of gravity.

Best Angleof -Climb Speed is the speed wnich results in the g reatest gain of altitude in a given horizontal distance.

Vy

Best Rate-of-Climb Speed is the speed which results in the greatest gain in altitude in a given time.

METEOROLOGICAL TERMINOLOGY

OAT Outside Air Temperature is the free air static temperature.

It is expressed in either degrees Celsius (formerly Centigrade) or degrees Fahrenheit.

1-6

CESSNA

MODEL 172M

SECTION 1

GENERAL

Standard

Temperature

Pressure

Altitude

Standard Temperature is l5°C at sea level pressure altitude and decreases by 2 C for each 1000 feet of altitude.

Pressure Altitude is the altitude read from an altimeter when the barometric subscale has been set to 29. 92 inches of mercury (1013 mb).

ENGINE POWER TERMINOLOGY

Brake Horsepower is the power developed by the engine.

BHP

RPM

Revolutions Per Minute is engine speed.

Static

RPM

Static RPM is engine speed attained during a full-throttle engine runup when the airplane is on the ground and stationary.

AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY

Demonstrated

Crosswind

Velocity

Demonstrated Crosswind Velocity is the velocity of the cross-

·wind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests . The value shown in not considered to be limiting.

Usable Fuel Usable Fuel is the fuel available for flight planning.

Unusable

Fuel

Unusable Fuel is the quantity of fuel that can not be safely used in flight.

GPH

NMPG

Gallons Per Hour is the amount of fuel (in gallons) consumed per hour.

Nautical Miles Per Gallon is the distance (in nautical miles) which can be expected per gallon of fuel consumed at a specific engine power setting and/or flight configuration. g

~is acceleration due to gravity.

WEIGHT AND BALANCE TERMINOLOGY

Reference Reference Datum is an imaginary vertical plane from which

Datum all horizontal dist ances are measured for balance purposes.

Statio n Station is a locati o n along the airplane fuselage given in terms of the dist ance from the reference datum.

1-7

SECTION 1

GENERAL

CESSNA

MODEL 172M

Arm Arm is the horizontal distance from the reference datum to the center of gravity (C. G.) of an item.

Moment

Center of

Gravity

(C . G .) e.G.

Arm

Moment is the product of the weight of an item multiplied by its arm. (Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reducing the number of digits. )

Center of Gravity is the point at which an airplane, or equipment, would balance if suspended. Its dist a nce from the reference datum is found by dividing the total moment by the total weight of the airplane .

Center of Gravity Arm is the arm obtained by adding the airplane's individual moments and dividing the sum by the total weight. e.G.

Limits

Standard

Empty

Weight

Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight.

Standard Empty Weight is the weight of a standard airplane, including unusable fuel, full operating fluids and full engine oil.

Basic Empty Basic Empty Weight is the standard empty weight plus the

Weight weight of optional equipment.

Useful

Load

Gross

(Loaded)

Weight

Maximum

Takeoff

·Weight

Useful Load is the difference between takeoff weight and the basic empty weight.

Gross (Loaded) Weight is the loaded weight of the airplane.

Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff run .

Maximum

Landing

Weight

Maximum Landing Weight is the maximum weight approved for the landing touchdown.

Tare Tare is the weight of chocks, blocks , stands, etc. used when weighing an airplane, and is included in the scale readings. Tare is deducted from the scale reading to obtain the actual (net) airplane weight.

1-8

CESSNA

MODEL 172M

SECTION 2

LIMITATIONS

SECTION 2

LIMITATIONS

TABLE OF CONTENTS

Introduction . . . . . . . .

Airspeed Limitations . . . .

Airspeed Indicator Markings

Power Plant Limitations

Power Plant Instrument Markings

Weight Limits . . . . .

Normal Category . .

Utility Category . .

Center of Gravity Limits

Normal Category .

Utility Category .

Maneuver Limits

Normal Category .

Utility Category .

Flight Load Factor Limits

Normal Category

Utility Category . . .

Kinds of Operation Limits .

Fuel Limitations

Placards . . . . . . . .

Page

2-3

2 -4

2-5

2-5

2-6

2-6

2-6

2-7

2-'7

2-7

2-7

2-7

2-7

2-7

2-8

2-8

2-8

2-9

2-9

2-10

2-1/ (2-2 blank)

CESSNA

MODEL 172M

SECTION 2

LIMITATIONS

INTRODUCTION

Section 2 includes operating limitations, instrument markings, and basic placards necessary for the safe operation of the airplane, its engine , standard systems and standard equipment. The limitations included in this section have been approved by the Federal Aviation Administration.

When applicable, limitations associated with optional systems or equipment are included in Section 9.

NOTE

The airspeeds listed in the Airspeed Limitations chart

(figure 2-1) and the A i rspeed Indicator Markings chart

(figure 2-2) are based on Airspeed Calibration data shown in Section

5 with the normal static source.

If the alternate static source is being used , ample margins should be observed to allow for the airspeed calibration variations between the normal and alternate static sources as shown in Section 5.

Your Cessna is certificated under FAA Type Certificate No. 3A12 as

Cessna Model No. 172M.

2-3

SECTION 2

LIMITATIONS

CESSNA

MODEL 172M

AIRSPEED LIMITATIONS

Airspeed limitations and their operational significance are shown in figure 2-1.

VNE

VNO

SPEED

Never Exceed Speed

Maximum Structural

Cruising Speed

KCAS KIAS

REMARKS

158

126

160 Do not exceed this speed in any operation .

128

Do not exceed this speed except in smooth air, and then only with caution.

VA

Maneuvering Speed:

2300 Pounds

1950 Pounds

1600Pounds

VFE

Maximum Flap Extended

Speed

Maximum Window Open

Speed

96

88

80

86

158

97 Do not make full or abrupt

89 control movements above

80 this speed.

85

Do not exceed this speed with flaps down.

160 Do not exceed this speed with windows open.

Figure 2-1. Airspeed Limitations

2-4

CESSNA

MODEL 172M

SECTION 2

LIMITATIONS

AIRSPEED INDICATOR MARKINGS

Airspeed indicator markings and their color code significance are shown in figure 2-2.

MARKING

White Arc

KIAS VALUE

OR RANGE

41-85

SIGNIFICANCE

Green Arc

Yellow Arc

Red Line

47- 128

128160

160

Full Flap Operating Range. Lower limit is maximum weight Vs

0 in landing configuration. Upper limit is maximum speed permissible with flaps extended.

Normal Operating Range. Lower limit is maximum weight Vs with flaps retracted. Upper limit is maximum structural cruising speed.

Operations must be

~onducted with caution and only in smooth air.

Maximum speed for all operations .

Figure 2-2. Airspeed Indicator Markings

POWER PLANT LIMITATIONS

Engine Manufacturer: Avco Lycoming.

Engine Model Number: 0-320-E2D .

Engine Operating Limits for Takeoff and Continuous Operations:

Maximum Power: 150 BHP.

Maximum Engine Speed: 2700 RPM.

NOTE

The static RPM range at full throttle (carburetor heat off) is 2300 to 2420 RPM.

Maximum Oil Temperature: l18°C (245°F).

Oil Pressure, Minimum: 25 psi.

Maximum: 100 psi.

Propeller Manufacturer: McCauley Accessory Division.

Propeller Model Number: 1C160/DTM7553.

Propeller Diameter, Maximum: 7 5 inches.

Minimum: 74 inches.

2-5

SECTION 2

LIMITATIONS

CESSNA

MODEL 172M

POWER PLANT INSTRUMENT MARKINGS

Power plant instrument markings and their color code significance are shown in figure 2-3.

INSTRUMENT

RED LINE

MINIMUM

LIMIT

GREEN ARC YELLOW ARC

NORMAL

OPERATING

CAUTION

RANGE

RED LINE

MAXIMUM

LIMIT

Tachometer

At Sea Level

At 5000 Ft.

At 10,000 Ft.

Oil Temperature

Oil Pressure

Carburetor Air

Temperature

-

- -

- - -

-

- -

-

-

25 psi

-

-

2200-

2500 RPM

2200-

2600 RPM

2200-

2700 RPM

100°-245°F

60-90 psi

-

- -

-

-

-

-

- -

-

-

-

- - -

-15° to 5°C

Figure 2-3. Power Plant Instrument Markings

2700 RPM

2700 RPM

2700 RPM

245°F

100 psi

-

-

-

WEIGHT LIMITS

NORMAL CATEGORY

Maximum Takeoff Weight: 2300 lbs.

Maximum Landing Weight: 2300 lbs.

Maximum Weight in Baggage Compartment:

Baggage Area 1 (or passenger on child's seat)-Station 82 to 108:

120 lbs. See note below.

Baggage Area 2 -Station 108 to 142: 50 lbs. See note below.

NOTE

The maximum combined weight capacity for baggage areas

1 and 2 is 120 lbs.

2-6

CESSNA

MODEL 172M

SECTION 2

LIMITATIONS

UTILITY CATEGORY

Maximum Takeoff Weight: 2000 lbs.

Maximum Landing Weight: 2000 lbs.

Maximum Weight in Baggage Compartment: In the utility category, the baggage compartment and rear seat must not be occupied.

CENTER OF GRAVITY LIMITS

NORMAL CATEGORY

Center of Gravity Range:

Forward: 35. 0 inches aft of datum at 1950 lbs. or less, with straight line variation to 38. 5 inches aft of datum at 2300 lbs.

Aft: 47. 3 inches aft of datum at all weights.

Reference Datum: Front face of firewall.

UTILITY CATEGORY

Center of Gravity Range:

Forward: 35. 0 inches aft of datum at 1950 lbs. or less, with straight line variation to 35. 5 inches aft of datum at 2000 lbs.

Aft: 40. 5 inches aft of datum at all weights.

Reference Datum: Front face of firewall.

MANEUVER LIMITS

NORMAL CATEGORY

This airplane 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° .

UTILITY CATEGORY

This airplane is not designed for purely aerobatic flight. However, in the acquisition of various certificates such as commercial pilot, instrument pilot and flight instructor , certain maneuvers are required by the

FAA. All of these maneuvers are permitted in this airplane when operated in the utility category.

In the utility category, the baggage compartment and rear seat must

2-7

SECTION 2

LIMITATIONS

CESSNA

MODEL 172M not be occupied. ed below:

No aerobatic maneuvers are approved except those list-

MANEUVER RECOMMENDED ENTRY SPEED*

Chandelles .

Lazy Eights

Steep Turns

Spins . .

.

Stalls (Except Whip Stalls).

*Abrupt use of the controls is prohibited above 97 knots.

105 knots

105 knots

95 knots

Slow Deceleration

Slow Deceleration

Aerobatics that may impose high loads should not be attempted. The important thing to bear in mind in flight maneuvers is that the airplane is clean in aerodynamic design and will build up speed quickly with the nose down. Proper speed control is an essential requirement for execution of any maneuver, and care should always be exercised to avoid excessive speed which in turn can impose excessive loads . In the execution of all maneuvers, avoid abrupt use of controls. Intentional spins with flaps extended are prohibited.

FLIGHT LOAD FACTOR LIMITS

NORMAL CATEGORY

Flight Load Factors (Gross Weight - 2300 lbs.)

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

*Flaps Down . . . . . . . . . . . . . . . . . +3. Og

*The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads.

UTILITY CATEGORY

Flight Load Factors (Gross Weight - 2000 lbs.)

*Flaps Up . . . . . . . . . . . . . . . . . .

+4.

4g, -1. 76g

*Flaps Down . . . . . . . . . . . . . . . . . +3. Og

*The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads.

2-8

CESSNA

MODEL 172M

SECTION 2

LIMITATIONS

KINDS OF OPERATION LIMITS

The airplane is equipped for day VFR and may be equipped for night

VFR and/or IFR operations. FAR Part 91 establishes the minimum required instrumentation and equipment for these operations. The refere nce to types of flight operations on the operating limitations placard re flects equipment installed at the time of Airworthiness Certificate issuance.

Flight into known icing conditions is prohibite d .

FUEL LIMITATIONS

2 Standard Tanks: 21 U.S. gallons each.

Total Fuel: 42 U.S. gallons.

Usable Fuel (all flight conditions): 38 U.S. gallons.

Unusable Fuel: 4. 0 U.S. gallons.

2 Long Range Tanks: 26 U.S. gallons each.

Total Fuel: 52 U.S. gallons.

Usable Fuel (all flight conditions) : 48 U.S

. gallons.

Unusable Fuel: 4. 0 U.S. gallons.

NOTE

To ensure maximum fuel capacity when refueling, place the fuel selector valve in either LEFT or RIGHT position to prevent cross-feeding.

NOTE

Takeoff and land with the fuel selector valve handle in the BOTH position.

Fuel Grade (and Color): 80/8 7 Minimum Grade Aviation Fuel (red) .

Alternate fuels which are also approved are:

100/130 Low Lead AVGAS (green) . (Maximum lead content of 2 cc per gallon . )

100/130 Aviation Grade Fuel (green) . (Maximum lead content of

4. 6 cc per gallon. )

NOTE

When substituting a h i gher octane fuel, low lead AVGAS

100 should be used whenever possible since it will result in less lead contamination of the engine.

2-9

SECTION 2

LIMITATIONS

CESSNA

MODEL 172M

PLACARDS

The following information is displayed in the form of composite or individual placards.

(1) In full view of the pilot: (The "DA Y-NIGHT-VFR-IFR" entry, shown on the example below, will vary as the airplane is equipped.)

This airplane must be operated in compliance with the operating limitations as stated in the form of placards, markings, and manuals.

- - - - - - - - M A X I M U M S - - - - - - - -

MANEUVERING SPEED (lAS)

GROSS WEIGHT . . . . .

FLIGHT LOAD FACTOR

Flaps Up

Flaps Down

Normal Category

97 knots .

2300 lbs.

+3.8, -1.52

+3.0

Utility Category

97 knots

2000 lbs.

+4.

4, -1. 76

+3.0

Normal Category - No acrobatic maneuvers including spins approved.

Utility Category - Baggage compartment and rear seat must not be occupied.

- - N O ACROBATIC MANEUVERS APPROVED--

EXCEPT THOSE LISTED BELOW

Maneuver

Chandelles.

Lazy Eights

Steep Turns

Recm. Entry Speed

. 105 knots

. 105 knots

. 95 knots

Maneuver

SplilS:.

Recm. Entry Speed

Slow Deceleration

Stalls (except whip stalls) Slow Deceleration

Altitude loss in stall recovery -- 180 feet.

Abrupt use of controls prohibited above 97 knots.

Spin Recovery: opposite rudder - forward elevator - neutralize controls. Intentional spins with flaps extended are prohibited.

Flight into known icing conditions prohibited. This airplane is certified for the following flight operations as of date of original airworthiness certificate:

DAY - NIGHT - VFR IFR

2-10

CESSNA

MODEL 172M

(2) Forward of fuel selector valve:

BOTH TANKS ON FOR

TAKEOFF

&

LANDING

(3)

On the fuel selector valve (standard tanks):

BOTH- 38 GAL. ALL FLIGHT ATTITUDES

LEFT- 19 GAL. LEVEL FLIGHT ONLY

RIGHT19 GAL. LEVEL FLIGHT ONLY

OFF

SECTION 2

LIMITATIONS

On the fuel selector valve (long range tanks):

BOTH- 48 GAL. ALL FLIGHT ATTITUDES

LEFT24 GAL. LEVEL FLIGHT ONLY

RIGHT- 24 GAL. LEVEL FLIGHT ONLY

OFF

(4) Near fuel tank filler cap (standard tanks):

FUEL

80/87 MIN. GRADE AVIATION GASOLINE

CAP. 21 U .S

. GAL.

Near fuel tank filler cap ( l o ng range tanks):

FUEL

8 0/87 MIN. GRADE AVIA TION GASOLINE

CAP. 26 U.S

. GAL.

2-11

SECTION 2

LIMITATIONS

(5) Near flap indicator:

AVOID SLIPS WITH FLAPS EXTENDED

CESSNA

MODEL 172M

(6) In baggage compartment:

120 POUNDS MAXIMUM

BAGGAGE AND/OR AUXILIARY PASSENGER

FORWARD OF BAGGAGE DOOR LATCH

50 POUNDS MAXIMUM

BAGGAGE AFT OF BAGGAGE DOOR LATCH

MAXIMUM 120 POUNDS COMBINED

FOR ADDITIONAL LOADING INSTRUCTIONS

SEE WEIGHT AND BALANCE DATA

(7) On the instrument panel near over-voltage light:

HIGH VOLTAGE

2-12

CESSNA

MODEL 172M

SECTION 3

EMERGENCY PROCEDURES

SECTION

3

EMERGEN CY PROCEDURES

TABLE OF CONTENTS

Introduction . . . . . . . .

Airspeeds For Safe Operation

OPERATIONAL CHECKLISTS

Engine Failures . . . . . . . . . . . . . .

Engine Failure During Takeoff Run . . . .

Engine Failure Immediately After Takeoff .

Engine Failure During Flight . . . . . .

Forced Landings . . . . . . . . . . . . . .

Emergency Landing Without Engine Power

Precautionary Landing With Engine Power

Ditching . . . . . . . . . . . .

.

Fires . . . . . . . . . . . . . . . .

Engine Fire During Start

On

Ground

Engine Fire In Flight . .

Electrical Fire In Flight

Cabin Fire

Wing Fire . . . . . . .

Icing . . . . . . . . . . .

Inadvertent Icing Encounter . . . .

Static Source Blockage (Erroneous Instrument Reading

Suspected) . . . . . . . . . . . . .

Landing With A Flat Main Tire . . . . . .

Electrical Power Supply System Malfunctions

Over- Voltage Light Illuminates

Ammeter Shows Discharge . . . . . .

AMPLIFIED PROCEDURES

Engine Failure .

Forced Landings

Page

3-3

3-3

3-3

3-3

3-3

3-4

3-4

3 4

3-4

3-5

3 5

3-5

3 6

3-6

3-6

3-7

3 7

3-7

3-8

3-8

3-8

3-8

3-8

3-9

3 -10

3-1

SECTION 3

EMERGENCY PROCEDURES

TABLE OF CONTENTS (Continued)

Landing Without Elevator Control . . . . . . . . . . .

Fires . . . . . . . . . . . . . . . . . . . . . . .

Emergency Operation In Clouds (Vacuum System Failure).

Executing A 180° Turn In Clouds . .

Emergency Descent Through Clouds

Recovery From A Spiral Dive

Flight In Icing Conditions . . . . . . .

Static Source Blocked . . . . . .

Spins . . . . . . . . . . . . . . . .

Rough Engine Operation Or Loss

Of

Power

Carburetor Icing . .

Spark Plug Fouling . . . . . . . . .

Magneto Malfunction . . . . . . . .

Low Oil Pressure . . . . . . . . .

Electrical Power Supply System Malfunctions

Excessive Rate Of Charge .

Insufficient Rate Of Charge . . . . . .

CESSNA

MODEL 172M

Page

3-13

3-13

3-13

3-14

3-14

3-14

3-15

3-15

3-15

3-10

3-10

3-11

3-11

3-11

3-12

3-12

3-12

3-2

CESSNA

MODEL 172M

SECTION 3

EMERGENCY PROCEDURES

INTRODUCTION

Section 3 provides checklist and amplified procedures for coping with emergencies that may occur. Emergencies caused by airplane or engine malfunctions are extremely rare if proper preflight inspections and maintenance are practiced. Enroute weather emergencies can be minimized or eliminated by careful flight planning and good judgement when unexpect-

\ ed weather is encountered . However, should an emergency arise the basic guidelines described in this section should be considered and applied as necessary to correct the problem. Emergency procedures associated with the ELT and other optional systems can be found in Section 9.

AIRSPEEDS FOR SAFE OPERATION

Engine Failure After Takeoff:

Wing Flaps Up . .

Wing Flaps Down .

Maneuvering Speed:

2300 Lbs

1950 Lbs

1600 Lbs

Maximum Glide:

2300 Lbs

Precautionary Landing With Engine Power

Landing Without Engine Power :

Wing Flaps Up . .

Wing Flaps Down . . . . .

OPERATIONAL CHECKLISTS

ENGINE FAILURES

ENGINE FAILURE DURING TAKEOFF RUN

(1) Throttle -- IDLE.

(2) Brakes-- APPLY.

(3) Wing Flaps -- RETRACT .

(4) Mixture -- IDLE CUT-OFF.

(5) Ignition Switch -- OFF.

ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF

(1) Airspeed -- 65 KIA S (flaps UP ).

60 KIAS (fla p s D OWN).

65 KIAS

60 KIAS

97 KIAS

89 KIAS

80 KIAS

65 KIAS

60 KIAS

65 KIAS

60 KIAS

3-3

SECTION 3

EMERGENCY PROCEDURES

CESSNA

MODEL 172M

(2) Mixture -- IDLE CUT-OFF.

(3) Fuel Selector Valve -- OFF.

(4) Ignition Switch -- OFF.

(5) Wing Flaps --AS REQUIRED.

(6) Master Switch-- OFF.

ENGINE FAILURE DURING FLIGHT

(1) Airspeed -- 65 KIAS.

(2) Carburetor Heat -- ON.

(3) Fuel Selector Valve -- BOI'H.

(4) Mixture -- RICH.

(5) Ignition Switch -- BOI'H (or START if propeller is stopped).

(6) Primer -IN and LOCKED.

FORCED LANDING

,

S

EMERGENCY LANDING WITHOUT ENGINE POWER

(1) Airspeed-- 65 KIAS (flaps UP).

60 KIAS (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

(1) Wing Flaps -- 20°.

(2) Airspeed -- 60 KIAS.

(3) Selected Field -- FLY

OVER,

noting terrain and obstructions, then retract flaps upon reaching a safe altitude and airspeed.

(4) Radio and Electrical Switches-- OFF.

(5) Wing Flaps-- 40° (on final approach).

(6) Airspeed-- 60 KIAS.

(7) Master Switch -- OFF.

(8) Doors-- UNLATCH PRIOR TO TOUCHDOWN.

(9) Touchdown-SLIGHTLY TAIL LOW.

{10) Ignition Switch -- OFF.

(11) Brakes-APPLY HEAVILY.

3-4

CESSNA

MODEL 172M

SECTION 3

EMERGENCY PROCEDURES

DITCHING

(1) Radio -- TRANSMIT MAYDAY on 121. 5 MHz, giving location and intentions.

(2) Heavy Objects (in baggage area) -- SECURE or JETTIOC>N.

(3) Flaps -20 o -

40°.

(4) Power-- ESTABLISH 300FT/MIN DESCENT at 55 KIAS.

(5) Approach -- High Winds, Heavy Seas -- INTO THE WIND.

Light Winds, Heavy Swells -PARALLEL TO

SWELLS.

NOTE

If no power is available, approach at 65 KIAS with flaps up or at 60 KIAS with 10° flaps.

(6) Cabin Doors -- UNLATCH.

(7) Touchdown-LEVEL ATTITUDE AT ESTABLISHED DESCENT.

(8)

Face -- CUSHION at touchdown with folded coat or seat cushion.

(9)

Airplane-- EVACUATE through cabin doors. If necessary, open window and flood cabin to equalize pressure so doors can be opened.

(10) Life Vests and Raft -- INFI.A TE.

FIRES

ENGINE FIRE DURING START ON GROUND

(1) Cranking-- CONTINUE, to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine.

If engine starts:

(2) Power -- 1700 RPM for a few minutes.

(3) Engine -- SHUTDOWN and inspect for damage.

If engine fails to start:

(4) Throttle -- FULL OPEN.

(5) Mixture-- IDLE CUT-OFF.

(6) Cranking -CONTINUE for two or three minutes.

(7)

Fire Extinguisher -- OBTAIN (have ground attendants obtain if not installed).

(8)

Engine -- SECURE. a. Master Switch -- OFF .

3-5

SECTION 3

EMERGENCY PROCEDURES

CESSNA

MODEL 172M b. Ignition Switch -- OFF. c. Fuel Shutoff Valve -- OFF.

(9) Fire -- EXTINGUISH using fire extinguisher, seat cushion, wool blanket, or dirt. If practical try to remove carburetor air filter if it is ablaze.

(10) Fire Damage -- INSPECT, repair damage or replace damaged components or wiring before conducting another flight.

ENGINE FIRE IN FLIGHT

(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-100 KIAS (If fire is not extinguished, increase glide speed to find an airspeed which will provide an incombustible mixture).

(6) Forced Landing -EXECUTE (as described in Emergency Landing Without Engine Power).

ELECTRICAL FIRE IN FLIGHT

(1) Master Switch-- OFF.

(2) All Other Switches (except ignition switch) -- 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 a time, with delay after each until short circuit is localized.

(8) Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire is completely extinguished.

CABIN FIRE

(1) Master Switch -- OFF.

(2) Vents/Cabin Air/Heat -- CLOSED (to avoid drafts).

(3) Fire Extinguisher-- ACTIVATE

(if available).

IWARNINGl

After discharging an extinguisher within a closed cabin, ventilate the cabin.

3-6

CESSNA

MODE L 172M

EMERGENCY

SECTION 3

PROCEDURES

(4) Land the airplane as soon as possible to inspect for damage.

WING FIRE

(1)

(2)

Navigation Light Switch -OFF.

Pitot Heat Switch (if installed) -- OFF.

NOTE

Perform a sideslip to keep the flames away from the fuel tank and cabin, and l and as soon as possible using flaps only as required for final approach and touchdown.

I

CIN

G

INADVERTENT ICING ENCOUNTER

( 1) Turn pi tot heat switch ON (if installed).

(2) Turn back or change altitude to obtain an outside air temperature t hat 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 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 is used continuously.

(6) Plan a landing at the nearest airport . With an extremely r apid ice build-up, select a suitable "off airport" landing site .

(7) With an ice accumulation of 1/4 inch or more on the wing leading edges, be prepared for significantly higher stall speed .

(8) Leave wing flaps retracted . With a severe ice 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 a landing approach using a forward slip, if necessary, for improved visibility.

(11) Approach at 65 to 75 KIAS, depending upon the amount of the accumulation.

(12) Perform a landing in level attitude.

3-7

SECTION 3

EMERGENCY PROCEDURES

CESSNA

MODEL 172M

STATIC SOURCE BLOCKAGE

(Erroneous Instrument Reading Suspected)

(1) Alternate Static Source Valve -- PULL ON.

(2) Airspeed-- Consult appropriate calibration tables in Section 5.

LANDING WITH A FLAT MAIN TIRE

(1) Approach --NORMAL.

(2) Touchdown --GOOD TIRE FIRST, hold airplane off flat tire as long as possible.

ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS

OVER-VOLTAGE LIGHT ILLUMINATES

(1) Master Switch-- OFF (both sides).

(2) Master Switch -- ON.

(3) Over-Voltage Light-- OFF.

If over-voltage light illuminates again:

(4) Flight -- TERMINATE as soon as possible.

AMMETER SHOWS DISCHARGE

(1) Alternator-- OFF.

(2) Nonessentail Electrical Equipment-- OFF.

(3) Flight-- TERMINATE as soon as practical.

3-8

CESSNA

MODEL 172M

SECTION 3

EMERGENCY PROCEDURES

AMPLIFIED PROCEDURES

ENGINE FAILURE

If an engine failure occurs during the takeoff run, the most important thing to do is stop the airplane on the remaining runway. Those extra items on the checklist will provide added safety during a failure of this type.

Prompt lowering of the nose to maintain airspeed and establish a glide

attitude

is the first response to an engine failure after takeoff. In most cases, the landing should be planned straight ahead with only small changes in direction to avoid obstructions. Altitude and airspeed are seldom sufficient to execute a 180° gliding turn necessary to return to the runway. The checklist procedures assume that adequate time exists

to

secure the fuel and ignition systems prior to touchdown.

After an engine failure in flight, the best glide speed as shown in Figure 3-1 should be established as quickly as possible. While gliding toward a suitable landing

area,

an effort should be made to identify the cause of the failure.

If time permits, an engine restart should be attempted as shown in the checklist.

If the engine cannot be restarted, a forced landing without power must be completed.

12,000

I-

I

<.:l w

I z

~ a: a: w

1w

>

0 al

<1:

*SPEED 65 KIAS

2000

.,._-f--:,-.':~+---+--+-1

*PROPELLER WINDMILLING

*FLAPS UP *ZERO WIND

2

4 6

8

10 12 14 16

GROUND DISTANCENAUTICAL MILES

Figure

3-1. Maximum

Glide

18

20

3-9

SECTION 3

EMERG EN CY P ROC EDURES

CESSNA

MODEL

172M

FORCED LAND IN GS

If all a tt e mpts to restart the engine fail and a forced landing is imminent , select a suit a ble field and prepare for the landing as discussed in the c hecklist fo r e ngine off emergency landings .

Before atte m p ti n g an "off airport" landing with engine power available, one shoul d dr a g the landing area at a safe but low altitude to inspect the terrain fo r obstructions and surface conditions, proceeding as disc ussed under the Pr e cautionary Landing With Engine Power checklist.

Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats or cushions for protection of occupants' face at touchdown. Transmit Mayday message on 121. 5 MHz giving location and intentions . Avoid a landing flare because of difficulty in judging height over a water surface.

LAN DI NG WIT H OUT ELEVAT OR CONTROL

Trim for horizontal flight(with an airspeed of approximately 60 KIAS and flaps set to 2 0°) by using throttle and elevator t r im control. Then do not change the elevator trim control setting ; control the glide angle by adjusting power exclusively .

At flareout the nose down moment resulting f r om p ower reduction is an adverse factor and the airplane may hit on the nos e wheel. Conse quently , at flareout, the elevator trim control should be adjusted toward the full nose -up position and the power adjusted so that the airplane w ill rotate to the horizontal attitude for touchdown . Close the throttle at touchdown.

FIRES

Although engine fires are extremely rare in flight, the steps of the appropriate checklist should be followed if one is encountered. After completion of this procedure, execute a forced landing .

The initial indication of an electrica l fire is usually the odor of burn · ing insulation . The checklist for this problem should result in elimination o f the fire.

3 10

CESSNA

MODEL 172M

SECTION 3

EMERGENCY PROCEDURES

EMERGENCY OPERATION IN CLOUDS

{Vacuum System Failure}

In the event of a vacuum system failure during flight in marginal weather, the directional indicator and attitude indicator will be disabled, and the pilot will have to rely on the turn coordinator or the turn and bank indicator if he inadvertently flies into clouds. The following instructions assume that only the electrically-powered turn coordinator or the turn and bank indicator is operative, and that the pilot is not completely proficient in instrument flying.

EXECUTING A 180° TURN IN CLOUDS

Upon inadvertently entering the clouds, an immediate plan should be made to turn back as follows:

(1) Note the time of the minute hand and observe the position of the sweep second hand on the clock.

(2) When the sweep second hand indicates the nearest half-minute, initiate a standard rate left turn, holding the turn coordinator symbolic airplane wing opposite the lower left index mark for 60 seconds.

Then roll back to level flight by leveling the miniature airplane.

(3) Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading.

(4) If necessary, adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more accurately.

(5) Maintain altitude and airspeed by cautious application of elevator control. Avoid overcontrolling by keeping the hands off the control wheel and steering only with rudder.

EMERGENCY DESCENT THROUGH CLOUDS

If conditions preclude reestablishment of

VFR flight by a 180° turn, a descent through a cloud deck to VFR conditions may be appropriate. If possible, obtain radio clearance for an emergency descent through clouds.

To guard against a spiral dive, choose an easterly or westerly heading to minimize compass card swings due to changing bank angles.

In addition, keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator. Occasionally check the compass heading and make minor corrections to hold an approximate course.

Before descending into the clouds, set up a stabilized let-down condition as follows:

(1) Apply full rich mixture.

(2) Use full carburetor heat.

3-11

SECTION 3

EMERGENCY PROCEDURES

CESSNA

MODEL 172M

(3)

(4)

Reduce power to set up a 500 to 800ft/min rate of descent.

Adjust the elevator trim for a stabilized descent at 70-80 KIAS.

(5) Keep hands off the control wheel.

(6)

Monitor turn coordinator and make corrections by rudder alone.

(7) Check trend of compass card movement and make cautious corrections with rudder to stop the turn.

(8) Upon breaking out of clouds, resume normal cruising 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 airplane in the turn coordinator with the horizon reference line.

( 3) Cautiously apply elevator back pressure to slowly reduce the airspeed to 80 KIAS.

(4)

Adjust the elevator trim control to maintain an 80 KIAS 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 disturb the trimmed glide.

(8) Upon breaking out of clouds, resume normal cruising flight.

FLIGHT IN ICING CONDITIONS

Flight into icing conditions is prohibited. An inadvertent encounter with these conditions can best be handled using the checklist procedures.

The best procedure, of course, is to turn back or change altitude to escape icing conditions.

STATIC SOURCE BLOCKED

If erroneous readings of the static source instruments (airspeed, altimeter and rate-of-climb) are suspected, the alternate static source valve should be pulled on, thereby supplying static pressure to these instruments from the cabin.

NOTE

In an emergency on airplanes not equipped with an alternate static source, cabin pressure can be supplied to the static pressure instruments by breaking the glass in the face of the rate-of-climb indicator.

3-12

CESSNA

MODEL 172M

SECTION 3

EMERGENCY PROCEDURES

With the alternate static source on, adjust indicated airspeed slightly during climb or approach according to the alternate static source airspeed calibration table in Section 5, appropriate to vent/window(s) configuration, causing the airplane to be flown at the normal operating speeds.

Maximum airspeed and altimeter variation from normal is 4 knots and

30 feet over the normal operating range with the window(s) closed. With window(s) open, larger variations occur near stall speed. However, maximum altimeter variation remains within 50 feet of normal.

SPINS

Should an inadvertent spin occur, the following recovery procedure should be used:

(1) RETARD THROTTLE TO IDLE POSITION.

(2) PLACE AILERONS IN NEUTRAL PQ3ITION.

(3) APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC-

TION OF ROTATION.

(4) JUST AFTER THE RUDDER REACHES THE STOP, MOVE THE

CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK

THE STALL. Full down elevator may be required at aft center of gravity loadings to assure optimum recoveries.

(5) HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.

Premature relaxation of the control inputs may extend the recovery.

(6) AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A

SMOOTH RECOVERY FROM THE RESULTING DIVE.

NOTE

If disorientation precludes a visual determination of the direction of rotation, the symbolic airplane in the turn coordinator or the needle of the turn and bank indicator may be referred to for this information.

For additional information on spins and spin recovery, see the discussion under SPINS in Normal Procedures (Section 4).

ROUGH ENGINE OPERATION OR LOSS OF POWER

CARBURETOR ICING

A gradual loss of RPM and eventual engine roughness may result from

3-13

SECTION 3

EMERGENCY PROCEDURES

CESSNA

MODEL 172M 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 for smoothest engine operation.

SPARK PLUG FOULING

A slight engine roughness in flight may be caused by one or more spar k plugs becoming fouled by carbon or lead deposits . This may be verified by turning the ignition switch momentarily from BOTH to either

L o r R p o sit i on . An obvious power loss in single ignition operation is evidence o f spark plug or magneto trouble. Assuming that spark plugs are the more likely cause, lean the mixture to the recommended lean setting for cruising flight. If the problem does not clear up in several minutes, determine if a richer mixture setting will produce smoother opera-

. tion.

If not, proceed to the nearest airport for repairs using the BOTH positi o n o f the ignition switch unless extreme r o ughness dictates the use o f a single ignition position .

MAGNETO MALFUNCTION

A sudden engine roughness or misfiring is usually evidence of magneto problems. Switching from BOTH t o either L or R ignition switch posit i on will identify which magneto is malfunctioning. Select different p owe r s e ttings and enrichen the mixture to determine if continued operation on BOTH magnetos is practicable.

If not, switch to the good magnet o and proceed to the nearest airport for repairs.

LOW OIL PRESSURE

If low oil pressure is ac c ompanied by normal o il temperature, ther e is a possibility the oil pressure gage or relief valve is malfunctioning.

A leak in the line to the gage is not necess a rily c a use for an immediate pr e 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 airport would be advisable to inspect the source of t r ouble.

If a total loss of oil pressure is accompanied by a rise in oil temperature, there is good reason to suspect an engine f ailure is imminent. R educe engine power immediately and select a suitable forced landing field.

Use only the minimum power required to reach the desired touchdown sp

3-14

CESSNA

MODEL 172M

SECTION 3

EMERGENCY PROCEDURES

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; however, the cause of these malfunctions is usually difficult to determine. A broken alternator drive belt or wiring is most likely the cause of alternator failures, although other factors 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.

The following paragraphs describe the recommended remedy for each situation.

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 accept 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 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 landing lights 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 m ay be placing an unnecessary load on the system. All nonessential e quipment should be turned off and the flight terminated as soon as pr a ctical.

3-15/(3-16 blank)

CESSNA

MODEL 172M

SECTION 4

NORMAL PROCEDURES

SECTION 4

NORMAL PROCEDURES

TABLE OF CONTENTS

Introduction . . . . . . .

Speeds For Safe Operation.

CHECKLIST PROCEDURES

Preflight Inspection.

Cabin . .

.

.

.

Empennage . .

Right Wing, Trailing Edge.

Right Wing . . . . . . .

Nose . . . . . . . . .

Left Wing • . . .

. • .

Left Wing, Leading Edge

Left Wing, Trailing Edge

Before Starting Engine

Starting Engine

Before Takeoff

Takeoff . . . .

Normal Takeoff .

Maximum Performance Takeoff

Enroute Climb .

Cruise .

.

. .

Descent . . . .

Before Landing .

Balked Landing .

Normal Landing

After Landing .

Securing Airplane

AMPLI FI E D PROCEDURES

St ar ting Engine

Page

4-3

4-3

4-6

4-7

4-7

4-7

4-7

4-8

4-8

4-8

4-5

4-5

4-5

4-5

4-5

4-5

4-6

4-6

4-6

4-6

4-8

4-9

4-9

4 9

4-9

4-11

4-1

SECTION 4

NORMAL PROCEDURES

TABLE OF CONTENTS {Continued)

Taxiing .

.

. .

. .

Before Takeoff . . .

Warm-Up .

.

.

Magneto Check .

Alternator Check .

Takeoff .

.

. . .

. .

Power Check

Wing Flap Settings

Cros swind Takeoffs

Enr o u t e Cl i mb .

Cruise

Stalls . . . . .

Spins . . . . .

Landing .

. . .

Normal Landing

Short Field Landing

Crosswind Landing .

Balked Landing

C o ld Weather Operation

Starting . . . . .

Flight Operations

Hot Weather Operation

Noise Abatement . . .

CESSNA

MODEL 172M

Page

4-11

4-13

4-13

4-13

4-13

4-13

4-13

4-14

4-15

4-15

4-15

4-17

4-17

4-19

4-19

4-19

4-20

4-20

4-20

4-20

4-22

4-23

4-23

4-2

CESSNA

MODEL 172M

SECTION 4

NORMAL PROCEDURES

INTRODUCTION

Section 4 provides che c klist and amplified procedures for the conduct of normal operation. Normal procedures associated with Optional Systems can be found in Section 9 .

SPEEDS FOR SAFE OPERATION

Unless otherwise noted, the following speeds are based on a maximum weight of 2300 pounds and may be used for any lesser weight. However, to achieve the performance specified in Section 5 for takeoff distance, the speed appropriate to the particular weight must be used.

Takeoff, Flaps Up :

Normal Climb Out

Maximum Performance Takeoff, Speed at 50 feet

Enroute Climb , Flaps Up:

Normal, Sea Level . . . . . .

Normal, 10,000 Feet . .

.

. .

Best Rate of Climb, Sea Level .

Best Rate of Climb, 10, 000 Feet .

Best Angle of Climb, Sea Level .

Best Angle of Climb, 10, 000 Feet

Landing Approach:

Normal Approach, Flaps Up . . .

Normal Approach, Flaps 40°

Short Field Approach, Flaps 40° .

Balked Landing:

During Transition to Maximum Power, Flaps 20°

Maximum Recommended Turbulent Air Penetration Speed:

2300 Lbs

1950 Lbs . . . . . . . . . . . . . .

1600 Lbs . . . . . . . . . . . . . .

Maximum Demonstrated Crosswind Velocity:

Takeoff or Landing . . . .

.

.

. .

. .

70 80 KIAS

59 KIAS

80-90 KIAS

70-80 KIAS

78 KIAS

68 KIAS

64 KIAS

62 KIAS

60-70 KIAS

55-65 KIAS

60 KIAS

55 KIAS

97 KIAS

89 KIAS

80 KIAS

15 KNOTS

4-3

SECTION 4

NORMAL PROCEDURES

CE SSNA

E:L 172M

4-4

NOT E

Visually check airplane for general cond iti o walk-around inspect ion. In cold weather , r small accumulat ions of fro st, ice or sno w

f=-

tail and control surfaces. Also, make su re surfaces contai n no intern al accumulatio ns bris . If a night flight is pl anned, check opelights, and make sure a fla shlight is avai la

F igure 4-1. Preflight lnspec tio-

CESSNA

MODEL 172M

SECTION 4

NORMAL PROCEDURES

CHECKLIST PROCEDURES

PREFLIGHT INSPECTION

CD

CABIN

(1) Control Wheel Lock -- REMOVE.

(2) Ignition Switch-- OFF.

(3) Master Switch -ON.

(4) Fuel Quantity Indicators -- CHECK QUANTITY.

(5) Master Switch -- OFF.

(6) Baggage Door -- CHECK, lock with key if child's seat is to be occupied.

®EMPENNAGE

(1) Rudder Gust Lock -REMOVE.

(2) Tail Tie-Down -- DISCONNECT.

(3) Control Surfaces -CHECK freedom of movement and security.

@RIGHT WINGTrailing Edge

(1) Aileron-- CHECK freedom of movement and security.

@RIGHT WING

(1) Wing Tie-Down --DISCONNECT.

(2) Main Wheel Tire--- CHECK for proper inflation.

(3) 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 (red).

(4) Fuel Quantity --CHECK VISUALLY for desired level.

(5) Fuel Filler Cap --SECURE,

@NOSE

(1) Engine Oil Level -- CHECK. Do not operate with less than six quarts. Fill to eight quarts for extended flight.

(2) Before first flight of the day and after each refueling, p.tll out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment. Check strainer drain closed.

If water i s observed, the fuel sy stem may contain additional water, and further draining of the system at the strainer, fuel tank sumps, and fuel

4-5

SECTION

4

NORMAL PROCEDURES

CESSNA

MODEL

172M

selector valve drain plug will b e nece ssary.

(3) Propeller and Spinner -CH E CK for nicks and security.

(4) Landing Light(s) -- CHECK f o r co ndition and cleanliness.

(5) Carburetor Air Filter-CHEC K for restrictions b y dust or other foreign matter.

(6) Nose Wheel Strut and Tir e -C HECK for proper inflation.

(7) Nose Tie-Down -- DISCO !\");ECT.

(8) Flight Instrument Static Source Opening (left side of fuselage) --

CHECK for stoppage.

®LEFT WING

(1) Main Wheel Tire -- CH ECK fo r proper inflation.

(2) Before first flight of th e day a nd after each refueling, use sampler cup and drain small qu antity o f fuel from fuel tank sump quickdrainvalve to check for wat er. se diment and proper fuel grade (red).

(3) Fuel Quantity -- CHEC K \'I SUA LLY for desired level.

(4) Fuel Filler Cap -- SEC CRE .

0

LEFT WING Leading Edge

(1) Pitot Tube Cover -R E:-.I

OVE and check opening for stoppage.

(2) Fuel Tank Vent Open ing -CHECK for stoppage .

(3) Stall Warning Openin g -C HECK for stoppage. To check the system, place a clean handk e r chie f over the vent opening and apply suction; a sound from the wa rning horn will confirm system operation.

(4) Wing Tie-Down --

DIS C O ~ ECT.

®LEFT WING Trailing Edge

(1)

Aileron -- CHECK f o r fre edom of movement and se c urit y .

BEFORE STARTING ENGINE

(1)

Preflight Inspect i o n -C OM PLETE.

(2) Seats, Belts, Shoul de r Harne sses -- ADJUST and L OC K.

(3) Fuel Selector Val ve -B OT H.

(4) Radios, Autopil ot , E lect rical Equipment-OFF.

(5) Brakes-TEST a n d SE T.

(6) Circuit Breake rs -C HEC K IN.

STARTING ENGINE

(1)

Mixture -- RICH .

4-6

CESSNA

MODEL

172M

SECTION 4

NORMAL PROCEDURES

(2) Carburetor Heat -COLD.

(3} Master Switch -- ON.

(4) Prime --AS REQUIRED (2 to 6 strokes; none if engine is warm).

(5) Throttle -- OPEN 1/8 INCH.

(6} Propeller Area -- CLEAR.

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

(8} Oil Pressure -- CHECK.

BEFORE TAKEOFF

(1) Cabin Doors and Window(s) -CLOSED and LOCKED.

(2) Flight Controls -- FREE and CORRECT.

(3} Elevator Trim -- TAKEOFF.

(4) Flight Instruments -- SET.

(5) Radios -SET.

(6} Autopilot (if installed) -- OFF.

(7} Fuel Selector Valve -BOTH.

(8) Mixture -- RICH (below 3000 feet).

(9} Parking Brake -- SET.

(10) Throttle -- 1700 RPM . a. Magnetos -- CHECK (RPM drop should not exceed 125 RPM on either magneto or 50 RPM differential between magnetos). b. Carburetor Heat -CHECK (for RPM drop}. c. Engine Instruments and Ammeter -- CHECK. d. Suction Gage -- CHECK.

(11)

Flashing Beacon, Navigation Lights and/or Strobe Lights -- ON as required.

(12) Throttle Friction Lock --ADJUST.

(13} Wing Flaps -- UP.

TAKEOFF

NORMAL TAKEOFF

(1)

Wing Flaps -- UP.

(2} Carburetor Heat -- COLD.

(3} Throttle -- FULL.

(4) Elevator Control -- LIFT NOSE WHEEL (at 55 KIAS).

(5) Climb Speed -- 70-80 KIAS .

MAXIMUM PERFORMANCE TAKEOFF

(1) Wing Flaps -UP.

4-7

SECTION 4

NORMAL PROCEDURES

CESSNA

MODEL 172M

(2) Carburetor Heat -- COLD.

(3) Brakes --APPLY.

(4)

Throttle -- FULL OPEN.

(5) Brakes -- RELEASE.

(6)

Elevator Control-- SLIGH TLY TAIL LOW.

(7) Climb Speed -- 59 KIAS (until all obstacles are cleared).

ENROUTE CLIMB

(1) Airspeed -- 70-90 KIAS .

NOT E

If a maximum perform ance climb is necessary, use speeds shown in the Rate

Of

Climb chart in Section 5.

(2) Throttle -- FULL OPE N.

(3) Mixture -- FULL RICH (m ixture may be leaned above 3000 feet).

CRUISE

(1) Power -- 2200-2700 RPM (no more than 75 %).

(2) Elevator Trim --AD JUST.

(3) Mixture -- LEAN.

DESCENT

(1) Mixture -- RICH.

(2) Power -- AS DESI RED.

(3) Carburetor Heat -AS REQUIRED (to prevent carburetor ic ing).

BEFORE LANDING

(1) Fuel Selector Valve -B OTH.

(2) Mixture -- RIC H.

(3) Carburetor Heat-

0~

(a pply full heat bef ore closing throttl e).

(4) Airspeed -6070 KIAS ( flaps UP).

4-8

CESSNA

MODEL 172M

(5) Wing Flaps -- AS DESIRED.

(6) Airspeed-55-65 KIAS (flaps DOWN).

SECTION 4

NORMAL PROCEDURES

BALKED LANDING

(1)

Throttle -FULL OPEN.

{2)

Carburetor Heat-- COLD.

{3) Wing Flaps-- 20° .

(4) Airspeed -55 KIAS.

(5) Wing Flaps -RETRACT slowly.

NORMAL LANDING

(1)

Touchdown-- MAIN WHEELS FIRST.

(2) Landing RollLOWER NOSE WHEEL GENTLY.

(3) Braking-- MINIMUM REQUIRED.

AFTER LANDING

(1)

Wing Flaps -UP.

(2) Carburetor Heat -- COLD.

SECU

RING AIRPLANE

(1)

(2)

Parking Brake SET.

Radios, Electrical Equipment, Autopilot-- OFF.

{3) Mixture -IDLE CUT-OFF (pulled full out).

(4)

Ignition Switch -- OFF.

(5)

(6)

Master Switch -- OFF.

Control Lock-INSTALL.

4-9/(4-10 blank)

CESSNA

MODEL 172M

SECTION 4

NORMAL PROCEDURES

AMPLIFIED PROCEDURES

STARTING ENGINE

During engine starting, open the throttle approximately 1/8 inch. In warm temperatures, one or two strokes of the primer should be sufficient.

In cold weather, up to six strokes of the primer may be necessary.

If the engine is warm, no priming will be required. In extremely cold temperatures, it may be necessary to continue priming while cranking the engine.

Weak intermittent firing followed by puffs of black smoke from the exhaust stack indicate overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the following procedure: Set the mixture control full lean and the throttle full open; then crank the engine through several revolutions with the starter. Repeat the starting procedure without any additional priming.

If the engine is underprimed (most likely in cold weather with a cold engine) it will not fire at all, and additional priming will be necessary.

As soon as the cylinders begin to fire, open the throttle slightly to keep it running.

After 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 concerning cold weather starting and operation may be found under COLD WEATHER OPERA-

TION paragraphs 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

4-2) 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

4-11

SECTION 4

NORMAL PROCEDURES

CESSNA

MODEL 172M

CODE

WIND DffiECTION •

NO TE

Strong quartering tai l winds req;.llre c aution.

Avoid sudden bursts of the t rattle and sharp braking when the ai r p lane

1 m

l s

attitude.

Use the steerable nos e wheel and rudder to maintain direction .

Fi gure 4 -2. Taxiing Diagr am

4-12

CESSNA

MODEL 172M

SECTION 4

NORMAL PROCEDURES

,Pilled 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 TAKEOFF

WARM-UP

If the engine accelerates smoothly, the airplane is ready for takeoff.

Since the engine is closely cowled for efficient in-flight engine cooling, precautions should be taken to avoid overheating during prolonged engine operation on the ground. Also, long periods of idling may cause fouled spark plugs.

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 position, note RPM and return the switch to the BOTH position. RPM drop should not exceed 125 RPM on either magneto or show greater than 50

RPM differential between magnetos. If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists.

An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified.

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 momentarily (3 to 5 seconds) with the optional landing light (if so equipped), or by operating the wing flaps during the engine runup (1700 RPM). The ammeter will remain within a needle width of zero if the alternator and voltage regulator are operating properly.

TAKEOFF

POWER CHECK

It is important to check full-throttle engine operati.on early in the

4-13

SECTION 4

NORMAL PROCEDURES takeoff run. Any sign of rough engi ne ope ration or slug g i s h e ngine acceleration is good cause for discontinu ing t he takeoff. If t hi s o ccurs, you are justified in making a thorough fullthrot tle, static runup bef o re another takeoff is attempted . The engine s hou l d run smoothly and turn approximately 2300 to 2420 RPM with ca rbureto r heat off and mi xt ur e full rich.

NOTE

Carburetor heat should not be u sed during take off un l e ss it is absolutely necessa ry for o btaining smooth engi n e acceleration.

Full-throttle runups over l oose g ravel are especiall y h armful to propeller tips. When takeoffs mus t be made over a grave

1

. surface, it is very important that the throttle be a dvance d slowly. This allows the airplane to start rolling before high RP M is developed, and the g ravel will be blown back of the propeller rather th an p ulled into it . When unavoidable small dents appear in the propeller b l ades, they should be immediately corrected as described in Section 8 u nder Propeller Care.

Prior to takeoff from fields a bove 3000 feet el eva ti on, the m ixture should be leaned to give maxi mum RPM in a full -throttle, static ru nup.

After full throttle is appl ied, a djust the thr o ttl e fric io:1 lock c l o ckwise to prevent the throttl e from cre eping back from a r::

X!IT.UIT. pow er position. Similar friction lock adj ustments sh o ul d be r:.o.1de as :-equi red i n other fl i g ht conditions t o maintai n a fixed thr ottle set:!

-=.

WING FLAP SETTINGS

Normal and obstacle cl earance takeoffs are perf up. The use of 10° flaps will shor ten the groun d ru n but this advantage is lost in the cli mb to a 50foot obs· the use of 10° flaps is re served fo r minimum groun d ;-_-from soft o r rough fields.

If

10° o f flaps are u sed L:runs, it is preferable to leave the m extended r a th er • the climb to the obstac le . In this case use an obst ac:

55 KIAS. As soon as the obstac le is cleared , th e fl . as the aircraft accele ra t es to the normal flaps-u p c ..

.~!: wing flaps c tely 10%,

:-he ref ore,

:- :

_r t akeoff

_:n g ro und

.!"'3.ct t hem in

- .:.ce s peed of retr acted u ld be

During a high a ltitu de takeoff in hot weathe r wh marginal with 10° flap s, it is rec ommended t hat

the

f takeoff. Flap settings greater tha n 10° are not app:-

4-14

CESSNA

MODEL 172M

CESSNA

MODEL 172M

SECTION 4

NORMAL PROCEDURES

CR OSSW IN D TAKEOFFS

Takeoffs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length to minimize the drift ang le immediately after takeoff. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift.

ENROUTE CLIMB

Normal climbs are performed with flaps up and full throttle and at speeds 5 to 10 knots higher than best rate-of-climb speeds for the best combination of performance, visibility and engine cooling. The mixture should be full rich below 3000 feet and may be leaned above 3000 feet for smoother operation or to obtain maximum RPM. If an obstruction dictates the use of a steep climb angle, the best angle-of-climb speed should be used with flaps up and maximum power.

NOTE

Climbs at speeds lower than the best rate-of-climb speed should be of short duration to improve engine cooling.

CRUISE

Normal cruising is performed between 55% and 75% power. The engine

RPM and corresponding fuel consumption for various altitudes can be determ ined by using your Cessna Power Computer or the data in Section 5.

NOTE

Cruising should be d o ne a t 6 5 % to 75% power until a total of 50 hours has accumul a t ed o r oil consumption has stabilized. This is to ensure proper seating of the rings and is applicable to new engines , and engines in service following cylinder replacem e n t o r top overhaul of one or more cylinders.

The Cruise Performanc e T able, F igure 4-3, illustrates the true airspe e d and nautical miles per gal l on dur ing cruise f o r v ar ious altitudes and pe rce nt power. This table sh o ul d b e use d as a guide, along with the avail-

4-15

SECTION 4

NORMAL PROCEDURES

CESSNA

MODEL 172M

ALTITUDE

Sea Level

4000 Feet

8000 Feet

Standard Conditions

75% POWER

KTAS NMPG

112

116

120

13.5

14.0

14 .

5

65% POWER

KTAS

NMPG

106

109

1 12

14.7

15.1

15.6

55% POWER

KTAS NMPG

97

99

102

15.2

15.5

15.9

Zero Wind

Figure 4-3. Cruise Performance Tabl e able winds aloft information, to de t e rmine the most favorable altitude and power setting for a given trip. Th e selection of cruise altitude on the basis of the most favorable wind co nditions and the use of low power settings are significant factors tha t s h o uld be considered on every trip to r e duce fuel consumption.

To achieve the recommend ed l ean mixture fuel consumpti o n figu res shown in Section 5, the mixtur e sho uld be leaned as f o ll ows:

(1)

Pull the mixture contr o l o ut until engine R P .

! pea..l.;s 3.r.d beg ins to fall off.

(2) Enrichen slightly b a c k to p eak RPM.

For best fuel economy a t

75 c p o wer or less, operate t • .. e leane st mixture that results in smooth e n g ine operation or at ;)()

RP

~:

:". the lean side of the peak RPM, which eve r o ccurs first. Thi s "-: :. r-e~:: in a pproximately

5% greater range than s ho wn in this handb ook.

Carburetor ice, as evid enced by an unexplain ed r removed by application of full car buretor heat.

U por: :nal RPM (with heat off), use the m inimum amount of . _ error) to prevent ice from f o r mi n g . Since the h eate mixture, readjust the mixtur e se tting when carbur et continuously in cruise flight.

The use of full carburet or he at is recommende d rain to avoid the possibilit y of eng ine stoppage du e gestion or carburetor ice. The m ixture setting sh o;... smoothest operation.

In extremely heavy rain , the use of partial c ar

~es a richer be used

'\

' _:Ot in heavy

-

~

\ e wat er in-

.lSte

d for co ntrol

4-16

CESSNA

MODEL

172M

SECTION 4

NORMAL PROCEDURES approximately 2/3 out), and part throttle (closed at least one inch), may 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 provided by a stall warning horn which sounds between 5 and 10 knots above the stall in all configurations.

Power-off stall speeds at maximum weight for both forward and aft c. g. positions are presented in Section 5.

SPINS

Intentional spins are approved in this airplane within certain restricted loadings. Spins with baggage loadings or occupied rear seat(s) are not approved.

However, before attempting to perform spins several items should be be carefully considered to assure a safe flight. No spins should be attempted without first having received dual instruction both in spin entries and spin recoveries from a qualified instructor who is familiar with t he spin o::haracteristics of the Cessna 172M .

The cabin should be clean and all loose equipment (including the microphone and rear seat belts) should be stowed or secured. For a solo flight in which spins will be conducted, the copilot's seat belt and shoulder harness should also be secured. The seat belts and shoulder harnesses should be adjusted to provide proper restraint during all ant i cipa t ed fligh t conditions. However, care should be taken to ensure that the pilot c an easily reach the flight controls and produce maximum control travels.

It is recommended that, where f easible, entries be accomplished at high enough altitude that recoveries are completed 4000 feet or more above ground level. At least 1000 feet of altitude loss should be allowed for a

1- turn spin and recovery, while a 6 turn spin and r ecovery may require somewhat more than twice that a mou nt . For example, the recommended entry altitude for a 6- turn spin wo ul d be 6000 feet above ground level. In any case, entries should be plann e d so that reco v er i es are completed well above the minimum 1500 feet abo ve gro und level required by FAR 91. 71.

Another reason for using high a ltitudes for practicing spins is that a

4-17

SECTION 4

NORMAL PROCEDURES

CESSNA

MODEL 172M greater field of view is provided which will assist in maintaining pilot orientation.

The normal entry is made from a power-off stall. As the stall is approached, the elevator control should be smoothly pulled to the full aft position. Just prior to reaching the stall ''break", rudder control in the desired direction of the spin rotation should be applied so that full rudder deflection is reached almost simultaneously with reachin g full aft elevator.

A slightly greater rate of decelerati o n than for normal stall en tries, application of ailerons in the direction of the desired spin, and the use of power at the entry will assure more con sistent and positive entl'ies to the spin. As the airplane begins to spin , reduce the power to idle and return the ailerons to neutral. Both elev a tor and rudder controls shou ld be held full with the spin until the spin rec ov ery is initiated. An inadvertent relaxation of either of these controls could result in the development of a nosedown spiral.

For the purpose of training in spins and spin recoveries, a 1 or 2 turn spin is adequate and should be used. Up to 2 turns, the spin will progress to a fairly rapid rate of rotation and a steep attitude. Application of recovery controls will produce pr o mpt recoveries (within 1/4 turn). During extended spins of two to thre e turns or more, the spin will tend to change into a spiral, particularl y to the right. This will be accompanied by an increase in airspeed and gravity loads on the airplane.

If this occurs, recovery should be accomplished quickly by leveli ng the wing s and recovering from the resulting dive.

Regardless of how many turns the spin is held or how it is ent ered, the following recovery technique sho uld be used:

(1) VERIFY THAT THROTTLE IS IN IDLE POSIT IO__.;_ -D AIL ERONS

ARE NEUTRAL.

(2) APPLY AND HOLD FULL RUDDER OPPO S1TE TO -HE DIREC-

TION OF ROTATION.

(3) JUST AFTER THE RUDDER REACHES THE s-OP.

~ .:O VE

THE

CONTROL WHEEL BRISKLY FORWARD FAR

E~C X:G~

:-0 BR EAK

THE STALL.

(4) HOLD THESE CONTROL INPUTS UNTIL ROT A.C_STO PS.

(5) AS ROTATION STOPS , N EUTRALIZE RUD DER . A_

:::> ~lAKE

A

SMOOTH RECOVERY FROM THE RESULTING DI\" E.

NOTE

If disorientation pr eclude s a visual deter mir.

.rt. r.

:

~~e direction of rotati on, the symbolic airplan e ::,·he -·:-::

4-18

CESSNA

MODEL 172M

SECTION 4

NORMAL PROCEDURES coordinator or the needle of the turn and bank indicator may be referred to for this information.

Variation in basic airplane rigging or in weight and balance due to installed equipment or right seat occupancy can cause differences in behavior, particularly in extended spins. These differences are normal and will result in variations in the spin characteristics and in the spiraling tendencies for spins of more than 2 turns. However, the recovery technique

~hould always be used and will result in the most expeditious recovery from any spin.

Intentional spins with flaps extended are prohibited, since the high speeds which may occur during recovery are potentially damaging to the flap/wing structure.

LANDING

NORMAL LANDING

Normal landing approaches can be made with power-on or power-off with any flap setting desired. Surface winds and air turbulence are usually the primary factors in determining the most comfortable approach speeds. Steep slips should be avoided with flap settings greater than 20 o due to a slight tendency for the elevator to oscillate under certain combinations of airspeed, sideslip angle, and center of gravity loadings.

NarE

Carruretor heat should be applied prior to any significant reduction or closing of the throttle.

Actual touchdown should be made with power-off and on the main wheels first to reduce the landing speed and subsequent need for braking in the landing roll. The nose wheel is lowered to the runway gently after the speed has diminished to avoid unn ece ssary nose gear loads. This procedure is especially important in rough or soft field landings.

SHORT FIELD LANDING

For a maximum performance short field landing in smooth air conditions, make an approach at the minimum recommended airspeed with full flaps using enough power to control the g lide path. (Slightly higher approach speeds should be used under turbulent air condition s.) After all approach obstacles are cleared, progressively reduce power and main-

4-19

SECTION 4

NORMAL PROCEDURES

CESSNA

MODEL

172M

tain the approach speed by lowering the nose of the airplane. Toochdown should be made with power off and on the main wheels first. Immediately after toochdown, lower the nose wheel and apply heavy braking as required.

For maximum brake effectiveness, retract the flaps, hold the con trol wheel full back, and apply maximum 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 elevat or oscillatio n may be felt at normal approach speeds . However, this does not affect control of the airplane. Although the crab or combination method of drift correction may be used, the wing-low method gives the best contr ol. After touchdown, hold a straight course with the steerable nose wheel and occa sional braking if necessary.

The maximum allowable crosswind velocity is dependent upon pilot capability as well as aircraft limitations. With average pilot technique, direct c rosswinds of 15 knots can be handled with safet y.

BALKED LANDING

In a balked landing (go-around) climb, reduce the wing flap setti~ to

20° immediately after full power is applied.

If the fla ps were extended to

40°, the reduction to 20° may be approximated by pla cing the flap switch in the UP position for two seconds and then returnin g the switch to neutral.

If obstacles must be cleared during the go-around climb, lea\'e the wing flaps in the 10° to 20° range and maintain a safe airspee d until the obs tacles are cleared. Above 3000 feet , lean the mixtur e to obtain maxim um

RPM. After clearing any obstacles, the flaps may be retracted as the airplane accelerates to the normal flaps-up climb speed.

COLD WEATHER OPERATION

STARTING

Prior to starting on a cold mo rning, it is advis able to p..~ll the propeller through several times by hand to "break loose" or '1imber" the oil, thus conserving battery ener gy.

4-20

CESSNA

MODEL 172M

SECTION 4

NORMAL PROCEDURES

NOTE

When pulling the propeller through by hand, treat it as if the ignition switch is turned on. A loose or broken ground wire on either magneto could cause the engine to fire.

In extremely cold (-18°C and lower) weather, the use of an external preheater and an external power source are recommended whenever 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 temperatures. When using an external power source, the position of the master switch is important. Refer to Section 7 under Ground Service Plug

Receptacle for operating details.

Cold weather starting procedures are as follows:

With Preheat:

(1)

With ignition switch OFF and throttle closed, prime the engine four to eight strokes as the propeller is being turned over by hand.

NOTE

Use heavy strokes of primer for best atomization of fuel.

After priming , push primer all the way in and turn to locked position to avoid possibility of engine drawing fuel through the primer.

(2) Propeller Area -- CLEAR.

(3) Master Switch-- ON.

(4) Mixture -FULL RICH.

(5) Throttle -- OPEN 1/8 INCH.

(6) Ignition Switch -- START.

(7) Release ignition swit ch to B OTH 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 thro ttle closed . Leave primer charged and ready for stroke.

(2) Propeller Area -- CLEAR.

(3) Master Switch -- ON.

(4) Mixture -- FULL RICH.

4-21

SECTION 4

NORMAL PROCEDURES

CESSNA

MODEL 172M

(5) Ignition Switch-- START.

(6) Pump throttle rapidly to full open twice. Return to 1/8 inch open position.

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

(8) Continue to prime engine until it is running smo othly, or alternately pump throttle rapidly over first 1/4 of 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 if the engine firing diminishes in strength, it is probable that the spark plugs have been frosted over. Preheat must be used before a nother start is attempted.

/CAUTION\

Pumping the throttle may cause raw fuel to accumulat e 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 st arts without pre heat.

During cold weather operati ons, no indication will be apparent on t he oil temperature gage prior to takeoff if outside air temperatures are

very

cold. After a suitable warm-up period (2 to 5 minu tes at 1000 RPM), accelerate the engine several times to higher engine RPM .

If the engi ne accelerates smoothly and the oil pressure remains n ormal and steady , the airplane is ready for takeoff .

FLIGHT OPERATIONS

Takeoff is made normall y wit h carburetor h eat off. . essive leaning in cruise.

Carburetor heat may be used to overcome any occasio~al eng ine roughness due to ice.

When operating in temp eratur es below -l8°C , av oid using part ial carburetor heat. Partial heat may in crease the carbur etor air tempera ture to the oo to 21 o c range, wher e ici ng is critical un der certain atmos pheric conditions.

4-22

CESSNA

MODEL 172M

SECTION 4

NORMAL PROCEDURES

HOT WEATHER OPERATION

Refer to the general warm temperature starting information under

Starting

Engine in this section. Avoid prolonged engine operation on the

ground.

NOISE ABATEMENT

Increased emphasis

on

improving the quality of our environment re-

quires

renewed effort

on

the part of all pilots to minimize the effect of

aircraft

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

outdoo

r 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 takeoff and descent for landing should be made so as to avoid prolonged 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 instructions,

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 air-

craft.

4-23/{4-24 blank)

CESSNA

MODEL 172M

SECTION 5

PERFORMANCE

SECTION 5

PERFORMANCE

TABLE OF CONTENTS

Introduction . . . . . . .

Use of Performance Charts

Sample Problem .

Takeoff . . .

Cruise

Fuel Required

Landing . . . . . .

Figure 5-1, Airspeed CalibrationNormal Static Source .

Airspeed Calibration - Alternate Static Source

Figure 5-2, Temperature Conversion Chart .

Figure 5-3, Stall Speeds . . . . . . . . . . . . .

Figure 5-4, Takeoff Distance 2300 Lbs . . . . . .

Takeoff Distance - 2100 Lbs and 1900 Lbs

Figure 5-5, Rate of Climb . . . . . . . . .

Figure 5-6, Time, Fuel, and Distance to Climb

Figure 5-7, Cruise Performance. . . . . . .

Figure 5-8, Range Profile 38 .

0 Gallons Fuel

Range Profile 48 .

0 Gallons Fuel

Figure 5-9, Endurance Profile 38. 0 Gallons Fuel

Endurance Profile 48 .

0 Gallons Fuel

Figure 5-10, Landing Distance

Page

5-8

5-9

5-10

5-11

5-12

5-13

5-14

5-3

5-3

5-3

5-4

5-5

5-6

5-7

5-15

5-16

5-17

5-18

5-19

5-20

5-21

5-1 / (5-2 blank)

CESSNA

MODEL 172M

SECTION 5

PERFORMANCE

INTRODUCTION

Performance data charts on the following pages are presented so that you may know what to expect from the airplane under various conditions, and also, to facilitate the planning of flights in detail and with reasonable accuracy. The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and using average piloting techniques.

It should be noted that the performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel based on 45% power. Fuel flow data for cruise is based on the recommended lean mixture setting. Some indeterminate variables such as mixture leaning technique, fuel metering characteristics, engine and propeller condition, and air turbulence may account for variations of 10% or more in range and endurance. Therefore, it is important to utilize all available information to estimate the fuel required for the particular flight.

USE OF PERFORMANCE CHARTS

Performance data is presented in tabular or graphical form to illustrate the effect of different variables. Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy.

SAMPLE PROBLEM

The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight. The following information is known:

AIRPLANE CONFIGURATION

Takeoff weight

Usable fuel

2250 Pounds

38 Gallons

TAKEOFF CONDITIONS

Field pressure altitude

Temperature

Wind component along runway

Field length

1500 Feet

28°C (l6°C above standard)

12 Knot Headwind

3500 Feet

5-3

SECTION 5

PERFORMANCE

CESSNA

MODEL 172M

CRUISE CONDITIONS

Total distance

Pressure altitude

Temperature

Expected wind enroute

LANDING CONDITIONS

Field pressure altitude

Temperature

Wind component along runway

Field length

TAKEOFF

420 Nautic

5500 Feet

2000 Fee t

25°C

6 Knot H eadwind

3000 Fe et al Mile s

20°C (l6° C above standard)

10 Knot H eadwin d

The takeoff distance chart, figure 5-4, should be c on sulted, k eeping in mind that the distances shown are based on maxi mum perform ance techniques. Conservative distances can be establi shed by reading the chart at the next higher value of weight, altitude and temperature. For example, in this particular sample problem, the take off dist ance information presented for a weight of 2300 lbs. , a press ure altitude o f 2000 feet a nd a temperature of 30°C should be used and resu lts in the f o ll o wing:

Ground roll

Total distance to clear a 50 foot obstacl e

1155 F e et

2030 F e et

A correction for the effect of wind may be made b ase d on ~ote 3 o f the takeoff chart. The distance correction for a 12 kn ot headwind is :

12 Knots x 10

%

=

13% Dec reas e

9

Knots

This results in the following distances, corrected f o r wind:

Ground roll, zero wind

Decrease in ground roll

(1155 feet x 13 % )

Corrected ground r o ll

Total distance to clear a

50-foot obstacle , zero wind

Decrease in total distance

(2030 feet x

1 3% )

Corrected total dist ance to clear 50foo t obstacle

1155

150

2030

264

1766

Feet

These distances are well wit hin t he takeoff field l en gth · ed ear lier for

5-4

CESSNA

MODEL 172M the sample problem.

SECTION 5

PERFORMANCE

CRUISE

The cruising altitude and winds aloft information have been given for this flight. However, the power setting selection for cruise must be determined based on several considerations. These include the cruise performance characteristics of the airplane presented in figure 5-7,, the range profile chart presented in figure 5-8, and the endurance profile chart presented in figure 5-9.

The range profile chart illustrates the relationship between power and range. Considerable fuel savings and longer range result when lower power settings are used.

For this sample problem with a cruise altitude of 5500 feet and distance of 420 nautical miles, the range profile chart indicates that use of a 75% power setting will necessitate a fuel stop, in view of the anticipated

10 knot headwind component. However, selecting a 65% power setting from the range profile chart yields a predicted range of 477 nautical miles under zero wind conditions. The endurance profile chart, figure 5-9, shows a corresponding 4. 4 hours.

The range figure of 477 nautical miles is corrected to account for the expected 10 knot headwind at 5500 feet.

477 Range, zero wind

Decrease in range due to wind

(4. 4 hours x 10 knot headwind)

Corrected range

44

ID

Nautical Miles

This indicates that the trip can be made without a fuel stop using approximately 65% power.

The cruise performance chart, figure 5-7, is entered at 6000 feet altitude and 20°C above standard temperature. These values most nearly correspond to the expected altitude and temperature conditions. The engine speed chosen is 2500 RPM , which results in the following:

Power

True airspeed

Cruise fuel flow

62%

109 Knots

7. 0 GPH

The power computer may be used to determine power and fuel consumption during the flight.

SECTION 5

PERFORMANCE

CESSNA

MODEL 172M

FUEL REQUIRED

The total fuel requirement for the flight may be estimated using the performance information in figures 5-6 and 5-7. For this sample problem, figure 5-6 shows that a climb from 1000 feet to 6000 feet requires

2. 0 gallons of fuel and may be used as a conservative estimate for this problem. This is for a standard temperature (as shown o n the climb chart). The approximate effect of a non-standard temperature is to increase the time, fuel, and distance by 10% for each 10 ° C above standard temperature, due to the lower rate of climb. In this case , assuming a temperature 16°C above standard, the correction would be:

~

%

=

16% Increase

With this factor included, the fuel estimate would be calculated as follows:

Fuel to climb, standard temperature

Increase due to non-standard temperature

(2.0x16%)

Corrected fuel to climb

2. 0

0. 3

2.3

Gallons

In addition, the distance to climb, as given in figur e 5 6, may be corrected for non-standard temperature as follows:

Distance to climb, standard temperature 14

Increase due to non-standard temperature

(14 nautical miles x 16 % )

Corrected distance to climb

2

T6

~alltica l

Miles

The resultant cruise distance is :

Total distance

Climb distance

Cruise distance

420

-16

404 Nautical :.\file s

With an expected 10 knot headwind, the ground sp eed for crui se is predicted to be:

109

-10

99 Knots

Therefore, the time required fo r the cruise porti on of he trip is:

404 Nautic al M iles

99 Knots

=

4.1 H ours

5-6

CESSNA

MODEL 172M

SECTION 5

PERFORMANCE

The fuel required for cruise is endurance times fuel consumption:

4. 1 hours x 7. 0 gallons/hour

=

28.7 Gallons

The total estimated fuel required is as follows:

Engine start, taxi, and takeoff

Climb

Cruise

Total fuel required

1.1

2. 3

28.7

32. 1 Gallons

This will leave a fuel reserve of:

38 .

0

-32.

1

~Gallons

Once the flight is underway, ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve.

LANDING

A procedure similar to the takeoff calculations should be used for estimating the landing distance at the destination airport. Figure 5-10 presents maximum performance technique landing distances for various airport altitude and temperature combinations. The distances corresponding to 2000 feet altitude and 30°C should be used and result in the following:

Ground roll

Total distance to clear a 50-foot obstacle

590 Feet

1370 Feet

A correction for wind may be made based on Note 2 of the landing chart.

The distance correction for a

6 knot headwind is:

6

Knots

9 Knots x

10 %

=

7 % Decrease

This results in the following wind-corrected figures:

Ground roll

Total distance ove r a 50-f oo t obstacle

549 Feet

1274 Feet

These distances are well wit h i n the landing field length quoted previously for this sample problem.

5-7

SECTION 5

PERFORMANCE

AIRSPEED CALl BRA TION

NORMAL STATIC SOURCE

CESSNA

MODEL 172M

FLAPS UP

KIAS

KCAS

FLAPS 10°

KIAS

KCAS

FLAPS 40°

KIAS

KCAS

40

49

40

49

50 60 70 80 85

-

---

-

55 62 71 80 85

--

-

-

-

-

--

---

- --

40

47

50

60

70 80

90 100 110

55

62

70

80 89 99 108

50

60

70 80 85 --

-

54

62 71 81

86

-

--

-

-

-

120

118

-

-

-

- - -

130 140

128 138

--

-

---

---

Figure 5-1. Airspeed Calibration (Sh eet 1 of 2)

5-8

CESSNA

MODEL 172M

SECTION 5

PERFORMANCE

AIRSPEED CALIBRATION

ALTERNATE STATIC SOURCE

HEATER/VENTS AND WINDOWS CLOSED

FLAPS UP

NORMAL KIAS

ALTERNATE KIAS

FLAPS 10°

40 50

60 70 80 90 100 110

39 51 61 71 82 91 101

111

120 130 140

121 131 141

NORMAL KIAS

ALTERNATE K .

IAS

FLAPS 40°

40 50 60 70 80 85

---

--

40 51 61 71 81 85

-- -

---

--

-

---

---

---

---

---

NORMAL KIAS

ALTERNATE KIAS

40 50 60 70 80 85

38 50 60

70 79 83

--

---

-----

---

---

---

--

---

---

HEATER/VENTS OPEN AND WINDOWS CLOSED

FLAPS UP

NORMAL KIAS

ALTERNATE KIAS

FLAPS 10°

40 50 60 70 80 90 100 110 120 130 140

36

48

59

70

80 89 99 108 118 128 139

40 50 60

70 80 85

----

-

---

--

---

38 49 59 69 79 84 -- - - -

--

-

--

-

---

NORMAL KIAS

ALTERNATE KIAS

FLAPS 40°

NORMAL.KIAS

ALTERNATE KIAS

40 50 60 70 80 85

34 47

57

67 77

81

--

-

---

--

-- ---

---

-----

---

--

-

WINDOWS OPEN

FLAPS UP

NORMAL KIAS

ALTERNATE KIAS

FLAPS 10°

40 50 60

70

80 90 100

110

120 130 140

26 43 57 70 82 93 103 113

123 133

143

NORMAL KIAS

ALTERNATE KIAS

FLAPS 40°

40

50 60 70 80 85

25

43 57 69 80 85

--

--

---

--

--

---

-- -

-----

--

NORMAL KIAS

ALTERNATE KIAS

40 50 60 70 80 85

25 41

54 67 78 84

---

--

-

-- -

-

--

---

-- -

---

---

---

Figure 5-l. Airspeed Calibration (Sheet 2 of 2}

5-9

SECTION 5

PERFORMANCE

CESSNA

MODEL 172M

TEMPERATURE CONVERSION CHART

120

5-10

60 t:.:

L1J

I z

L1J a:

I

<(

LL

40

(/) w w a: l'J

L1J

0

20

0

100

80

+-

,~t

~

-20

-40

-40 -20 0 20

DEG REES- CELSIUS

.!'J

Figure 5-2. T emp erature Conver si o:1

C:·-:r

60

CESSNA

MODEL 172M

SECTION 5

PERFORMANCE

STALL SPEEDS

CONDITIONS:

Power Off

NOTES :

1 . Maximum altitude loss during a stall recovery is approximately 180 feet .

2. KIAS values are approximate.

MOST REARWARD CENTER OF GRAVITY

ANGLE OF BANK

WEIGHT

LBS

FLAP

DEFLECTION oo

30° 45° 60°

KIAS KCAS KIAS KCAS KIAS KCAS

KIAS KCAS

2300

UP

100

40°

42

38

36

50

47

44

45

40

38

54

51

47

50

45

43

59

56

52

59 71

54

. 66

51

62

MOST FORWARD CENTER OF GRAVITY

ANGLE OF BANK

WEIGHT

LBS

FLAP

DEFLECTION oo

30° 45° 60°

KIAS KCAS KIAS KCAS KIAS KCAS KIAS KCAS

2300

UP

100

40°

47

44

41

53

51

47

51

47

44

57

55

51

56

52

49

63

61

56

66

62

58

75

72

66

Fi gure 5-3. Stall Speeds

5-11

<:11

I

....

N

TAKEOFF DISTANCE

MAXIMUM WEIGHT 2300 LBS

CONDITIONS:

Flaps Up

Full Throttle Prior to Brake Release

Paved, Level, Dry Runway

Zero Wind

NOTES:

1. Maximum performance technique as specified in Section 4.

2. Prior to takeoff from fields above 3000 feet elevation, the mixture should be leaned to give maximum RPM in a full throttle, static runup.

3. Decrease distances 10% for each 9 knots headwind. For operation with tailwinds up to 10 knots , increase distances by 10% for each 2 knots.

4. Where distance value has been deleted, climb performance after lift-off is le5s than 150 fpm at takeoff speed.

5. For operation on a dry, grass runway , increase distances by 15% of the "ground roll" figure .

WEIGHT

LBS

TAKEOFF

SPEED

KIAS

LIFT AT

OFF 50FT

0°C

10°C

20°C 30°C 40°C

PRESS

ALT

TOTAL TOTAL TOTAL TOTAL

TOTAL

FT

GRND TO CLEAR GRND TO

CLEAR

GRND TO CLEAR GRND TO CLEAR GRND TO CLEAR

ROLL 50FT

OBS ROLL 50FT OBS ROLL 50FT OBS ROLL 50FT OBS ROLL 50FT OBS

2300 52

L.______ _ _ _

L__ ...

59 S.L.

775

1000 850

2000 930

3000

1020

4000 1125

5000 1235

6000 1365

7000

1505

8000 1665

1380

1510

1650

1815

2000

2210

2450

2730

3065

835

915

1000

1100

1210

1330

1470

1625

1800

1475

1615

1770

1945

2145

2375

2640

2955

3320

895

980

1075

1180

1300

1430

1580

1750

---

1575

960 1685 1030 1795

1725

1895

1050

1155

1845

2030

1125

1235

1970

2170

2085

2305

1270

1395

2235

2475

1360

1495

2395

2655

2555

2850

1540

1700

2750

3070

1650

---

2960

---

3190 ---------

---

---------

Figure 5-4. Takeoff Distance (Sheet 1 of 2)

~00 tzjtz:l

~(")

1-zj~ o'""'

~; z

(") tzj

~ t::::l tzj(") t"'tzj

1-'00

..::100

~~

TAKEOFF DISTANCE

2100 LBS AND 1900 LBS

REFER TO SHEET 1 FOR APPROPRIATE CONDITIONS AND NOTES.

~(') oM tj~

Mz t"'>

.....

""

~

Ul

.....

~

WEIGHT

LBS

TAKEOFF

SPEED

KIAS

LIFT AT

OFF 50FT

PRESS

ALT

FT

0°C 10°C 20°C 30°C 40°C

TOTAL TOTAL TOTAL TOTAL

GRND TO

CLEAR GRND

TO CLEAR GRND TO CLEAR GRND TO CLEAR

ROLL 50FT OBS ROLL 50FT OBS ROLL 50FT OBS ROLL 50FT OBS

TOTAL

GRND TO CLEAR

ROLL 50FT OBS

2100 50 56

S.L.

630

1000 690

2000

755

3000 830

4000

910

5000 1000

6000 1100

7000

1215

8000 1340

1130

1235

1350

1475

1620

1780

1965

2180

2425

680

740

810

890

980

1075

1185

1305

1445

1210

1320

1440

725

795

870

1290

1405

1540

1580

1735

955

1050

1690

1860

1910

2115

1155 2050

1275

2345 1405

2270

2520

2615 1555 2815

780

855

935

1375

1500

1645

1025

1125

1805

1990

1240 2195

1370 2435

1510

2715

1675 3040

835

915

1000

1100

1210

1330

1465

1620

1795

1465

1600

1755

1930

2130

2355

2615

2920

3280

1900 47 54 S.L.

505

1000 550

2000 600

3000

660

4000 725

5000 795

6000 870

7000 960

8000 1060

915

995

1085

1180

1290

1415

1555

1715

1900

540

590

645

710

775

855

940

1035

1140

975

1060

1155

1260

1380

1515

1670

1840

2040

580

635

695

760

835

915

1010

1035

1130

1230

1345

1475

1620

1785

1110 1975

1225 2190

620

680

745

815

895

985

1080

1195

1320

1105

1205

1315

1435

1575

1735

1910

2115

2350

665

725

795

1280

1415

1175

1280

1400

1530

870

955

1055

1680

1850

1160 2045

2265

2520

I

- -

Figure 5-4. Takeoff Distance (Sheet 2 of 2)

"0 t.>:1

~

"%j ooo

~§

~~ t.>:lUl

SECTION 5

PERFORMANCE

RATE OF CLIMB

CONDITIONS:

Flaps Up

Full Throttle

Mixture Leaned for Maximum RPM During Climb

CESSNA

MODEL 172M

WEIGHT

2300

PRESS

ALT

FT

S.L.

2000

4000

6000

8000

10,000

12,000

CLIMB

SPEED

KIAS

78

76

74

72

70

68

66

-20°C

755

655

555

460

365

270

175

RATE OF CLIMB- FPM

0°C

695

595

500

405

310

215

125

20°c

630

535

440

350

255

165

. .

-

Figure 5-5. Rate of Climb

40°C

565

470

380

290

200

---

---

5-14

CESSNA

MODEL 172M

SECTION 5

PERFORMANCE

TIME, FUEL, AND DISTANCE TO CLIMB

CONDITIONS:

Flaps Up

Full Throttle

Standard Temperature

NOTES:

1. Add 1.1 gallons of fuel for engine start, taxi and takeoff allowance.

2. To obtain maximum rate of climb as shown in this chart, lean to maximum RPM during climb.

3. Increase time, fuel and distance by 10% for each 10°C above standard temperature.

4. Distances shown are based on zero wind.

WEIGHT

LBS

PRESSURE

ALTITUDE

FT

TEMP oc

CLIMB RATE OF

SPEED

CLIMB

KIAS FPM

FROM SEA LEVEL

TIME

MIN

FUEL USED DISTANCE

GALLONS

NM

2300

S.L.

1000

2000

3000

4000

5000

6000

7000

8000

9000

10,000

11,000

12,000

15

13

11

9

-5

-7

7

5

3

1

-1

-3

-9

78

77

69

68

67

66

72

71

70

76

75

74

73

645

605

560

520

480

435

395

355

315

270

230

185

145

0

2

3

5

7

9

12

15

18

21

25

30

36

0.0

0.3

0 .

7

1.1

1 .

5

1.9

2 .

3

2.8

3.3

3.9

4 .

5

5.2

6.1

16

19

23

9

12

4

7

28

0

2

33

40

48

Figure 5-6. Time, Fuel, and Distance to Climb

5-15

SECTION 5

PERFORMANCE

CRUISE PERFORMANCE

CONDITIONS:

Recommended Lean Mixture

2300 Pounds

CESSNA

MODEL 172M

PRESSURE

ALTITUDE

RPM

20°C BELOW

STANDARD TEMP

%

BHP

KTAS GPH

2000 2550 80 114 8.8

2500

76 111 8.3

2400

68 107

7.5

2300 61 102 6.9

2200

55

96 6.4

4000 2600 80 116 8.8

2500

72

111 7.9

2400

65

107 7.3

2300 58 101 6.7

2200

52 95 6.3

6000 2650 80 118 8.8

2600 76 116

8.3

2500 69 111 7 .6

2400 62 106 7.0

2300 56

100 6 .

5

2200 50 94 6.1

8000

2700

80 120 8.8

2600

72

116 8.0

2500 65 111 7.3

2400

59

105

6.8

2300

54

2200 48

99 6.4

93 6.0

10,000

2700

76

120

8.4

2600

69 115 7.6

2500

63 110

7.1

2400

57 104 6.6

2300

51

2200

46

97 6 .

2

92 5 .

8

12,000 2650 69 117 7.6

2600 66 114

7.4

2500 60 108

6 .

8

2400

54

102 6.4

2300

49

2200

44

96

6.0

91 5 .7

STAN DARD

TEMPERATURE

%

BHP

KTAS

GPH

75

113

8.2

71 111 7.8

64 107 7.2

58 101 6.7

52 95 6.2

75 116

8 .

3

68 111 7.5

61 106

6 .

9

55 100 6 .

5

49

93 6 .

1

75 118 8.2

71 116 7.9

65 110 7 .

2

59 104

6 .7

53

47

98

6.3

92 5.9

75 120 8 .3

68

115 7.

5

62 109 7 .0

56 103 6 .6

51

45

97 6 .2

91 5 .8

72

120 7 .9

65

114

7.3

59 108 6 .8

54

102

6 .4

48

43

96

90

6

5

.0

.7

65 116 7 .3

62

113

7 .0

57

106

6 .6

51 100 6.2

46

41

9 5 5.9

89 5.5

20°C ABOVE

STANDARD TEMP

%

BHP

KTAS GPH

71 113 7.8

6 7

111 7.5

61

106 6.9

55

49

99

93

6.5

6.1

71 116 7.8

64 110 7.2

58 104 6.7

53

47

98 6.3

92 5.9

7 1

118 7.8

68

115

7.5

62 109 7.0

56 103

6.5

50

97 6.1

45

91 5.8

71 120

7.

8

65 114 7.3

59 108 6.8

53 101

6.3

48

96 6.0

43

90 5 .

7

68

119

7.6

62

112 7.0

56

106 6.6

5' 100 6 .

2

45

,;·

95 5.8

89 5.5

E2

114

7.0

59

111

6.8

54

.!9

.!3

38

1 05

6.4

99 6.0

94

5.7

88

5.3

Figure 5-7 . Cruise Performan ce

5-16

CESSNA

MODEL 172M

RANGE PROFILE

45 MINUTES RESERVE

38.0 GALLONS USABLE FUEL

CONDITIONS:

2300 Pounds

Recommended Lean Mixture for Cr uise

Standard Temperature

Zero Wind

SECTION 5

PERFORMANCE

NOTES :

1 . This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the distance during climb as show n in figure 5-6.

2. Reserve fuel is based on 45 minute s at 45 % BHP and is 4.3 gallons.

12,000

10,000

120 K TAS

;

"

~

1-.. i.<J

;:::'

1-..

0

115

KTAS

112 KTAS

104 KTAS

94 KTAS

91 KTAS

102 KTAS

8000 r-

UJ

UJ

LJ._

UJ

Cl

::J

~ r-

...J

4:

6000

4000

2000

S.L.

400

116 KTAS

cc

UJ

!:

0 a..

109 KTAS

88 KTAS

99 KTAS

cc cc

a:

UJ UJ UJ

!:

$: $:

0 a.. a.. a..

* * *

(0

'<!'

U")

112 KTA S

420

106 KTAS

440 460

480

RANGE NAUTICAL MILES

86 KT _

97 KTAS

500

Figure 58. Range Profile (Sh eet 1 of 2)

520

5-1'/

SECTION 5

PERFORMANCE

RANGE PROFILE

45 MINUTES RESERVE

48.0 GALLONS USABLE FUEL

CONDITIONS:

2300 Pounds

Recommended Lean Mixture for Cruise

Standard Temperature

Zero Wind

CESSNA

MODEL 172M

NOTES:

1 . This chart allows for the fuel used for engine start, taxi, take off and climb, and the distance during climb as shown in figure 5-6 .

2 . Reserve fuel is based on 45 minutes at 45% BHP and is 4 .

3 gal lo ns.

12,000

10,000

120 KTAS

l.v 115

J::-.v

KTAS

...._-<v

«.

vv

Q:;-0

112 KTAS

104 K TAS

94 KTAS

91 K TAS

102 KTAS

8000 fw w u.. w

0

::::> fi=

...J

<t:

6000

4000

116 KTAS 109 KTAS

99 KTAS

2000

Q:

~

0

Q..

il'?

/!!

Q:

~

0

Q..

il'? t8

112 KTAS

S .

L.

560 580

106 KTAS

600 620

640

RANGE NAUTICAL Ml LES

Figu re 5-8. Ran ge Profile (Sh eet 2 o f 2)

660 680

5 18

CESSNA

MODEL 172M

SECTION 5

PERFORMANCE

ENDURANCE PROFILE

45 MINUTES RESERVE

38.0 GALLONS USABLE FUEL

CONDITIONS:

2300 Pounds

Recommended Lean Mixture for Cruise

Standard Temperature

NOTES:

1. This chart allows for the fuel used for engine start, taxi, takeoff and climb, and the time during climb as shown in figure 5-6.

2 . Reserve fuel is based on 45 minu tes at 45 % BHP and is 4 .

3 gallons .

12,000

10,000

.

l.I.J

;:::

;....

0

Q:"

· ~

-..J

-..J

.:::;,

4.

8000

1w w u.. w

Q

::J

1f=

_J

<{

6000

4000 a: w

~

0

0.. a: w

3:

0

0..

<ft. l!)

(0 a: w

3:

0

0..

<ft. l!) l!) cc w

3:

0

0..

~

~

2000

S.L.

3 4 5

END URANCE-HOURS

Figure 5-9. Endurance Profile (Sheet 1 of 2)

6

5-19

SECTION 5

PERFORMANCE

ENDURANCE PROFILE

45 MINUTES RESERVE

48.0 GALLONS USABLE FUEL

CONDITIONS :

2300 Pounds

Recommended Lean Mixture for Cruise

Standard Temperature

CESSNA

MODEL 172M

NOTES:

1 . This chart allows for the fuel used for engine start , taxi, tak eoff and c limb , a nd the time during climb as shown in figure 5-6.

2 . Reserve fuel i s based on 45 minutes at 45% BHP and is 4 .

3 g allons . fw w u.. w

Cl

:J ff-

....J

-~

12,000

10,000

....;

$'

'-<. fl

tf

~

8000

6000

4000 a: w s:

0

0..

?fl.

It) r-a:

Ul s:

0

0..

?fl.

It)

<0 a:

Ul s:

0

0..

?fl.

It)

It) a:

Ul

3

0

"-

#

U'l

~

2000

5

6

ENDURANCE- HOU RS

7

Figure 5-9. Endurance Profile (S h eet 2 of 2 )

8

5-20

LANDING DISTANCE

~(")

-trl

Orn t::lrn t:<:1z t">

......

-J t-:1

E:

CONDITIONS:

Flaps 40°

Power Off

Maximum Braking

Paved, Level, Dry Runway

Zero Wind

NOTES:

1. Ma x imum p e rf o r ma n ce technique as specified in Section 4.

2. Decrease dista n ces 10 % f or eac h 9 knots h ead wind . For o p e ration with tailwinds up to 10 knots, increase distances by 10% f or eac h 2 knot s .

3 . For ope r a ti o n on a dry, grass runway, increase distances by 45% of the "ground roll" figure.

01

I

~

~

::::::::

01

I

~

~ p:l

~

SPEED

WEIGHT AT

LBS 50FT

KIAS

PRESS

ALT

FT

0°C

TOTAL

----

~('\o r·

..-

--·-

~·

-rDTAL

.

1---~ --

: : n~"~c

:;o ''c

40°r:

----· ·· ··-·--

·- - - ·

~·~---~ --~

,.

,

= ,....--rO IAL rorAL

IOIAL

GRND TO CLEAR GRND

TO CLEAR GRND TO CLEAR

GRND TO CLEAR GRND TO ClEAR

ROLL 50FT OBS ROLL 50 H OBS ROLL 50FT OB!3 f101 I _

~() FT 013<; ROIL

50FTORS

2300 60 S.L. 495

1000 510

2000 530

3000 550

4000 570

5000 590

6000 615

7000 640

8000 665

1205

1235

510

530

1265

1300

550

570

1335

590

1370 .

615

1415 640

1455

1500

660

690

-

1235

1265

1300

530

550

1335

1370

1415

570

590

615

635

1455

1495

660

685

1540 710

L___

L - - - L..

1265

1300

1335

1370

1410

1450

1490

1535

1580

545

565

590

610

635

655

685

710

735

1295

1330

1370

1405

1445

1485

1535

1575

1620

565

585

610

630

655

680

705

730

760

1330

1365

1405

1440

1480

1525

1570

1615

1665

Figure 5-10. Landing Distance

'"d

1:<:1

::a

"%jUl

01:<:1

::On

~~

~@ t:<:1c.n

CESSNA

MODEL 172M

SECTION 6

WEIGHT

& BALANCE/

EQUIPMENT LIST

SECTION 6

WEIGHT

&

BALANCE/

EQUIPMENT LIST

TABLE Of CONTENTS

Introduction . · . . . . . . . .

Airplane Weighing Procedures .

Weight and Balance .

Equipment List . . . . . . . .

Page

6-3

6-3

6-5

6-13

6-1/(6-2 blank)

C E SSNA

. ODEL 172M

SECTION 6

WEIGHT & BALANCE/

EQUIPMENT LIST

INTRODUCTION

This section describ e s the procedure for establishing the basic empty v e i g ht and moment of the a irplane. Sample forms are provided for refere nc e. Procedures for cal c ulating the wei g ht and moment for various oper a tio ns are also provided. A comprehensive list o f all Cessna equipment av a ilable for this airplan e is included at the back of this secti o n.

It should be noted th at specific information re g arding the weight, arm m o ment and installed equ i pment list for this airplane can only be found in

. t he a ppropriate weight a n d ba lance rec o rds carried in the airplane.

AIRPLANE WEIGHING PROCEDURES

(1) Preparation: a.

Inflate tir es t o recomme n d ed o pe ra tin g pressures. b. Remove th e fu e l tank sump quick-drai n f ittings and fuel selector valve dr a in plu g t o dr ai n a ll fue l. c . Remove oil sump drain p l u g t o dra in a ll o i l. d. Move slidin g sea ts t o th e mo st f o rw a rd p o sition. e. Raise flaps to t he full y retracted position. f. Place all c o ntr o l surfaces in neutral position.

(2) Leveling: a. Place scal es u nder e a ch wheel (minimum scale capacity ,

500 pounds nos e , 1 000 pounds each main). b. Deflate th e nos e tire and/ or lower or r a ise the nose strut to properl y cente r th e bubble in the level (see Figure 6-1) .

(3) Weighing: a. With the air p lane level and brakes released, record t he weight shown o n eac h scale. Deduct the tare, if any , fr o m each reading.

(4) Measuring: a. Obtain me a sur em ent A by measuring horizontally (along the airplane center lin e) f r o m a line stretched between the main wheel centers t o a p lumb bob dropped from the firewalL b. Obtain me a surement B by measuring horizontally and parallel to the airplane center line, from center of nose wheel axle, left side, to a plumb bob dropped from the line between the main wheel centers. Repeat o n right side and average the measurements.

6-3

SECTION 6

WEIGHT & BALANCE/

EQUIPMENT LIST

Datum

Sta . 0.0

(Firewall,

Front Face,

Lower Portion)

I / ~

CESSNA

MODEL 172M

Le ve l at u pper door sill or lev e ling scre ws on left side of t ailco ne.

N L

&

R

Scale Position

Scale R e ad ing

Left Wheel

R i ght Wheel

Nose Wheel

Sum of Net Weights (As Weighed)

X= ARM= (A)- (N) x

(B) ; X = ( w

) (

Tare

) X (

S y mbo

L

R

= (

Ne t Weight

) IN .

Item

Airplane Weight (From Item 5, page 6-5)

Add Oil :

No Oil Filter (8 Ots at 7.5 Lbs / Gal)

With Oil Filter (9 Ots at 7 .

5 Lbs / Gal)

Add Unusable Fuel:

Std . Tanks ( 4 Gal at 6 Lbs/Gal)

L.R. Tanks (4 Gal at 6 Lbs/Gal)

Equipment Changes

Airplane Basic Empty Weight

Weight (Lbs .

)

Moment/1 000

X C .

G . ;..(l n.} = (Lbs.

ln .

)

-·.:

- . .:

.o

0

.~ .0

.

-"

Figure 6-1. Sample Airplane W e i; __

6-4

CESSNA

MODEL 172M

SECTION 6

WEIGHT & BALANCE/

EQUIPMENT LIST

(5) Using weights from (3) and measurements from (4) the airplane weight and C. G. can be determined.

(6} Basic Empty Weight may be determined by completing Figure 6-1.

WEIGHT AND BALANCE

The following information will enable you to operate your Cessna within the prescribed wei ght and center of gravity limitations. To figure weight and balance, use the Sample Problem, Loading Graph, and Center of Gravity Moment Envelope as follows:

Take the basic empt y weight and moment from appropriate weight and balance records carried in your airplane, and enter them in the column titled YOUR AIRPLANE on the Sample Loading Problem.

NOTE

In addition to the basic empty weight and moment noted on these records, the c. g. arm (fuselage station) is also shown, but need not be used on the Sample Loading Problem. The moment which is shown must be divided by

1000 and this value used as the moment/1000 on the loading problem.

Use the Loading Graph to determine the moment/1000 for each additional item to be carried; then list these on the loading problem.

NaTE

Loading Graph information for the pilot, passengers, and baggage is based on seats positioned for average occupants and baggage loaded in the center of the baggage areas as shown on the Loading Arrangements diagram. For loadings which may differ from these, the

Sample Loading Problem lists fuselage stations for these items to indicate their forward and aft c. g. range limitations (seat travel and baggage area limitation.). Additional moment calculations, based on the actual weight and c. g. arm (fuselage station) of the item being loaded, must be made if the position of the load is different from that shown on the Loading Graph.

6-5

0 )

I

0)

AIRPLANE MODEL

SAMPLE WEIGHT AND BALANCE RECORD

(Continuous History of Changes in Structure or Equipment Affecting Weight and Balance)

I

SERIAL NUMBER

I

PAGE NUMBER

WEIGHT CHANGE

ITEM NO.

RUNNING BASIC

EMPTY WEIGHT

ADDED(+) REMOVED(-)

DATE

DESCRIPTION

OF ARTICLE OR MODIFICATION

In

Out

Wt.

(lb .)

Arm

(ln.)

Moment

/1000

Wt.

(lb.)

Arm Moment

(ln.)

/1000

Wt.

(lb.)

Moment

/1000 tzj~tll

Dtz:ttz:t

<::!~-tO

1-tQ~

"tlt:t:~-t

==~0 tz:t~Z

~

0) t-C~

~~

~z

(") tzj

.............

·-

- -

-

-

- - - - - - - -

-

~

~

-

- -

- --

- -

- - · -

----

- - ·

Figure 6-2. Sample Weight and Balance Record

8 tzj(') t"~tz:t

..... til

-:roo

~~

CESSNA

MODEL 172M

SECTION 6

WEIGHT & BALANCE/

EQUIPMENT LIST

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.

LOADING

ARRANGEMENTS

*Pilot or passenger center o f granty on adjustable seats positi o n ed for average occupant. Numb er s in paren theses indicate f orward and aft li mlts of occupant ce nter of gr a vit y range .

**Arm measured to th e cent e r of the areas shown.

NO TE : Th e rear cabin wall (app r o xi mate statwn 108) or aft baggage wall (approxi mate station 142 ) can be used as conv enie nt in ten o r refere nce points l o r determining the l ocall o n o f bagg a ge area fusela ge stations.

STATION

(C. G. ARM)',.--------,

STATION

(C. G. ARM lr---~----.

*37

142

STANDARD

SEATING

*37

OPTIONAL

SEATING

Figure 6-3. Loading Arrangements

6-7

SECTION 6

WEIGHT

&

BALANCE/

EQUIPMENT LIST

CABIN HEIGHT MEASUREMENTS

•

CESSNA

MODEL 172M

48~ " ---~

6 5 .

3

DOOR OPENING DIMENSIONS

CABIN DOOR

I

WIDTH

32"

BAGGAGEDOOR 15V4'

I

I

WIDTH

37 " lSIJ.

"

I

I

HEIGHT

40 "

22"

I

I

HEIG

4 1'

2 1

HT

(TOP) (BOTTOM) (FRONT) (REAR

= W I D T H =

• LWR WINDOW

L1 N E

*CABIN FLOOR

CABIN WIDTH MEASUREMENTS

•

INSTRUMENT PANEL REAR DOOR POST BULKHEAD

CABIN

STATIONS 0

(C .

G . ARMS)

10

I

I I I

I

20 30 40 50 60

70

80 90 10 0 '1 0 1 20 130 140

6 5.3

Figure 6-4. Internal Cabin Dim en -: n s

6-8

0')

I c:o

SAMPLE

LOADING PROBLEM

SAMPLE AIRPLANE

Weight

(lbs;)

Moment

(lb. -ins.

/1000)

YOUR AIRPLANE

Weight

(lbs.)

Moment

(lb.- ins.

/1000)

1.

Basic Empty Weight (Use the data pertaining to your airplane as i t is presently equipped. Includes unusable fuel and full oil)

2 . Usable Fuel (At 6 Lbs./Gal.)

Standard Tanks (38 Gal. Maximum)

Long Range Tanks (48 Gal. Maximum)

3. Pilot and Front Passenger (Station 34 to 46)

4. Rear Passengers

5. *Baggage Area 1 or Passenger on Child's Seat

(Station 82 to 108) 120 Lbs. Max. .

6. *Baggage Area 2 (Station 108 to 142) 50 Lbs. Max . .

7. TOTAL WEIGHT AND MOMENT

1392

228

340

340

54.6

10.9

12.6

24.8

2300 102.9

8.

Locate this point (2300 at 1 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 lbs.

I

I

I

Figure 6-5. Sample Loading Problem

~(')

0~ tj~

~z

~>

~

~

1:.:1

~

:E

~

~s

.ot:r: gt-3

1-d~

~b:ltn

~>~

Z~<J t-3>1-3

~zs t;j~Z t-3 ............

0')

0)

I

.....

0

U)

~

::::>

0

&

~

~ d

~

~

~

~

0

...:::1

400

35o

300

250

200

150 u

1-+

H-Ht®mlw=t=W+=W

1

1-1-

~··

J....-.H--+-

:J tti

.

(:llll

G

RAPH rum ll'

...

. j

~

:1 i

~ lTT

~

-+

L

L

c.;'-¥-

~

-<qeo

y . L

~

ntmm

lJ

...J

;.,

~

~jz~"48

10

Jod I

.t~

1

AL*

GAL**

~

m

1

1111

,.

1 11 t l l l l l t

11

-,

---f r-+-' ~~

<?:--y ......

1

1

,:" "' r--t+-+

, r

.

I

'~

~ ~ l

,

~ ~ ~" j,ool

~ ~\'> rF f+l:.,...«> , _..

I I

H=+++l o~~~~

.JII'

1 1

.___ f-

1 1 1 1 1 1 1 1 1 1

~

I

.,_, m~f~~ ~ ~~11~11 ~11~ · 111 ~11111111111111111111~

MAXIMUM USABLE FUEL

100

50

1 >J

N

D

0 n 11

I lO

v

1 r 17T1l~I"·Tll'1

.Jool"r ..,..,-

~

~

_I

::-r_~G~

~~

I

&M:f

lllllll

~i~~

I

TTTT r jT 111

L l.l.l

:1 t

*STANDARD TANKS

I

**LONG RANGE TANKS

1

J JJ

I

20

~

25

()

, )

I 0 15

30

I

,QAD MOMENT / 1000 (POUND INCHES)

NOTE: Line representing adjustable seats shows the pilot or passenger center of gravity on adjustable seats positioned for an average occupant. Refer to the Loading

Arrangements diagram for forward and aft limits of occupant c. g. range.

Figure 6-6. Loading Graph

0)

I

J-&

J-& til

0 z

0

0

~

E-t

::X:: d

~

~

~

E-t

~

<

~ u

~

<

0

~

0

<

0

..:I

2300

-

2200

-

! r-

I I I I I I I

l

---'-

-

I

CENTER OF GRAVITY

MOMENT ENVELOPE

I r---t-

LANDPLANE

21QQ

I

I t--1-

2000

1900

1800

1700

1600

r-

I

-

~

I.J' rlol"

;

' r-

IJ~~

I~

· ~Ay~

~-~~

~00 ~[J

.<::>~~4;

~ I~

(;

~

,

.,.

r-

--

,

I '

~

~

I~

~ r-

,

~

,

NORMAL

CATEGORY-

~~

~

,~

I~

_,;

~

1500

45

50

55

60 65

70

75

80

85 90

95 100

LOADED AIRCRAFT MOMENT/1000 (POUND-INCHES)

105 110

h

I

Figure 6-7. Center of Gravity Moment Envelope

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2100

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2000

1900

1800

1700

CENTER OF GRAVITY

I

LIMITS

LANDPLANE

1600

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I f

CATEGORY

I

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UTILITY

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34 35 36 37 38 39 40 41 42 43 44 45 46 47

AffiCRAFT C. G. LOCATION- INCHES AFT OF DATUM

Figure 6-8. Center of Gravity Limits tx:l:SOO cOtx:ltx:l c::~n

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CESSNA

MODEL 172M

SECTION 6

WEIGHT & BALANCE/

EQUIPMENT LIST

EQUIPMENT. LIST

The following equipment li st is a comprehensive list of all Cessna equipment available for this airplane. A separate equipment list of items installed in your specific airplane is provided in your aircraft file. The following list and the specific list for your airplane have a similar order of listing.

This equipment list provides the following information:

An item number gives the identification number for the item. Each number is prefixed with a letter which identifies the descriptive grouping (example:

A.

Powerplant & Accessories) under which it is listed. Suffix letters identify the equipment as a require d item, a standard item or an optional item. Suffix letters are as follows:

R = required items of equipment for FAA certification

-S = stand ard equipment items

-0 =optional equipment items replacing required or standard items

-A= optio nal equipment items which are in addition to required or stand ard items

A reference draw ing column provides the drawing number for the item.

NOTE

If addition al equi pment is to be installed, it must be done in accordance with the referen ce drawing, accessory kit instructions, or a separate FAA approva l.

Columns showing weight (in pounds) and arm (in inches) provide the weight and center of gravity location for the equipment.

NOTE

Unless otherw ise indicated, true values (not net change values) for the weight and arm are shown. Positive arms are distances aft of the airplane datum ; negative arms are distances forward of the datum.

NOTE

Asterisks( *) after the item weight and arm indicate complete assembly installat ions. Some major components of the assembly are listed on the lines immediately following. The summation of these major components does not necessarily equal the complete assembly installation.

6-13

CESSNA

MODEL 172M

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS

SECTION

7

AIRPLANE

&

SYSTEMS

DESCRIPTIONS

TABLE OF CONTENTS

Introduction . .

Airframe . . .

Flight Controls

Trim System.

Instrument Panel .

Ground Control. .

Wing Flap System

Landing Gear System

Baggage Compartment

Seats . . . . . . . .

Seat Belts and Should e r H a rnesses

Seat Belts . . . . . . . . .

Shoulder Harnesses. . . . . . . . . .

Integrated Seat Belt / Shoulder Harnesses With Inertia Reels .

Entrance Doors and Cabin Windows .

Control Locks . . .

Engine . . . . . . . .

Engine Controls . .

Engine Instruments .

New Engine Break-in and Operation

Engine Oil System . .

Ignition-Starter System . . . .

Air Induction System . . . . .

Exhaust System . . . . . . .

Carburetor and Priming System

Cooling System

Propeller . . . .

Fuel System . . .

Brake System . .

Electrical System

Master Switch

Ammeter . .

Page

7-3

7-3

7-12

7-12

7-12

7-15

7-15

7-16

7-17

7-17

7-17

7-18

7-18

7-19

7-20

7-2 0

7-20

7-21

7-21

7-21

7-24

7-8

7-8

7-8

7-9

7-9

7-10

7-10

7-11

7-24

7-26

7-26

7-1

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS

TABLE OF CONTENTS {Continued)

Over-Voltage Sensor and Warning Light .

Circuit Breakers and Fuses . . .

Ground Service Plug Receptacle

Lighting Systems . . . . . . . . .

Exterior Lighting . . . . . . .

Interior Lighting . . . . . . .

Cabin Heating, Ventilating and Defrosting System

Pitot-Static System and Instruments

Airspeed Indicator . . .

Rate-of-Climb Indicator

Altimeter . . . . . . .

Vacuum System and Instruments

Attitude Indicator . .

Directional Indicator

Suction Gage . . . .

Stall Warning System . .

Avionics Support Equipment

Audio Control Panel. . . .

Transmitter Selector Switch . .

Automatic Audio Selector Switch .

Audio Selector Switches .

Microphone Headset .

Static Dischargers . . . . .

CESSNA

MODEL 172M

Page

7-26

7-27

7-27

7-28

7-28

7-28

7-29

7-31

7-32

7-32

7-32

7-32

7-34

7-34

7-34

7-34

7-35

7-35

7-35

7-35

7-37

7-37

7-37

7-2

CESSNA

MODEL 172M

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS

INTRODUCTION

This section provides description and operation of the airplane and its systems. Some equipment described herein is optional and may not be installed in the airplane. Refer to Section 9, Supplements, for details of other optional systems and equipment.

AIRFRAME

The construction of the fuselage is a conventional formed sheet metal bulkhead, stringer, and skin design referred to as semi-monocoque.

Major items of structu re are the front and rear carry-through spars to which the wings are attached, a bulkhead and forgings for main landing gear attachment at the base of the rear doorposts, and a bulkhead with attaching plates at the base of the forward doorposts for the lower attachment of the wing struts. Four engine mount stringers are also attached to the forward doorpos ts and extend forward to the firewall.

The externally braced wings, containing the fuel tanks, are constructed of a front and rear spar v.rith formed sheet metal ribs, doublers, and stringers. The entire structure is covered with aluminum skin. The front spars are equipped with v.ing

-to-fuselage and wing-to-strut attach fittings.

The aft spars are equipped with wing-to-fuselage attach-fittings, and are partial-span spars. Conventional hinged ailerons and single-slotted flaps are attached to the trailing edge of the wings. The ailerons are constructed of a forward spar containing a balance weight, formed sheet metal ribs and ''V" type corrugated aluminum skin joined together at the trailing edge .

The flaps are constru cted basically the same as the ailerons, with the exception of the balance weight and the addition of a formed sheet metal leading edge section.

The empennage (tail assembly) consists of a conventional vertical stabilizer, rudder, horizontal stabilizer, and elevator. The vertical stabilizer consists of a spar, formed sheet metal ribs and reinforcements, a wrap-around skin panel, formed leading edge skin, and a dorsal. The rudder is constructed of a formed leading edge skin containing hinge halves, a center wrap-around skin panel, ribs, an aft wrap-around skin panel which is joined at the trailing edge of the rudder by a filler strip, and a ground adjustable trim tab at the base of the trailing edge. The top of the rudder incorporates a leading edge extension which contains a balance weight. The horizontal stabilizer is constructed of a forward and aft spar, ribs and stiffeners, center, left, and right wrap-around skin panels, and formed leading edge skins. The horizontal stabilizer also contains the elevator trim tab actuator. Construction of the elevator consists of formed leading edge skins, a forward spar, aft channel, ribs, torque tube and

7-3

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS

AILERON CONTROL SYSTEM

CESSNA

MODEL 172M

RUDDER CONTROL SYSTEM

7-4

Figure 7-1. Flight Control and Trim Systems (She et 1 of 2)

CESSNA

MODEL 172M ·

SECTION 7

AIRPLANE & SYSTEMS DESCRIPTIONS

ELEVATOR CONTROL SYSTEM

ELEVATOR TRIM

CONTROL SYSTEM

Figure 7-1. Flight Control and Trim Systems (Sheet 2 of 2)

7-5

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS

CESSNA

MODEL 172M

7-6

Figure 7-2. Instrument Panel (Sheet 1 of 2 )

-:J

I

-:J

1. Ammeter

2. Suction Gage

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~-

3. Oil Temperature, Oil Pressure, and Left and Right Fuel Gages

1"$ ct>

4. Clock

-:J

I t.:)

5. Tachometer

6. Flight Instrument Gr o up

7. Airplane Re g istrati o n Numbe r

.......

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q

s:: ct>

8. Secondary Altimeter

9. Encoding Altimeter

10. ADF Bearing Indicator s

11. Omni Course

Indicators a

12. Transponder

13.

Magnetic Compass

'"d

§

14. Marker Beacon Indicator

Lights and Switches

en

15. Rear View Mirror

::r ct>

........

16. Audio Control Panel

17. Radios

~

18. Autopilot Control Unit a

19. Wing Flap Position Indicator

~

20. Additional Instrument Space

21. ADF Radio

22. Flight Hour Recorder

23. Additional Radio Space

24. Map Compartment

25. Cabin Heat Control Knob

26. Cabin Air Control Knob

27. Cigar Lighter

28. Win g Flap Switch

29 . M ix tur e C o ntrol Knob

30. Throttle (With Friction Lock)

31. Static Pressure

Alternate

Source Valve

32. Instrument and Radio Dial

Light Rheostats

33. Microphone

34.

Fuel Selector Valve Handle

35. Elevator Trim Control Wheel

36. Carburetor Heat Control Knob

37. Electrical Switches

38. Circuit Breakers

39. Parking Brake Handle

40. Ignition Switch

41. Master Switch

42. Auxiliary Mike Jack

43. Phone Jack

44. Primer

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1-<Q z en-:J

SECTION 7

AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA

MODEL 172M bellcrank, left upper and lower "V" type corrugated skins, and right upper and lower "V" type corrugated skins incorporating a trailing edge cut-out for the trim tab. The elevator trim tab consists of a spar, rib, and upper and lower ''V" type corrugated skins. The leading edge of both left and right elevator tips incorporate extensions which contain balance weights.

FLIGHT CONTROLS

The airplane's flight control system consists of conventional aileron, rudder, and elevator control surfaces (see figure 7-1). The control surfaces are manually operated through mechanical linkage using a control wheel for the ailerons and elevator, and rudder /brake pedals for the rudder.

TRIM SYSTEM

A manually-operated elevator trim tab is provided. Elevator trimming is accomplished through the elevator trim tab by utilizing the vertically mounted trim control wheel. Upward rotation of the trim wheel will trim nose-down; conversely, downward rotation will trim nose-up.

INSTRUMENT PANEL

The instrument panel (see figure 7-2) is designed around the basic "T " configuration. The gyros are located immediately in front of the pilot, and arranged vertically over the control column. The airspeed indicator and altimeter are located to the left and right of the gyros, respectively.

The remainder of the flight instruments are located around the basic "T".

Engine instruments and fuel quantity indicators are near the left edge of the panel. Avionics equipment is stacked approximatel y on the centerline of the panel, with the right side of the panel containing the map compartment, wing flap position indicator, space for additional instruments and avionics equipment, and cabin heat and air controls. The wing flap switch and engine controls are below the avionics equipment, and the electrical switches and circuit breakers are located below the pil ot' s control wheel.

A master switch, ignition switch, and primer are loca ted on the lower left corner of the panel. A pedestal is installed below the panel and contains the elevator trim tab control wheel and indicator, and provides a bracket for the microphone. The fuel selector valve handle is located at the base of the pedestal. A parking brake handle is located bel o w the instrument panel in front of the pilot.

For details concerning the instruments, switches , circuit breakers,

7-8

A

M

CESSNA

MODEL 172M

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS

1 er rt: er and controls on this panel , refer in this section to the description of the systems to which these items are related.

1, ji -

U l

'' T "

GROUND CONTROL

Effective ground contr o l while taxiing is accomplished through nose wheel steering by usin g th e rudder pedals; left rudder pedal to steer left and right rudder pedal t o s teer right. When a rudder pedal is depressed, a spring-loaded steerin g bungee (which is connected to the nose gear and to the rudder bars) will tu rn the nose wheel through an arc of approximately 10° each side of ce nter. By applying either left or right brake, the degree of turn may b e i ncreased up to 30° each side of center.

Moving the airplan e by hand is most easily accomplished by attaching a tow bar to the nose gear strut.

If a tow bar is not available, or pushing is required, use the win g st ruts as push points. Do not use the vertical o r horizontal surfaces to mov e the airplane.

If the airplane is to be towed by vehicle, never turn the nose wh e el m o r e than 30° either side of center or structural damage to the nose gea r coul d result.

The minimum turni ng radi us o f t he a i rplane, using differential braking and nose wheel steeri ng during taxi, is approximately 27 feet

5

1/2 i nches. To obtain a mi nim um radius turn during ground handling, the a irplane may be rotated around either main landing gear by pressing down o n a tailcone bulkhead jus t forward of the horizontal stabilizer to raise the nose wheel off the ground .

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ne

I t c h l

!

l. e ft s

:!

t

;e

WING FLAP SYSTEM

The wing flaps are of the single-slot type (see figure 7-3) and are e lectrically operated by a motor located in the right wing. Flap position i s controlled by a switch, labeled WING FLAPS, on the lower center porti on of the instrument panel. Flap position is electrically indicated by a w ing flap position indicator on the right side of the panel.

To extend the wing flaps, the flap switch, which is spring-loaded to t he center, or off, position , must be depressed and held in the DOWN p osition until the desired degree of extension is reached. Normal full fl ap extension in flight will require approximately 9 seconds. After the fl aps 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 s witch will remain in the UP position without manual assistance due to a

7-9

SECTION 7

AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA

MODEL 172M

Figure 7-3. Wing Flap System detent in the switch. FUll flap retraction in flight requires approximately

7 seconds. More gradual flap retraction can be accomplished by intermittent operation of the flap switch to the UP position. After full retraction, t l: the switch should be returned to the center off position.

LANDING GEAR SYSTEM

The landing gear is of the tricycle type with a steerable nose wheel, two main wheels, and wheel fairings. Shock absorption is provided by the tubular spring-steel main landing gear struts and the air/oil nose gear shock strut. Each main gear wheel is equipped with a hydraulically actuated disc-type brake on the inboard side of each wheel, and an aerodynamic fairing over each brake.

~ j

BAGGAGE COMPARTMENT

The baggage compartment consists of two areas, one extending from the back of the rear passenger seats to the aft cabin bulkhead, and an additional area aft of the bulkhead. Access to both baggage areas is gained through a lockable baggage door on the left side of the airplane, or from within the airplane cabin. A baggage net with eight tie-down straps is pron

:1

7-10

CESSNA

MODEL 172M

SECTION 7

AIRPLANE & SYSTEMS DESCRIPTIONS vided for securing baggage and is attached by tying the straps to tie-down rings provided in the airplane. When loading the airplane, children should not be placed or permitted in the baggage compartment, unless a child's seat is installed, and any material that might be hazardous to the airplane or occupants should not be placed anywhere in the airplane. For baggage area and door dimensions, refer to Section 6.

SEATS

The seating arrangement consists of two separate adjustable seats for the pilot and front passenger, a split-backed fixed seat in the rear, and a child's seat (if installed ) aft of the rear seats. The pilot's and front passenger's seats are available in two different designs: four-way and sixway adjustable.

Four-way seats ma y be moved forward or aft, and the seat back angle changed. To position either seat, lift the tubular handle under the center of the seat, slide the seat int o position, release the handle, and check that the seat is locked in place. The seat back is spring-loaded to the vertical position. To adjust its positi o n, lift the lever under the right front corner of the seat, reposition the back, release the lever, and check that the back is locked in place. The seat backs will also fold full forward. lf tThe six-way seats ma y be moved forward or aft, adjusted for height,

, t h and the seat back angle is infinitely adjustable. Position the seat by lifting the tubular handle, under the center of the seat bottom, and slide the seat into position; then release the lever and check that the seat is locked in place. Raise or lower the seat by rotating a large crank under the right corner of the left seat and the left corner of the right seat. Seat back angle is adjustable by rotating a small crank under the left corner of the u left seat and the right corner of the right seat. The seat bottom angle will change as the seat back angle changes, providing proper support. The seat backs will also fold full forward.

The rear passenger's seats consist of a fixed one-piece seat bottom with individually adjustable seat backs. Two adjustment levers, under the left and right corners of the seat bottom, are used to adjust the angle of the respective seat backs. To adjust either seat back, lift the adjustment lever and reposition the back. The seat backs are spring-loaded to the vertical position.

1is

A child's seat may be installed aft of the rear passenger seats, and he~d in place by two brackets mounted on the floorboard. The seat is om designed to swing upward into a stowed position against the aft cabin bulk-

:-ohead when not in use. To stow the seat, rotate the seat bottom up and aft

7-11

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS

CESSNA

MODEL 172M as far as it will go. When not in use, the seat should be stowed.

Headrests are available for any of the seat configurations except the child's seat. To adjust the headrest, apply enough pressure to it to raise or lower it to the desired level. The headrest may be removed at any time by raising it until it disengages from the top of the seat back.

SEAT BELTS AND SHOULDER HARNESSES

All seat positions are equipped with seat belts (see figure 7 -4). The pilot's and front passenger's seats

are

also equipped with

separate

shoulder harnesses; shoulder harnesses are available for the

rear

seat positions. Integrated seat belt/shoulder harnesses with inertia reels can be furnished for the pilot's and front passenger's seat positions, if desired.

SEAT BELTS

The seat belts at all seat positions are attached to fittings on the floorboard. The belt (and attaching shoulder harness) configuration will differ between early and later airplanes. In early airplanes,

the buckle

half of the seat belt is outboard of each seat and is the adjustable

part

of the belt; the link half of the belt is inboard and has

a

fixed length.

In later

airplanes, the buckle half of the seat belt

is inboard

of each seat and has a fixed length; the link half of

the belt

is outboard and is the

adjustable

part of the belt.

Regardless of which belt configuration is installed in

the

airplane, they are used in a similar manner. To use the seat belts for the front seats, position the seat as desired, and then lengthen the adjustable half of the belt as needed. Insert and lock the belt link into the buckle. Tighten the belt to a snug fit by p.1lling the free end of the belt. Seat belts for the rear seats, and the child's seat (if installed), are used in the same manner as the belts for the front seats. To release the seat belts, grasp the top of the buckle opposite the link and pull upward.

SHOULDER HARNESSES

The configuration of shoulder harnesses will differ between early and later airplanes. However, both configurations are positioned in the airplane and stowed identically. Each front seat shoulder harness is attached to a rear doorpost above the window line and is stowed behind a stowage sheath above the cabin door. To stow the harness, fold it and place it behind the sheath. When rear seat shoulder harnesses are furnished, they are attached adjacent to the lower corners of the rear window. Each rear seat harness is stowed behind a stowage sheath above an aft side win-

7-12

S i

F

( I

N

(I h: s

R

0

F

(l

N

0

(E

b ·

(

1\

CESSNA

MODEL 172M

NAR ROW RELEASE STRAP

(Pu ll up when lengthening

harness or during emergency

release after seat belt is un latched )

FR EE END OF HARNESS

(Pull down to tighten)

ME TAL RETAINING STUD

ON END PLATE

( Snap into retaining slot of be lt t o attach harness)

.

.

::···

· ······

...

SECTION 7

AIRPLANE & SYSTEMS DESCRIPTIONS

STANDARD SHOULDER

HARNESS

(EARLY AIRPLANES)

S EA T BELT BUCKLE HALF

FREE END OF SEAT BELT

( Pull to tighten)

.. /

..

/

.

.

......

·:.

] ''

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. ...

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,

..........

...

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.....

.,.·

:,ARRO.I RELE,\SE STRAP

( P-J ll up "·hen lengthemng harness)

FREE E ND O F H A R N ESS

( Pull d ow n t o tight e n)

SHOULDER HARNESS

CONNECT I NG LINK

(Snap onto retaining stud on seat belt link to attach harness)

(PILOT'S SEAT SHOWN)

1 l-

STANDARD SHOULDER

HARNESS

(LATER AIRPLA NES)

FREE END OF SEA T BELT

( Pull t o ti g hten)

Figure 7-4. Seat Belts and Shoulder Harnesses (Sheet 1 of 2)

7-13

1 .

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS

CESSNA

MODEL 172M dow. No harness is available for the child's seat.

In early airplanes, the front or rear seat shoulder harnesses are used by fastening and adjusting the seat belt first. Then, lengthen the harness as required by pulling on the end plate of the harness and the narrow release strap. Snap the harness metal stud firmly into the retaining slot adjacent to the seat belt buckle. Then adjust to length. 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 link.

In an emergency, the shoulder harness may be removed by releasing the seat belt first, and then pulling the harness over the head by pulling up on the narrow release strap.

In later airplanes, the front or rear seat shoulder harnesses are used by fastening and adjusting the seat belt first. Then, lengthen the harness as required by pulling on the connecting link on the end of the harness and the narrow release strap. Snap the connecting link firml y onto the retaining stud on the seat belt link half. Then adjust to length. Removing the harness is accomplished by pulling upward on the narrow release strap,

SEAT BELT/SHOUlDER

HARNESS WITH INERTIA

REEl

(PILOT'S SEAT SHOWN)

7-14

Figure 7-4. Seat Belts and Shoulder Harnesses (Sheet 2 of 2)

C ESSNA

~ODEL 172M

AIRPLANE

&

SECTION 7

SYSTEMS DESCRIPTIONS a nd removing the harness connecting link from the stud on the seat belt li nk. In an emergency, the shoulder harness may be removed by releasin g the seat belt first and allowing the harness, still attached to the link h alf of the seat belt, to drop to the side of the seat.

While wearing either confi guration of shoulder harness, adjustment o f the harness is impor tant. A properly adjusted harness will permit the o ccupant to lean forwar d eno ugh to sit completely erect, but prevent exc essive forward move ment and contact with objects during sudden decelera tion. Also, the pilot will wan t the freedom to reach all controls easily.

I NTEGRATED SEAT BELT /SHO ULDER HARNESSES WITH INERTIA REELS

Integrated seat belt / should er harnesses with inertia reels are availa ble for the pilot and front seat passenger. The seat belt/shoulder harn esses extend from inertia reels located in the cabin ceiling to attach p oints inboard of the two front seats. A separate seat belt half and buckle is located outboard of the seats. Inertia reels allow complete freedom of b ody movement. Ho wever, in the event of a sudden deceleration, they w ill lock automaticall y to protect the occupants.

NOTE

The inertia reels are located for maximum shoulder harness comfort and safe retention of the seat occupants.

This location require s that the shoulder harnesses cross near the top so that the right hand inertia reel serves the pilot and the left hand reel serves the front passenger.

When fastenin g the harness, check to ensure the proper harness is bein g used.

To use the seat belt / shoulder harness, position the adjustable metal li nk on the harness just below shoulder level, pull the link and harness d ownward, and insert the link into the seat belt buckle. Adjust belt tens ion across the lap by pulling upward on the shouldf)r harness. Removal i s accomplished by releasing the seat belt buckle, which will allow the i nertia reel to pull the harness inboard of the seat.

ENTRANCE DOORS AND CABIN WINDOWS

Entry to, and exit from the airplane is accomplished through either of wo entry doors, one on each side of the cabin at the front seat positions refer to Section 6 for cabin and cabin door dimensions). The doors incorpo rate a recessed exterior door handle, a conventional interior door handl e, a key-operated door lock (left door only), a door stop mechanism,

7-15

SECTION 7

AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA

MODEL 172M and an openable window in the left door. An openable right door window is also available.

To open the doors from outside the airplane, utilize the recessed door handle near the aft edge of either door by grasping the forward edge of the handle and pulling outboard. To close or open the doors from inside the airplane, use the combination door handle and arm rest. The inside door handle has three positions and a placard at its base which reads OPEN,

CLOSE, and LOCK. The handle is spring-loaded to the CLOSE (up) position. When the door has been pulled shut and latched, lock it by rotating the door handle forward to the LOCK position (flush with the arm rest).

When the handle is rotated to the LOCK position, an over- center action will hold it in that position.

NOTE

Accidental opening of a cabin door in flight due to improper closing does not constitute a need to land the airplane. The best procedure is to set up the airplane in a trimmed condition at approximately 75 knots, momentarily shove the door outward slightly, and forcefully close and lock the door by normal procedures.

Exit from the airplane is accomplished by rotating the door handle from the LOCK position, past the CLOSE position, aft to the OPEN position and pushing the door open. To lock the airplane, lock the right cabin door with the inside handle, close the left cabin door, and using the ignition key, lock the door.

The left cabin door is equipped with an openable window which is held in the closed position by a lock button equipped over-center latch on the lower edge of the window frame. To open the window, depress the lock button and rotate the latch upward. The window is equipped with a springloaded retaining arm which will help rotate the window outward and hold it there. An openable window is also available for the right door, and functions in the same manner as the left window.

If required, either window may be opened at any speed up to 160 knots. The cabin top windows (if installed), rear side windows, and rear windows are of the fixed type and cannot be opened.

CONTROL LOCKS

A control lock is provided to lock the ailerons and elevator control surfaces in a neutral position and p,revent damage to these systems by wind buffeting while the airplane is parked. The lock consists of a shaped

7-16

.t

CESSNA

MODEL 172M

AIRPLANE

&

SECTION 7

SYSTEMS DESCRIPTIONS steel rod with a red metal flag attached to it. The flag is labeled CON-

TROL LOCK, REMOVE BEFORE STARTING ENGINE. To install the control lock, align the hol e i n the top of the pilot's control wheel shaft with the hole in the top of th e shaft collar on the instrument panel and insert the rod into the aligne d ho les. Proper installation of the lock will place the red flag over the i gniti on switch. In areas where high or gusty winds occur, a control surf ace lo ck should be installed over the vertical stabilizer and rudder. Th e co ntrol lock and any other type of locking device should be removed pr ior to starting the engine.

ENGINE

The airplane is powered b y a horizontally-opposed, four-cylinder, overhead-valve~ aircooled, carbureted engine with a wet sump oil system. The engine is a Lycom ing Model 0-320-E2D and is rated at 150 horsepower at 2700 R PI\1. The engine should develop a static RPM of approximately 2300 to 2420 RPM at full throttle with the carburetor heat o:f. Major access ories include a st ar ter and belt driven alternator mounted on the fron t o : the en~ine, and dua l ma g netos and a vacuum pump which are m o·1nted o n an accessory d ri ve p a d on the rear o~ the engine. Provision s are als o made for a full flow o il filter.

ENGINE CONTROLS

Engine power is cont r o lled by a throttle located on the lower center portion of the instru ment p a nel. The throttle operates in a conventional manner; in the full f orward position, the throttle is open, and in the full aft position, it is cl osed. A friction lock, which is a round knurled disk, is located at the bas e of the throttle and is operated by rotating the lock clockwise to increas e fr i ct ion or counterclockwise to decrease it.

The mLxture con trol, m ounted adjacent to the throttle, is a red knob with raised points ar ound t he circumference and is equipped with a lock button in the end of t he k n ob . The rich position is full forward, and full aft is the idle cut-o ff posit i o n . To adjust the mixture, move the control forward or aft by de pressing t he lock button in the end of the control.

ENGINE INSTRUMENTS

Engine operation i s mo n ito red by the following instruments: oil pressure gage, oil temper at ure gag e, and a tachometer.

The oil pressure g a g e, l oca ted on the left side of the instrument panel, is operated by oil pressure. A direct pressure oil line from the engine delivers oil at engine operating pressure to the oil pressure gage. Gage

7-17

SECTION 7

AIRPlANE & SYSTEMS DESCRIPTIONS markings indicate that minimum idling pressure is 25 PSI (red line), the normal operating range is 60 to 90 PSI (green arc), and maximum pressure is 100 PSI (red line).

Oil temperature is indicated by a gage adjacent to the oil pressure gage. The gage is operated by an electrical-resistance type temperature sensor which receives power from the airplane electrical system. Oil temperature limitations are the normal operating range (gr een arc) which is 38°C (100°F) to ll8°C (245°F), and the maximum (red line) which is ll8°C (245°F).

The engine-driven mechanical tachometer is located near the lower portion of the instrument panel to the left of the pilot's control wheel.

The instrument is calibrated in increments of 100 RPM and indicates both engine and propeller speed. An hour meter below the center of the tachometer dial records elapsed engine time in hours and tenths . Instrument markings include a normal operating range (stepped green arc) of 2200 to

2700 RPM with steps at the 2 500 and 2600 RPM indicator marks. The normal operating range upper limit is 2500 RPM at sea level, and increases to 2600 RPM at 5000 feet and 2700 RPM at 10, 000 feet. Maximum (red line) at any altitude is 2700 RPM.

A carburetor air temperature gage may be installed on the right side of the instrument panel to help detect carburetor icing conditions. The gage is marked in 5° increments from -30°C to +30°C, and has a yellow arc between -l5°C and +5°C which indicates the temperature range most conducive to icing in the carburetor. A placard on the lower half of the gage face reads KEEP NEEDLE OUT OF YELLOW ARC DURING POS-

SIBLE CARBURETOR ICING CONDITIONS.

NEW ENGINE BREAK-IN AND OPERATION

The engine underwent a run-in at the factory and is ready for the full range of use.

It is, however, suggested that cruising be accomplished at 65% to 75% power until a total of 50 hours has accumulated or oil consumption has stabilized. This will ensure proper seating of the rings.

The airplane is delivered from the factory with corrosion preventive oil in the engine. If, during the first 25 hours, oil must be added, use only aviation grade straight mineral oil conforming to Specification No.

MIL-L-6082.

ENGINE OIL SYSTEM

Oil for engine lubrication is supplied from a sump on the bottom of the engine. The capacity of the engine sump is eight quarts (one additional

7-18

CESSNA

MODEL 172M

: ESSNA

: ODEL 172M

AIRPLANE

&

SECTION 7

SYSTEMS DESCRIPTIONS m sd

-: art is required if a full flow oil filter is installed). Oil is drawn from

.h

e sump through an oil suction strainer screen into the engine-driven oil

;ru mp. From the pump, oil is routed to a bypass valve.

If the oil is cold,

.

h e bypass valve allows the oil to go directly from the pump to the oil fil-

:e r.

If the oil is hot, the byp ass valve routes the oil out of the accessory

.

1 o using and into a flexibl e ho se leading to the oil cooler on the lower right

i de of the firewall. Pressure oil from the cooler returns to the accesso ry housing where it passes through the pressure strainer screen (full

:l ow oil filter, if install ed ) . The filtered oil then enters a pressure relief

· -a lve which regulates en gine oil pressure by allowing excessive oil to re-

:u rn to the sump, while the balanc e of the pressure oil is circulated to

·.

-arious engine parts fo r lubri cation. Residual oil is returned to the sump

'JY gravity flow.

An oil filler cap /oil dip stick is located at the rear of the engine on

: h e right side. The fille r ca p / dipstick is accessible through an access j oor in the engine cow lin g . The engine should not be operated on less

: ha n six quarts of oil. To minimize loss of oil through the breather, fill

~o seven quarts for nor mal flights of less than three hours. For extended

: lig ht, fill to eight quarts (d ipstick indication only). For engine oil grade l nd specifications, refer to Section 8 of this handbook.

An oil quick-drain valve is available to replace the drain plug on the

'J o ttom left side of the oil sump, and provides quicker, cleaner draining

Jf the engine oil. To dr ain the oil with this valve, slip a hose over the e nd of the valve and pus h upward on the end of the valve until it snaps into

: h e open position. Spri ng clips will hold the valve open. After draining,

J se a suitable tool to snap the valv e into the extended (closed) position and

:emove the drain hose . t1al

GNITION-STARTER SYSTEM

Engine ignition is provided by two engine-driven magnetos, and two s p ark plugs in each cylin der. The right magneto fires the lower right and

..: pper left spark plugs, and the left magneto fires the lower left and upper

:ig ht spark plugs. Norm al operation is conducted with both magnetos due

:o the more complete burning of the fuel-air mixture with dual ignition.

Ignition and starter operation is controlled by a rotary type switch

.o

cated on the left switch and control panel. The switch is labeled clock-

-· i se, OFF, R, L, BOTH, and START. The engine should be operated on

) Ot h magnetos (BOTH position) except for magneto checks. The Rand L

?

Osi tions are for checkin g purposes and emergency use only. When the sw itch is rotated to the spring-loaded START position, (with the master s wi tch in the ON position), the starter contactor is energized and the start-

7-19

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS

CESSNA

MODEL 172M er will crank the engine. When the switch is released, it will automatically return to the BOTH position.

AIR INDUCTION SYSTEM

The engine air induction system receives ram air through an intake in the lower front portion of the engine cowling. The intake is covered by an air filter which removes dust and other foreign matter from the induction air. Airflow passing through the filter enters an air box at the front of the engine. After passing through the airbox, induction air enters the inlet in the carburetor which is under the engine, and is then ducted to the engine cylinders through intake manifold tubes. In the event carburetor ice is encountered or the intake filter becomes blocked, alternate heated air can be obtained from a shroud around an exhaust riser through a duct to a valve, in the airbox, operated by the carburetor heat control on the instrument panel. Heated air from the shroud is obtained from an unfiltered outside source. Use of full carburetor heat at full throttle will result in a loss of approximately 100 to 225 RPM.

EXHAUST SYSTEM

Exhaust gas from each cylinder passes through riser assemblies to a muffler and tailpipe. The muffler is constructed with a shroud around the outside which forms a heating chamber for cabin heater air.

F

CARBURETOR AND PRIMING SYSTEM

The engine is equipped with an up-draft, float-type, fixed jet carburetor mounted on the bottom of the engine. The carburetor is equipped with an enclosed accelerator pump, simplified fuel passages to prevent vapor locking, an idle cut-off mechanism, and a manual mixture control.

Fuel is delivered to the carburetor by gravity flow from the fuel system.

In the carburetor, fuel is atomized, proportionally mixed with intake air, and delivered to the cylinders through intake manifold tubes. The proportion of atomized fuel to air is controlled, within limits, by the mixture control on the instrument panel.

For easy starting in cold weather, the engine is equipped with a manu · al primer. The primer is actually a small pump which draws fuel from the fuel strainer when the plunger is pulled out, and injects it into the cyli der intake ports when the plunger is pushed back in. The plunger knob, o : the instrument panel, is equipped with a lock and, after being pushed full in, must be rotated either left or right until the knob cannot be pulled out.

7-20

~A

~M

CESSNA

:\10DEL 172M

SECTION 7

AIRPLANE & SYSTEMS DESCRIPTIONS

!al-

C

0 0 LIN G SYSTEM

Ram air for engine cooling enters through two intake openings in the f ront of the engine cowlin g. The cooling air is directed around the cylinders and other areas of the engine by baffling, and is then exhausted t hrough an opening at the botto m aft edge of the cowling. No manual cooling system control is provided.

?;h l

.n

.ll by ct e

A winterization kit is avail able and consists of two baffles which attach to the air intakes in the cowling nose cap, a restrictive cover plate for the oil cooler air inlet in the right rear vertical engine baffle, and insulation for the crankcase bre ather line. This equipment should be installed for operations in tempera tures consi stently below -7°C (20°F). Once installed, the crankcase bre ather insula tion is approved for permanent use in both hot and cold weath er.

PROPELLER

•a

: he

The airplane is equipped with a two-bladed, fixed-pitch, one-piece forg ed aluminum allo y propeller which is anodized to retard corrosion.

The propeller is 75 in ches in diameter.

FUEL

SYSTEM

The airplane may be equip ped with either a standard fuel system or a long range system (see figure 7-6 ). Both systems consist of two vented fu el tanks (one in each \\ing), a fou r-position selector valve, fuel strainer, ma nual primer, and carburetor. Refer to figure 7-5 for fuel quantity data for both systems.

Fuel flows by gravit y fro m the two wing tanks to a four-position selec-

1. l. r,

Jr-

.nu-

L ylir. on

Jl

lt.

TANKS

STANDARD

(21 Gal. Each)

LONG RANGE

(26 Gal. Each)

FUEL QUANTITY DATA (U.S

. GALLONS)

TOTAL

USABLE FUEL

ALL FLIGHT

CONDITIONS

TOTAL

UNUSABLE

FUEL

38

4

48

4

Figure 75. Fuel Quantity Data

TOTAL

FUEL

VOLUME

42

52

7-21

SECTION 7

AIRPLANE & SYSTEMS DESCRIPTIONS

FILLER CAP

CESSNA

MODEL 172M

SELECTOR

VALVE

TO

Ji

ENGINE~

FUEL

STRAINER

7-22

- - -1--f'f--11

--

THROTTLE

CARBURETOR

'---------'------

~

....

TO

--

~

MIXTURE

CONTROL

ENGINE KNOB

. - - - - C 0 DE - - . . ,

[IH\fJ

FUEL SUPPLY

D

VENT

MECHANICAL

LINKAGE

TO ENSURE MAXIMUM FUEL CAPACITY

WHEN REFUELING, PLACE THE FUEL

SELECTOR VALVE IN EITHER LEFT

OR RIGHT POSITION TO PREVENT

CROSSFEEDI NG.

Figure 7-6. Fuel System (Standard and Long Range)

CESSNA

:\10DEL 172M AIRPLANE

SECTION 7

&

SYSTEMS DESCRIPTIONS tor valve, labeled BOTH. RIGHT, LEFT, and OFF. With the selector v alve in either the BOTH. LEFT, or RIGHT position, fuel flows through a strainer to the carburet or. From the carburetor, mixed fuel and air flows to the cylinders throu gh intak e manifold tubes. The manual primer draws it s fuel from the fuel strainer and injects it into the cylinder intake ports.

Fuel system ventin g is essential to system operation. Blockage of the system will result in de c reasing fuel flow and eventual engine stoppage.

Venting is accomplish ed by an interconnecting line from the right fuel tank to the left tank. The le ft fuel tank is vented overboard through a vent line, equipped with a check \'al\'e. which protrudes from the bottom surface of the left wing near the win g strut. The right fuel tank filler cap is also vented.

Fuel quantity is measured by two float-type fuel quantity transmitters

( one in each tank) and indicated by two electrically-operated fuel quantity indicators on the left si de of the instrument panel. An empty tank is indicated by a red line and the letter E. When an indicator shows an empty tank, approximately 2 gallo ns remain in a standard tank, and 2 gallons remain in a long ran ge tank as unusable fuel. The indicators cannot be relied upon for accur ate readings during skids, slips, or unusual attitudes.

The fuel select or \·ah·e should be in the BOTH position for takeoff, climb, landing, and maneuve rs that involve prolonged slips or skids. Operation from either LEFT o r RIGHT tank is reserved for cruising flight.

NOTE

With low fuel ( 1 ; 8th tank or less), a prolonged steep descent (1500 feet or more) with partial power, full flaps, and 70 KIAS or great er should be avoided due to the possibility 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 position in cruis ing flight, unequal fuel flow from each tank may occur if the wings are not maintained exactly level. Resulting wing heaviness can be alleviated gradually by turning the selector valve handle to the tank in the "heavy" wing.

NOTE

It is not practical to measure the time required to consume all of the fuel in one tank, and, after switching to the opposite tank, expect an equal duration from the remaining fuel. The airspace in both fuel tanks is inter-

7-23

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS connected by a vent line and, therefore, some sloshing of fuel between tanks can be expected when the tanks are nearly full and the wings are not level.

The fuel system is equipped with drain valves to provide a means for the examination of fuel in the system for contamination and grade. The system should be examined before the first flight of every day and after each refueling, by using the sampler cup provided to drain fuel from the wing tank sumps, and by utilizing the fuel strainer drain under an access panel on the right side of the engine cowling. The fuel tanks should be filled after each flight to prevent condensation.

BRAKE SYSTEM

The airplane has a single-disc , hydraulically-actuat e d brake on each main landing gear wheel. Each brake is connected, by a h y draulic line, to a master cylinder attached to each of the pilot's rudder pedals. The brakes are operated by applying pressure to the top of either the left (pilot's) or right (copilot's) set of rudder pedals, which are interconnected.

When the airplane is parked, both main wheel brakes ma y be set by utilizing the parking brake which is operated by a handle under the left side of the instrument panel. To apply the parking brake, set the brakes with the rudder pedals, .PJ.ll the handle aft, and rotate it 90° down.

For maximum brake life , keep the brake systems pr o perly maintained , and minimize brake us ag e dur i ng taxi operations and landin g s.

Some of the symptoms of impending brake failure are: gradual decrease in braking action after brake application, noisy or dragging brakes, soft or spongy pedals, short pedal travel and hard pedal, and excessive travel and weak braking action. If any of these symptoms appear, the brake system is in need of immediate attention.

If, during taxi or landing roll, braking action decreases, let up on the pedals and then re-apply the brakes with heavy pressure.

If the brakes become spongy or pedal travel increases, pumping the pedals should build braking pressure.

If one brake becomes weak or fails, use the other brake sparingly while using opposite rudder, as required, to offset the good brake.

ELECTRICAL SYSTEM

Electrical energy (see figure 7-7) is supplied by a 14-volt, directcurrent system powered by an engine-driven, 60-amp alternator. The

12-volt, 25-amp hour battery is located on the left side of the firewall.

Power is supplied to all electrical circuits through a split bus bar, one side containing electronic system circuits and the other side having general electrical system circuits. Both sides of the bus are on at all times

7-24

CESSNA

MODEL 172M

CESSNA

MODEL 172M

OVER-

LIGHT

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS

TO OVER-VOLTAGE WARNING

LIGHT

TO OVER-VOLTAGE SENSOR

ANO MASTER SWITCH

TO RADIO OR TRANSPONDER

AN D ENCODING ALTIMETER

TO AUDIO AMPLIFIER

SPLIT BUS

CO NT ACTOR

(NORMALLY

CLOSED)

:l,

:,

DOME AND COURTESY LIGHTS

TO INT LT

CIRCUIT

BREAKER

:e

CODE

•

0)

CIRCUIT BREAKER (PUSH-TO-RESET

*

DIODE fi/VV

)

RESISTOR FUSE

-j

~ CAPACITOR (NOISE Fll TER)

MAGNETOS

Figure

7-7.

Electrical System

TO FLASHING BEACON

TO NAVIGATION LIGHTS AND

CONTROL WHEEL MAP LIGHT

TO AUDIO MUTING RELAY

7-25

SECTION 7

AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA

MODEL 172M except when either an external power source is connected or the starter switch is turned on; then a power contactor is automatically activated to open the circuit to the electronic bus. Isolating the electronic circuits in this manner prevents harmful transient voltages from damaging the transistors in the electronic equipment.

MASTER SWITCH

The master switch is a split-rocker type switch labeled MASTER, and is ON in the up position and OFF in the down position. The right half of the switch, labeled BAT, controls all electrical power to the airplane.

The left half, labeled ALT, controls the alternator.

Normally, both sides of the master switch should be used simultaneously; however, the BAT side of the switch could be turned ON separately to check equipment while on the ground. The ALT side of the switch, when placed in the OFF position, removes the alternator from the electrical system. With this switch in the OFF position, the entire electrical load is placed on the battery. Continued operation with the alternator switch in the OFF position will reduce battery power low enough to open the battery contactor, remove power from the alternator field, and prevent alternator restart.

AMMETER

The ammeter indicates the flow of current, in amperes, from the alternator to the battery or from the battery to the airplane electrical system. When the engine is operating and the master switch is turned on, the ammeter indicates the charging rate applied to the battery. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the battery discharge rate.

OVER-VOLTAGE SENSOR AND WARNING LIGHT

The airplane is equipped with an automatic over-voltage protection system consisting of an over-voltage sensor behind the instrument panel and a red warning light, labeled HIGH VOLTAGE, adjacent to the ammeter .

In the event an over-voltage condition occurs, the over-voltage sensor automatically removes alternator field current and shuts down the alternator. The red warning light will then turn on, indicating to the pilot that the alternator is not operating and the battery is supplying all electrical power.

The over-voltage sensor may be reset by turning the master switch off and back on again. If the warning light does not illuminate, normal

7-26

d

·-

CESSNA

MODEL 172M

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS alternator charging has resumed; however, if the light does illuminate again, a malfunction h as o ccurred, and the flight should be terminated as soon as practical.

The warning light may be tested by momentarily turning off the ALT portion of the master s witc h and leaving the BAT portion turned on.

CIRCUIT BREAKERS AND FUSES

Most of the electr ical ci rcuits in the airplane are protected by "pushto-reset" circuit bre akers mo unted on the left side of the instrument panel.

Exceptions to this ar e the ba ttery contactor closing (external power) circuit, clock, and fligh t h o ur recorder circuits which have fuses mounted near the battery. Th e c o ntro l wheel map light is protected by the NAV LT circuit breaker on th e instru ment panel, and a fuse behind the panel. The cigar lighter is prot ecte d by a manually reset circuit breaker on the back of the lighter, and b y the lAN D LT circuit breaker.

GROUND SERVICE

PLUG

RECEPTACLE

A ground servic e plu g receptacle may be installed to permit the use of an external power source fo r cold w eather starting and during lengthy maintenance work on the ai r p lane electrical system (with the exception of electronic equipmen t). The r eceptacle is located behind a door on the left side of the fuselage near the a ft edge of the cowling.

NOTE

Electrical p ower fo r the airplane electrical circuits is provided throu gh a sp lit bus bar having all electronic circuits on one side of the b us and other electrical circuits on the other side of the b us. When an external power source is connected, a con t a ct o r automatically opens the circuit to the electroni c po rtion of the split bus bar as a protection against dama ge to t he transistors in the electronic equipment by trans ient vo ltages from the power source. Therefore, the extern al p ow er source can not be used as a source of power when ch e ckin g electronic components.

Just before connectin g a n external power source (generator type or battery cart), the master s w itch should be turned on.

The ground service plug receptacle circuit incorporates a polarity rev ersal protection. Power from the external power source will flow only i f the ground service plug is correctly connected to the airplane. If the plug is accidentally connected backwards, no power will flow to the elect rical system, thereby preventing any damage to electrical equipment.

7-27

SECTION 7

AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA

MODEL 172M

The battery and external power circuits have been designed to completely eliminate the need to "jumper" across the battery contactor to close it for charging a completely "dead" battery. A special fused circuit in the external power system supplies the needed "jumper" across the contacts so that with a "dead" battery and an external power source applied, turning on the master switch will close the battery contact or.

LIGHTING SYSTEMS

EXTERIOR LIGHTING

Conventional navigation lights are located on the wing tips and top of the rudder. A single landing light or dual landing/taxi lights are installed in the cowl nose cap, and a flashing beacon is mounted on top of the vertical fin. Additional lighting is available and includes a strobe light on each wing tip and two courtesy lights, one under each wing, just outboard of the cabin door. The courtesy lights are operated by the dome light switch

0-:1. the overhead console. All exterior lights, except the courtesy lights , are controlled by rocker type switches on the left switch and control panel. The switches are ON in the up position and OFF in the down position.

The flashing beacon should not be used when flying 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 protection. However, the lights should be turned off when taxiing in the vicinity of other aircraft, or during night flight through clouds, fog or haze.

INTERIOR LIGHTING

Instrument and control panel lighting is provided by flood lighting, integral lighting, and post lighting (if installed). Two concentric rheostat control knobs below the engine controls, labeled PANEL LT and RADIO LT, control intensity of the instrument and control panel lighting. A slide-type switch

(if installed) on the overhead console, labeled PANEL LTS, is used to select flood lighting in the FLOOD position, post lighting in the POST position, or a combination of post and flood lighting in the BOTH position.

Instrument and control panel flood lighting consists of a single red flood light in the forward part of the overhead console. To use the flood lighting, rotate the PANEL LT rheostat control knob clockwise to the desired intensity.

The instrument panel may be equipped with post lights which are

7-28

CESSNA

MODEL 172M

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS mounted at the edge of each instrument or control and provide direct lighting. The lights are ope rated by placing the PANEL LTS selector switch in the POST posi tion and adjusting light intensity with the PANEL

LT rheostat control knob. By placing the PANEL LTS selector switch in the BOTH position, the post lights can be used in combination with the standard flood lightin g .

The engine instru ment s, fuel quantity indicators, radio equipment, and magnetic compas s have integral lighting and operate independently of post or flood ligh tin g . Ligh t intensity of the engine instruments, fuel quantity indicators, and radi o lighting is controlled by the RADIO LT rheostat control knob. The integral compass light intensity is controlled by the PANEL LT rh eostat co ntrol knob.

A cabin dome li ght. in the aft p3.rt of the overhead console, is operated by a switch near th e light. To turn the light on, move the switch to the right.

A control whe el map light is available and is 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 ni ght o perations. To operate the light, first turn on the

NAV LT switch; th en adj ust the map light's intensity with the knurled disk type rheostat cont rol locat ed at the bottom of the control wheel.

A doorpost ma p light is ava ilable, and is near the top of the left forward doorpost.

It contains bot h red and white bulbs and may be positioned to illuminate any are a desired by the pilot. The light is controlled by a switch, below the li ght, whi ch is labeled RED, OFF, and WHITE. Placin g the switch in the t op position will provide a red light. In the bottom position, standard whit e lighting is provided. In the center position, the map light is turned of f.

The most prob able cause of a light failure is a burned out bulb; however, in the event an y of the lighti ng systems fail to illuminate when turned on, check the appr opriate circ uit breaker. If the circuit breaker has opened (white button p opped out), and there is no obvious indication of a short circuit (smok e or odo r ) , tu rn off the light switch of the affected lights, reset the bre aker, and tur n the switch on again. If the breaker opens again, do not r eset it.

CABIN HEATING, VENTILATING AND

DEFROSTING SYSTEM

The temperature and volume of airflow into the cabin can be regulated to any degree desired by manipulation of the push-pull CABIN HT and

7-29

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS

CESSNA

MODEL 172M

FRONT CABIN

AIR OUTLET

ADJUSTABLE

DEFROSTER

OUTLET

CABIN HEAT---....

CONTROL

_---HEATER

VALVE

VENTILATING

AIR DOOR

CABIN AIR

CONTROL

CODE

(l

RAM AIR FLOW

....

HEATED AIR

MECHANICAL

CONNECTION

7-30

Figure 7-8. Cabin Heating, Ventilating, and Defrosting System

CESSNA

MODEL 172M

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS

CABIN AIR control knobs ( see figure 7-8).

For cabin ventilati on, pull the CABIN AIR knob out. To raise the air temperature, pull the CABIN HT knob out approximately 1/4 to 1/2 inch for a small amount of cabin heat. Additional heat is available by pulling the knob out farther ; maxim um heat is available with the CABIN HT knob pulled out and the CAB IN AIR knob pushed full in. When no heat is desired in the cabin, the CA BIN HT knob is pushed full in.

Front cabin hea t and ve ntilating air is supplied by outlet holes spaced across a cabin manif old jus t 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 eac h side of the cabin to an outlet at the front door post at floor level. Winds hield defr ost air is also supplied by a duct leading from the cabin manifold. Two knobs control sliding valves in the defroster outlet and permit regu lation o f defroster airflow.

Separate adjus table ven tilators supply additional air; one near each upper corner of th e windshi eld supplies air for the pilot and copilot, and two ventilators ar e availabl e for the rear cabin area to supply air to the rear seat passenger s.

PITOT-STATIC SYSTEM AND INSTRUMENTS

The pitot-stati c s yste m supplies ram air pressure to the airspeed indicator and static pressure to the airspeed indicator, rate-of-climb indicator and altimeter. The system is composed of either an unheated or heated pitot tute mounte d on the lower surface of the left wing, an external static port, on the lower left side of the fuselage, and the associated plumbing necessar y to connect the instruments to the sources.

The heated pit ot system con sists of a heating element in the pitot tube, a rocker-type switch labeled PITOT HT on the lower left side of the instrument panel, a 10-am p circuit br eaker on the switch and control panel, and associated wiring. When the pitot heat switch is turned on, the element in the pitot tube is heate d electrica lly to maintain proper operation in possible icing conditions . Pi should be used only as required.

A static pressure alternate source valve may be installed adjacent to the throttle for use when the extern al static source is malfunctioning.

This valve supplies static pressure from inside the cabin instead of the external static port .

If erroneous instrument readings are suspected due to water or ice in the pressure line going to the standard external static pressure source, the alternate static source valve should be pulled on.

7-31

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS

CESSNA

MODEL 172M

Pressures within the cabin will vary with open cabin ventilators and windows. Refer to Sections 3 and 5 for the effect of varying cabin pressures on airspeed and altimeter readings.

AIRSPEED INDICATOR

The airspeed indicator is calibrated in knots and miles per hour.

Limitation and range markings include the white arc (41 to 85 knots), green arc (47 to 128 knots), yellow arc (128 to 160 knots ), and a red line (160 knots).

If a true airspeed indicator is installed, it is equipped w ith a rotatable ring which works in conjunction with the airspeed indicator dial in a manner similar to the operation of a flight computer. To operate the indicator, first rotate the ring until pressure altitude is aligned with outside air temperature in degrees Fahrenheit. Pressure altitude should not be confused with indicated altitude . To obtain pressure altitude, momentarily set the barometric scale on the altimeter to 29. 92 and read pressure altitude on the altimeter. Be sure to return the altimeter barometric scale to the orig· inal barometric setting after pressure altitude has been obtained. Having set the ring to correct for altitude and temperature, then read the airspeed shown on the rotatable ring by the indicator pointer. For best accuracy, this indication should be corrected to calibrated airspeed by referring to the Airspeed Calibration chart in Section 5. Knowing the calibrated airspeed, read true airspeed on the ring opposite the calibrated airspeed.

RATE-OF-CLIMB INDICATOR

The rate-of-climb indicator depicts airplane rate of climb or descent in feet per minute. The pointer is actuated by an atmospheric pressure change supplied by the static source.

ALTIMETER

Airplane altitude is depicted by a barometric type altimeter. A knob near the lower left portion of the indicator provides adjustment of the instrument's barometric scale to the proper barometric pressure reading.

VACUUM SYSTEM AND INSTRUMENTS

An engine-driven vacuum system (see figure 7-9) provides the suction necessary to operate the attitude indicator and directional indicator. The system consists of a vacuum pump mounted on the engine, a vacuum relief valve and vacuum system air filter on the aft side of the firewall below the instrument panel, and instruments (including a suction gage) on

7-32

e r,

CESSNA

MODEL 172M

CODE c=J

INLET AIR

(::::::::::::::3 VACUUM

~

AIR

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS

VACUUM

PUMP

OVERBOARD

1~\

VENT LINE

VACUUM RELIEF VALVE ig-

ATT TU DE

I 0 CA TOR

VACUUM SYSTEM

AIR FILTER

Figure 7-9. Vacuum System

7-33

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS

CESSNA

MODEL 172M the left side of the instrument panel.

ATTITUDE INDICATOR

The attitude indicator gives a visual indication of flight attitude. · Bank attitude is presented by a pointer at the top of the indicator relative to the bank scale which is marked in increments of 10°, 20°, 30

° , 60°, and 90° either side of the center mark. Pitch attitude is presented by a miniature airplane in relation to the horizon bar. A knob at the bottom of the instrument is provided for in-flight adjustment of the miniature airplane to the horizon bar for a more accurate flight attitude indication.

DIRECTIONAL INDICATOR

A directional indicator displays airplane heading on a compass card in relation to a fixed simulated airplane image and index. The indicator will precess slightly over a period of time. Therefore, the compass card should be set in accordance with the magnetic compass just prior to takeoff, and oc· casionally re-adjusted on extended flights. A knob on the lower left edge of the instrument is used to adjust the compass card to correct for precession.

SUCTION GAGE

The suction gage is located on the left side of the instrument panel and indicates, in inches of mercury, the amount of suction available for operation of the attitude indicator and directional indicator. The desired suction range is 4. 6 to 5. 4 inches of mercury. A suction reading below this range may indicate a system malfunction or improper adjustment, and in this case, the indicators should not be considered reliable.

STALL WARNING SYSTEM

The airplane is equipped with a pneumatic-type stall warning system consisting of an inlet in the leading edge of the left wing, an air-operated horn near the upper left corner of the windshield, and associated plumbing.

As the airplane approaches a stall, a low pressure condition is created over the leading edge of the wings. This low pressure creates a differential pressure (vacuum) in the stall warning system which draws air through the warning horn, resulting in an audible warning at 5 to 10 knots above stall in all flight conditions.

The stall warning system sho·1ld be checked during the preflight inspection by placing a clean handkerchief over the vent opening and applying suction. A sound from the warning horn will confirm that the system

7-34

CESSNA

MODEL 172M

SECTION 7

AIRPLANE & SYSTEMS DESCRIPTIONS is operative.

AVIONICS SUPPORT EQUIPMENT

The airplane ma y. at the owner's discretion, be equipped with various types of avionics supJX)r t equipment such as an audio control panel, microphone-headset , and static dischargers. The following paragraphs discuss these items. d l.

AUDIO CONTROL PANEL

Operation of ra di o equipm ent is covered in Section 9 of this handbook.

When one or more ra d ·o are installed, a transmitter/audio switching system is provided (se e f1..... re 7 -10). The operation of this switching system is described in the f o ll \\ing paragraphs .

TRANSMITTER SElECTOR SWITCH

A rotary type tra n mitter selector s w itch, labeled XMTR SEL, is provided to connec t the .icropho

ne to the transmitte r the pilot desires to use. To select a transmitter , rotate the switch to the number corresponding to that trans mitte r. The numbers 1, 2 and 3 above the switch correspond to the top, sec ond and third transceivers in the avionics stack.

An audio ampli fier is requir ed for speaker operation, and is automatic ally selected, alon g with the transmitter, by the transmitter selector s witch. As an exa mple, if the number 1 transmitter is selected, the audio a mplifier in the ass ociated NAV / COM receiver is also selected, and functions as the amplifie r for ALL speaker audio. In the event the audio amplifier in use fails, as evide nced by loss of all speaker audio, select a nother transmitter. This should re-establish speaker audio. Headset a udio is not affected by audio amplifier operation.

AUTOMATIC AUDIO SElECTOR SWITCH

A toggle switch, labeled AUTO, can be used to automatically match t he appropriate NAV / COM receiver audio to the transmitter being selecte d. To utilize this automatic feature, leave all NAV /COM receiver sw itches in the OFF (center) position, and place the AUTO selector switch in either the SPEAKE R or PHONE position, as desired. Once the AUTO se lector switch is positioned, the pilot may then select any transm i tter a nd its associated NAV / COM receiver audio simultaneously with the transmi tter selector switch. If automatic audio selection is not desired, the

A UTO selector switch should be placed in the OFF (center) position.

7-35

SECTION 7

AIRPLANE

&

SYSTEMS DESCRIPTIONS

AUTOMATIC AUDIO SELECTION

CESSNA

MODEL 172M

SPEAKER

NAV/COM

1 2 3

0

0

PHONE

1

ADF

2

0

0

0

I

F

F

AUTOMATIC AUDIO

SELECTOR SWITCH

AUDIO SELECTOR

SWITCH (TYPICAL)

As illustrated, the number 1 transmitter is selected, the AUTO selector switch is in the SPEAKER position, and the NAV / COM 1, 2 and 3 and ADF 1 and 2 audio selector switches are in the 0 F F position . With the switches set as shown, the pilot will transmit on the number 1 transmitter and hear the number 1 NAV / COM receiver through the airplane speaker.

INDIVIDUAL AUDIO SELECTION

AUTOMATIC AUDIO

SELECTOR SWITCH

AUDIO SELECTOR

SWITCH (TYPICAL)

As illustrated, the number 1 transmitter is selected, the AUTO selector switch is in the OFF position, the number 1 NAV/COM receiver is in the PHONE position, and the number 1 ADF is in the SPEAKER position. With the switches set as shown, the pilot will transmit on the number 1 transmitter and hear the number

1 NAV /COM receiver on a headset, while the passengers are listening to the ADF audio through the airplane speaker. If another audio selector switch is placed in either the PHONE or SPEAKER position, it will be heard simultaneously with either the number 1 NAV /COM or number 1 ADF respectively.

Figure 7-10. Audio Control Panel

7-36

CESSNA

MODEL 172M

SECTION 7

AIRPLANE & SYSTEMS DESCRIPTIONS

AUDIO SELECTOR SWITCHES

The audio selector switches, labeled NAV /COM 1, 2 and 3 and ADF

1 and 2, allow the pil ot to initially pre-tune all NAV /COM and ADF receivers, and then individually select and listen to any receiver or combination of receivers. To listen to a specific receiver, first check that the AUTO selector switch is in the OFF (center) position, then place the audio selector switc h corre sponding to that receiver in either the SPEAKER

( up) or PHONE (down ) positi on. To turn off the audio of the selected receiver, place that s witch in the OFF (center) position. If desired, the audio selector switc hes can be positioned to permit the pilot to listen to one receiver on a h eadset while the passengers listen to another receiver on the airplane spe aker.

The ADF

1 and

2 s ritche s may be used anytime ADF audio is desired.

If the pilot wants onl y ADF audio , for station identification or other reasons, the AUTO se lect o r switch (if in use) and all other audio selector switches should be in the OFF position.

If simultaneous ADF and NAV /

COM audio is acce ptable to the pilot, no change in the existing switch positions is requir ed. Place the ADF

1 or

2 switch in either the SPEAKER or PHONE position and ad j ust radio volum e as desired.

KOTE

If the NA V

/ CO~I audio selector switch corresponding to the select ed transmi tter is in the PHONE position with the AUTO selector switch in the SPEAKER position, all audio sel ector S\vitc hes placed in the PHONE position will auto matically be connected to both the airplane speaker and any hea dsets in use.

Ml CROP H 0 N E- HEAD SET

The microphon eheadset combination consists of the microphone and headset combined in a single unit and a microphone keying switch located on the left side of the pilot's control wheel. The microphone-headset permi ts the pilot to con duct radio communications without interrupting other co ntrol operations to handle a hand-held microphone. Also, passengers need not listen to all communicatio ns. The microphone and headset jacks a re located near the l ower left corn er of the instrument panel.

STATIC DISCHARGERS

If frequent IFR flights are planned, installation of wick-type static disch argers is recommended to improve radio communications during flight

7-37

SECTION 7

AIRPLANE & SYSTEMS DESCRIPTIONS

CESSNA

MODEL 172M through dust or various forms of precipitation (rain, freezing rain, snow or ice crystals). Under these conditions, the build-up and discharge of static electricity from the trailing edges of the wings, rudder, elevator, propeller tips and radio antennas can result in loss of usable radio signals on all communications and navigation radio equipment. Usually the

ADF is first to be affected and VHF communication equipment is the last to be affected.

Installation of static dischargers reduces interference from precipitation static, but it is possible to encounter severe precipitation static conditions which might cause the loss of radio signals, even with static dischargers installed. Whenever possible, avoid known severe precipitation areas to prevent loss of dependable radio signals.

If a voidance is impractical, minimize airspeed and anticipate temporary loss of radio signals while in these areas.

7-38

C ESSNA

:W ODEL

172M

SECTION 8

HANDLING, SERVICE

& MAINTENANCE

SECTION 8

AIRPLANE HANDLING,

SERVICE

&

MAINTENANCE

TABLE OF CONTENTS

In troduction . . .

0 0

I dentification Plate .

0 0

Owner FollowUp S ystem

Publications .

0 0

Airpl ane File .

0 0 0 0

0

Airp lane Inspection P er.ods

FAA Required Ins pec o on s

0

Cessna Progre ssi ve Care

0

Cessna Custo mer Care Program

0

Pilot Conducted Pre venti ye 1aintenance

Alt erations or Repa irs

G round Handling

Towing .

Parking .

Tie-Down

Jacking .

Leveling.

Flyable Storage

Ser vicing . . . .

Engine Oil .

.

Fuel . . . .

Landing Gear

Cl eaning and Care

Windshield-Wind ows

Painted Surfaces

Propeller Care

Engine Care .

Interior Care .

Page

8-3

8-3

8-3

8-3

8-4

8-5

8-5

8-6

8-6

8-7

8-7

8-7

8-7

8-7

8-8

8-8

8-9

8-9

8-10

8-10

8-11

8-12

8-12

8-12

8-12

8-13

8-13

8-14

8-1/ (8-2 blank)

C ESSNA

YiODEL 172M

SECTION 8

HANDLING, SERVICE

&

MAINTENANCE

INTRODUCTION

This section con tains facto ry-recommended procedures for proper a round handling and r outine ca re and servicing of your Cessna.

It also

:d entifies certain insp ection a nd maintenance requirements which must be followed if your airplane is to retain that new-plane performance and de pendability.

It is wise to fo llow a planned schedule of lubrication and p reventive maintenan ce base d on climatic and flying conditions encount ered in your localit y.

Keep in touch wi th

:

ur Cessna Dealer and take advantage of his

!llo

wledge and exper ience. He knows your airplane and how to maintain it.

H e will remind you when lub rications and oil changes are necessary, and a bout other seasonal and per iodic services.

I

DENTIFICATI 0 N PLATE

All correspond ence rega rding your airplane should include the

SE RIAL NUMBER. The Ser ial Number, Model Number, Production Cer-

:if icate Number (PC ) and Type Certificate Number (TC) can be found on

:h e Identification Pla e . loca ted on the lower part of the left forward doorpo st. Located adj acen to th e Identification Plate is a Finish and Trim

Pla te which contai ns a code describing the interior color scheme and ex-

:e rior paint combin ation of the airplane. The code may be used in con-

,u nction with an app licable Parts Catalog if finish and trim information is

:1e eded.

OWNER FOLLOW-UP SYSTEM

Your Cessna Deal er has an O.Vner Follow-Up System to notify you

.v

hen he receives information that applies to your Cessna. In addition, if

:;o u wish, you may ch oose to receive similar notification, in the form of

~ ervice

Letters, dire ctly from the Cessna Customer Services Department.

A subscription form is supplied in your Customer Care Program book for

:;o ur use, should you choose to request this service. Your Cessna Dealer

.1,• ill be glad to supply you with deta ils concerning these follow-up programs, a nd stands ready, thr ough his Servic e Department, to supply you with fast, ef ficient, low-cost ser vice .

PUBLICATIONS

Various publications and flight operation aids are furnished in the

8-3

SECTION 8

HANDLING, SERVICE

& MAINTENANCE

CESSNA

MODEL 172M airplane when delivered from the factory. These items are listed below.

• CUSTOMER CARE PROGRAM BOOK

• PILDr'S OPERATING HANDBOOK OR SUPPLEMENTS FOR YOUR

AIRPlANE

AVIONICS AND AUTOPILOT

• POWER COMPUTER

• SALES AND SERVICE DEALER DIRECTORY

The following additional publications, plus many other supplies that are applicable to your airplane , are available from your Cessna Dealer.

• SERVICE MANUALS AND PARTS CATALOGS FOR YOUR

AIRPLANE

ENGINE AND ACCESSORIES

AVIONICS AND AUTOPILOT

Your Cessna Dealer has a Customer Care Supplies Catalog covering all available items, many of which he keeps on hand. He will be happy to place an order for any item which is not in stock.

AIRPLANE FILE

There are miscellaneous data, information and licenses that are a part of the airplane file. The following is a checklist for that file. In addition, a periodic check should be made of the latest Federal Aviation

Regulations to ensure that all data requirements are met.

A. To be displayed in the airplane 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 airplane at all times:

(1) Weight and Balance, and associated papers (latest copy of the

Repair and Alteration Form, FAA Form 337, if applicable).

(2) Equipment List.

8-4

A v.t lU R

CE S S NA

~OD E L 172M

SECTION 8

HANDLING, SERVICE

& MAINTENANCE

C . To be made availa b l e upon request:

(1) Airplane Log B ook .

(2)

Engine Log B ook.

Most of the items listed are required by the United States Federal

:\

viation Regulations. Since t he Regulations of other nations may require

::> ther documents and data, own ers of airplanes not registered in the

U nited States should checK wit h their own aviation officials to determine

:h eir individual requi rements.

Cessna recomme nds that these items, plus the Pilot's Operating

H andbook, Power C omputer, Customer Care Program book and Customer

C are Card, be carri ed in the ai rplane at all times.

~

: o

AIRPLANE INSPEC

TI

O

N

PER

I

ODS

F AA

REQUIRED

INS PECTI ONS

As required by Federal A,. iation Re gul at i ons , all civil aircraft of

·.:

. S. registry must undergo a com plete i nspection (annual) each twelve

~a lendar months. In addition to the required ANNUAL inspection, airr aft operated com mercially (fo r hire) must have a complete inspectio n

·;e ry 100 hours of operation .

The FAA may require othe r i nspections by the issuance of airworthies s directives ap plicable to th e airplane, engine, propeller and compoen ts. It is the res ponsibility o f the owner/operator to ensure compliance

~th all applicable a irworthiness directives and, when the inspections are ep etitive, to take a ppropriate s t eps to prevent inadvertent noncompliance.

In lieu of the 100 HOUR an d A NNUAL inspection requirements, an

.rp

lane may be ins p e cted in acc ordance with a progressive inspection

2h edule, which allow s the wo r k l oad to be divided into smaller operations

_at can be accompl i sh ed in sho r t er time periods.

The CESSNA PROGRESSIVE CARE PROGRAM has been developed to

::::-ovi de a modern progr essive i nspection schedule that satisfies the com-

.et

e airplane inspecti on requi rements of both the 100 HOUR and ANNUAL

.sp

ections as applicab le to C es s na airplanes. The program assists the

·ne r in his responsib il i ty to co m ply with all FAA inspection requirements,

·:il e ensuring timely re pl acement of life-limited parts and adherence to ct ory-recommended inspection intervals and maintenance procedures.

8-5

SECTION 8

HANDLING, SERVICE

& MAINTENANCE

CESSNA PROGRESSIVE CARE

CESSNA

MODEL 172M

The Cessna Progressive Care Program has been designed to help you realize maximum utilization of your airplane at a minimum cost and downtime. Under this program, your airplane is inspected and maintained in four operations at 50-hour intervals during a 200-hour period. The operations are recycled each 200 hours and are recorded in a specially provided Aircraft Inspection Log as each operation is conducted.

The Cessna Aircraft Company recommends Progressive Care for airplanes that are being flown 200 hours or more per year, and the 100-hour inspection for all other airplanes. The procedures for the Progressive

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 factoryapproved procedures provides the highest level of service p ossible at lower cost to Cessna owners.

Regardless of the inspection method selected by the o w ner, he should keep in mind that FAR Part 43 and FAR Part 91 establishes the requirement that properly certified agencies or personnel accomplish all required

FAA inspections and most of the manufacturer recommended inspections.

CESSNA CUSTOMER CARE PROGRAM

Specific benefits and provisions of the CESSNA WARRANTY plus other important benefits for you are contained in your CUSTOMER CARE PRO-

GRAM book supplied with your airplane. You will want to thoroughly review your Customer Care Program book and keep it in your airplane at all times.

Coupons attached to the Program book entitle you to an initial inspection and either a Progressive Care Operation No. 1 or the first 100-hour inspection within the first 6 months of ownership at Iio charge to you.

If you take delivery from your Dealer, the initial inspection will have been performed before delivery of the airplane to you.

If you pick up your airplane at the factory, plan to take it to your 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.

You will also want to return to your Dealer either at 50 hours for your first Progressive Care Operation, or at 100 hours for your first 100-hour inspection depending on which program you choose to establish for your airplane. While these important inspections will be performed for you by any Cessna Dealer, in most cases you will prefer to have the Dealer from whom you purchased the airplane accomplish this work.

8-6

rr

Lt

·yll

1-

CESSNA

~10DEL 172M

SECTION 8

HANDLING, SERVICE

& MAINTENANCE

PILOT CONDUCTED PREVENTIVE MAINTENANCE

A certified pilot who owns or operates an airplane not used as an air

::: arrier is authorized by

FAR

Part

43 to perform limited maintenance on

:1i s airplane. Refer to FAR Part 43 for a list of the specific maintenance

J perations which are all owe d.

NOTE

Pilots operati ng airpla nes of other than U.S. registry should refer to the regulations of the country of certification for inf ormatio n on preventive maintenance that may be perf ormed by pilots.

A

Service Manua l should be obtained prior to performing any preven-

:iv e maintenance to ens~r e that proper procedures are followed. Your

Ce ssna Dealer shoul d be co ntacted for further information or for required

:n aintenance which mu : be accomplishe d by appropriately licensed perso nnel. d ed ter

ALTERATIONS

OR

REPAIRS

It is essential that the

F.~ be contacted prior to any alterations on

:.1e airplane to ensur e L'lat airworthiness of the airplane is not violated.

\lt erations or repair s

J the airplane must be accomplished by licensed

:-..e

rsonnel.

GROUND

HANDLING

T OWING

cr

.

• r-

!le

~0 w-

The airplane is most easily and safely maneuvered by hand with the bar attached to the nose wheel. When towing with a vehicle, do not ex ceed the nose gear turning angle of 30 o either side of center, or damage

:o the gear will result.

If the airplane is towed or pushed over a rough

~u rface during hangar ing, watch that the normal cushioning action of the

-.o

se strut does not cause excessive vertical movement of the tail and the

:-e sulting contact with low hangar doors or structure.

A flat nose tire or

_e flated strut will als o increase tail height. our ur

;~ARKING by

Jm

When parking the airplane, head into the wind and set the parking

T akes. Do not set the parking brakes during cold weather when accumu-

..J.t

ed moisture may freeze the brakes, or when the brakes are overheated.

8-7

SECTION 8

HANDLING, SERVICE

& MAINTENANCE

CESSNA

MODEL 172M

Install the control wheel lock and chock the wheels. In severe weather and high wind conditions, tie the airplane down as outlined in the following paragraph.

TIE-DOWN

Proper tie-down procedure is the best precaution against damage to the parked airplane by gusty or strong winds. To tie-down the airplane

· securely, proceed as follows:

(1) Set the parking brake and install the control wheel lock.

(2) Install a surface control lock over the fin and rudder.

(3) Tie sufficiently strong ropes or chains (700 pounds tensile strength) to the wing, tail, and nose tie-down fittings and secure each rope to a ramp tie-down.

(4) Install a pi tot tube cover.

JACKING

When a requirement exists to jack the entire airplane off the ground, or when wing jack points are used in the jacking operation, refer to the

Service Manual for specific procedures and equipment required.

Individual main gear may be jacked by using the jack pad which is incorporated in the main landing gear strut step bracket. When using the individual gear strut jack pad, flexibility of the gear strut will cause the main wheel to slide inboard as the wheel is raised, tilting the jack.

The jack must then be lowered for a second jacking operation. Do not jack both main wheels simultaneously using the individual main gear jack pads.

If nose gear maintenance is required, the nose wheel may be raised off the ground by pressing down on a tailcone bulkhead, just forward of the horizontal stabilizer, and allowing the tail to rest on the tail tie-down ring

NOTE

Do not apply pressure on the elevator or outboard stabilizer surfaces. When pushing on the tailcone, always apply pressure at a bulkhead to avoid buckling the skin.

To assist in raising and holding the nose wheel off the ground, weight down the tail by placing sand-bags, or suitable weights, on each side of the horizontal stabilizer, next to the fuselage. If ground anchors are

8-8

g

C

.1

ESSNA

0DEL 172M

SECTION 8

HANDLING, SERVICE

& MAINTENANCE

-v ailable, the tail should be securely tied down.

NOI'E

Ensure that the nose will be held off the ground under all conditions by mean s of suitable stands or supports under weight suppor ting bulkhea ds near the nose of the airplane.

EV ELIN " G

Longitudinal level ina of t he airplane is accomplished by placing a

.ev

el on leveling scre ws locat ed on the left side of the tailcone. Deflate n e nose tire and/or l mver o r raise the nose strut to properly center the bble in the level. C o rrespond ing points on both upper door sills may be

_s ed to level the airp lar.e late rally.

Lght

>f

::LYABLE STORAGE

i, e

:!k

!d the ring

Airplanes plac ed in .. on o perational storage for a maximum of 30 days

!' tho se which rece i\'e o r:l:; i ntermittent operatio nal use for the first 25

: :>u rs are consider ed

w

:l:;able storage status. Every seventh day during

.e

se periods, the pr opelle r should be rotated by hand through five revolu-

_c ms. This action "limbers" the oil and prevents any accumulation of coro sion on engine c ylinder wall s.

!

WARNING

a

For maximu m safety, check that the ignition switch is

OFF, the thr ott le is clos ed, the mixture control is in the idle cu t off position, and the airplane is secured before rota ting the propeller by hand. Do not stand within the arc of the propeller blades while turning the propeller.

After 30 days, the airplane should be flown for 30 minutes or a ground

-_n up should be made just long eno ugh to produce an oil temperature with-

t he lower green arc range. Excessive ground runup should be avoided.

Engine runup also helps to eliminate excessive accumulations of water

_ th e fuel system and other air spaces in the engine. Keep fuel tanks full minimize condensation in the tanks. Keep the battery fully charged to

~e v ent the electrolyte from freezing in cold weather. If the airplane is be stored temporarily, or indefinitely, refer to the Service Manual for

~o per storage procedures.

8-9

SECTION 8

HANDLING, SERVICE

&

MAINTENANCE

SERVICING

CESSNA

MODEL 172M

In addition to the PREFLIGHT INSPECTION covered in Section 4,

COMPLETE servicing, inspection, and test requirements for your airplane are detailed in the Service Manual. The Service Manual outlines all items which require attention at 50, 100, and 200 hour intervals plus those items which require servicing, inspection, and/ or testing at special intervals.

Since Cessna Dealers conduct all service, inspection , and test procedures in accordance with applicable Service Manuals, it i s recommended that you contact your Cessna Dealer concerning these requirements and begin scheduling your airplane for service at the recommended intervals.

Cessna Progressive Care ensures that these requirements are accomplished at the required intervals to comply with the 100-h o ur or ANNUAL inspection as previously covered .

Depending on various flight operations, your loca-l Government Aviation Agency may require additional service, inspections, o r tests. For these regulatory requirements, owners should check with l o cal aviation officials where the airplane is being operated.

For quick and ready reference , quantities, materials , and specifications for frequently used service items are as follows.

ENGINE OIL

GRADE --Aviation Grade SAE 50 Above l6°C (60°F).

Aviation Grade SAE 10W30 or SAE 30 Between -l8°C (0°F) and 21 °C (70°F).

Aviation Grade SAE 10W30 or SAE 20 Below -l2°C (l0°F).

Multi-viscosity oil with a range of SAE 10W30 is recommended for improved starting in cold weather. Ashless dispersant oil, conforming to Specification No. MIL-L-22851, must be used.

NOTE

Your Cessna was delivered from the factory with a corrosion preventive aircraft engine oil. If oil must be added during the first 25 hours, use only aviation grade straight mineral oil conforming to Specification No. MIL-

L-6082.

CAPACITY OF ENGINE SUMP -- 8 Quarts.

Do not operate on less than 6 quarts. To minimize loss of oil through

(

8-10

J

~m-

CESSNA

~ODEL 172M

SECTION 8

HANDLING, SERVICE

& MAINTENANCE 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 read ings. During oil and oil filter changes, one additional quart is req uired when the filter element is changed.

OI L AND OIL FILTER CHANGE --

After the ' first 25 hours of operation, drain engine oil sump and oil cooler and clean both the o il suction strainer and the oil pressure screen.

If an oil filter i s installed, change filter element at this time. Refill sum p

\\i th straig ht mineral oil and use until a total of

50 hours has acc umulated or oil consumption has stabilized; then change to dispers ant oil. On airplanes not equipped with an oil filter, drain the engine oil ~ m p and oil cooler and clean both the oil suction strainer and the oL pres sure screen each 50 hours thereafter. On airplanes which ha

\·e an oil filter, the oil change interval may be extended to 100-h our : .. terva ls, providing the oil filter element is changed at 50-h our ~r. erva ls. Change engine oil at least every 6 months even thou g!: .ess than the recommended hours have accumulated. Reduce inter·.:a s for prolonged operation in dusty areas, cold climates, or when s!-:ort flights and long idle periods result in sludging conditions. tmmgh

~

U E L

~ RADE

(AND COLO R -80/8 7 Minimum Grade Aviation Fuel (red).

Alternate fuels wh1ch are also approved are:

100/130 Low Le ad

A

\"GAS (green) . (Maximum lead content of 2 cc per gallon. )

100/130 Aviati on Grade Fuel (green). (Maximum lead content of

4. 6 cc per gall on .

NOTE

When substi tuting a higher octane fuel, low lead AVGAS

100 should be used whenever possible since it will result in less lead contamination of the engine.

: A PACITY EACH STANDARD TANK -- 21 Gallons.

: A PA CITY EACH LONG RANGE TANK -- 26 Gallons.

NOTE

To ensure maximum fuel capacity when refueling, place the fuel selector valve in either LEFT or RIGHT position to prevent cross-feeding.

8-11

SECTION 8

HANDLING, SERVICE

& MAINTENANCE

LANDING GEAR

CESSNA

MODEL 172M

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.

CLEANING AND CARE

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 removed. Allow the cleaner to dry, then wipe it off with soft flannel cloths.

If a windshield cleaner is not available, the plastic can be cleaned with soft cloths moistened with Stoddard solvent to remove oil and grease.

NOTE

Never use gasoline, benzine, alcohol, acetone , carbon tetrachloride, fire extinguisher or anti-ice fluid , lacquer thinner or glass cleaner to clean the plastic. These materials will attack the plastic and may cause it to craze.

Follow by carefully washing with a mild detergent and plenty of wafer.

Rinse thoroughly, then dry with a clean moist chamois. Do not rub the plastic with a dry clo~h since •this builds up an electrostatic charge which attracts dust. Waxing with a good commercial wax will finish the cleaning job. A 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 sleetTs 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 completely; 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-

8-12

rA

M

,, aft ub lS. se. ch nor

1or

:

E SSNA

ODEL 172M

SECTION 8

HANDLING, . SERVICE

& MAINTENANCE

-ir ed within the curin g period, it is recommended that the work be done

· someone experienc ed in handli ng uncured paint. Any Cessna Dealer

.:..n accomplish this wor k.

Generally, the pai nted sur faces can be kept bright by washing with t er · and mild soap, foll owed by a rinse with water and drying with cloths

::a chamois. Harsh or abra sive soaps or detergents which cause corro-

.o

n or scratches shou ld neve r be used. Remove stubborn oil and grease

-.th a cloth moistened v..i th Sto ddard solvent.

Waxing is unnece ssar y to k eep the painted surfaces bright. However, d esired, the airplan e ma:; be waxed with a good automotive wax. A

~a vier coating of wax on he lea ding edges of the wings and tail and on e engine nose cap an d p:-opell er spinner will help reduce the abrasion

-:c o untered in these areas.

When the airplan e

1 parked o utside in cold climates and it is neces-

..ry to remove ice bef ore fli ht, care should be taken to protect the paints urfaces during ic e ren: o·; al with chem ical liquids. A

50-50 solution of

) pro pyl alcohol and wa.e::•J.ill satisfactor ily remove ice accumulations t.h

out damaging the pa:....

A solution with more than

50% alcohol is r mful and should be a\·o:ded. While applying the de-icing solution , keep

:J.

wa y from the win dsh e!d and cabin windows since the alcohol will attack e plastic and ma y ca se

1 to c raze.

OPELLER CARE

Preflight inspec ti on of prope ller blades for nicks, and wiping them

.. as ionally with an oily cloth to clean off grass and bug stains will as-

_::e long, trouble-fr ee en·ice . Small nicks on the propeller, particu-

:-l y near the tips and on the leading edges, should be dressed out as

) n as possible sinc e these nicks produce stress concentrations, and if

-. red, may result in cracks. Never use an alkaline cleaner on the

_d es; remove greas e and dirt with carbon tetrachloride or Stoddard

.v

ent.

GINE CARE

The engine may be cleaned with Stoddard solvent, or equivalent , then

.e

d thoroughly.

/ CAUTION\

Particular care should be given to electrical equipment before cleanin g. Cleaning fluids should not be allowed to enter magnet os, starter, alternator and the like.

Protect these components before saturating the engine

8-13

SECTION 8

HANDLING, SERVICE

&

MAINTENANCE

CESSNA

MODEL 172M with solvents. All other openings should also be covered before cleaning the engine assembly. Caustic cleaning solutions should be used cautiously and should always be properly neutralized after their use.

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 several seconds. Continue blotting until no more liquid is taken up. Scrape off sticky materials with a dull knife, then spot-clean the area.

Oil spots may be cleaned with household spot removers, used sparingly. Before using any solvent, read the instructions on the container and test it on an obscure place on the fabric to be cleaned. Never saturate the fabric with a volatile solvent; it may damage the padding and backing materials.

Soiled upholstery and carpet may be cleaned with foam-type detergent , used according to the 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 a 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

8-14