Cessna 172 0970, Skyhawk 1970 Owner's Manual

CESSNA
MORE
PEOPLE
FLY CESSNA
THAN
ANY
BUY AND
AlRPLANES
OTHER
MAKE
1970
'
SINAWK
' 5 OLFARNE SN
WU CRLE
DR
AVIATION
51NCE
A°
ER
AIRCRAFT
1956
OWNE R' S
MANUAL
PERFORMANCE
GROSS WEIGHT
.
.
.
.
.
SPEClFICATIONS
-
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
Model 172*
Skyhawk*
2300 lbs
2300 lbs
139 mph
131 mph
140 mph
132 mph
615 mi
4.7 hrs
131 mph
775 mi
5.9 hrs
131 mph
640 mi
5.5 hrs
117 mph
820 mi
7.0 hrs
117 mph
645 fpm
13, 100 ft
620 mi
4.7 hrs
132 mph
780 mi
5.9 hrs
132 mph
655 mi
5.5 hrs
118 mph
830 mi
7.0 hrs
118 mph
645 fpm
13, 100 ft
865ft
1525 ft
865ft
1525 ft
520ft
1250 ft
520ft
1250 ft
57 mph
49 mph
1245 lbs
1055 lbs
120 lbs
13. 2
15. 3
57 mph
49 mph
1315 lbs
985 lbs
120 lbs
13. 2
15. 3
42 gal.
52 gal.
8 qts
76 inches
42 gal.
52 gal.
8 qts
76 inches
O-320-E2D
O-320-E2D
SPEED:
Top Speed at Sea Level
759'oPower at 9000 ft
Cruise,
.
.
.
RANGE:
75°/o Power at 9000 ft
Cruise,
38 Gal., No Reserve
.
.
.
.
.
.
.
.
.
.
.
.
75/o Power at 9000 ft
Cruise,
48 Gal., No Reserve
Optimum Range at 10, 000 ft
38 Gal., No Reserve
Optimum Range at 10, 000 ft
48 Gal., No Reserve
RATE OF CLIMB AT SEA LEVEL
SERVICE CEILING
TAKE-OFF:
GroundRun
Total Distance Over 50-Foot Obstacle.
LANDING:
GroundRoll..............
Total Distance Over 50-Foot Obstacle.
.
.
.
.
.
.
.
.
-
.
.
.
.
-
.
.
.
-
.
.
.
.
-
-
.
.
.
.
.
.
.
.
.
.
-
..............
STALL
SPEED:
Up, Power Off
Power Off
EMPTY WEIGHT (Approximate)
USEFUL LOAD
BAGGAGE
Foot
WING LOADING: Pounds/Sq
POWER LOADING: Pounds/HP
Total
FUEL CAPACITY:
Standard Tanks
Optional Long Range Tanks
Total
OIL CAPACITY:
PROPELLER:
Fixed Pitch (Diameter)
Flaps
Flaps
.
Down,
.
.
.
.
.
.
.
.
.
.
-
.
.
.
.
.
.
.
-
-
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
-
.
-
.
.
.
-
.
.
.
.
.
.
.
.
.
.
.
-
-
.
.
.
.
.
-
-
.
.
.
.
.
.
.
.
.
.
-
-
-
-
-
ENGINE:
Lycoming Engine
150 rated HP at 2700 RPM
-
-
-
-
-
-
-
-
*This manual covers operation of the Model 112/Skyhawk which is certificated
as Model 172K under FAAType Certificate No. 3Al2.
D742-13-RAND-T500-10/73
CONGRATULATIONS
.
.
.
.
.
.
.
Welcome
Your Cessna has been designed
to the ranks of Cessna owners!
and comand constructed
to give you the most in performance,
economy,
fort.
It is our desire that you will find flying it, either for business
or
pleasure,
and profitable
experience.
a pleasant
Manual has been
This Owner's
most pleasure
and utility from
formation
about your Cessna's
formance;
and suggestions
for
and to
it from cover to cover,
prepared
as a guide to help you get the
inyour Model 172/Skyhawk.
It contains
operating
and perequipment,
procedures,
its servicing and care.
We urge you to read
refer to it frequently.
Our interest
in your flying pleasure
has not ceased with
World-wide,
the Cessna Dealer Organization
Cessna Service Department
stands ready to serve you.
services are offered by most Cessna Dealers:
a Cessna.
FACTORY TRAINED
expert service.
FACTORY APPROVED
with the most efficient
A STOCK OF GENUINE
when you need them.
PERSONNEL
to
provide
you with
SERVICE EQUIPMENT
and accurate
workmanship
CESSNA SERVICE
your purchase of
backed by the
The following
to
PARTS
courteous
provide
possible.
you
on hand
THE LATEST AUTHORITATIVE
INFORMATION
FOR SERVsince Cessna Dealers
have all
ICING CESSNA AIRPLANES,
of the Service Manuals
and Parts Catalogs, kept current
by
published
by Cessna
Service Letters
and Service News Letters,
Aircraft
Company.
We urge
all Cessna
owners
to
use
the
Cessna
Dealer
Organization
to the
fullest.
A current
The
Cessna Dealer Directory
accompanies
your new airplane.
and a current
Directory
is revised
frequently,
copy can be obtained from
your Cessna Dealer.
Make your Directory
one of your cross-country
flight planning aids; a warm welcome
awaits you at every Cessna Dealer.
i
8
2
-9½"
-11"
1154"
Maximum
height of airplane
and
with nose gear depressed
optional
beacon
an
flashing
i
installed.
PRINCIPAL
DIMENSIONS
35
-4"
MAX
7
ii
2"-
MAX.
OF CONTENTS
TABLE
Page
SECTION
I
SECTION
11
SECTION
lli
SECTION
IV
SECTION
V
OPERATING
-
-
-
-
-
DESCRIPTION
AND
OPERATING
DETAILS
SECTION
VI
SECTION
VII-
-
1-1
.....___
2-1
..........___
EMERGENCY
PROCEDURES.....
3-1
OPERATING
LIMITATIONS........
4-1
AIRPLANE........
5-1
CARE
OF
FOLLOW-UP
OWNER
LIST
CHECK
=
THE
SYSTEM
OPERATIONAL
OPTIONAL
ALPHABETICAL
5-10
---------------
DATA......-____...
6-1
7-1
SYSTEMS......-.......
INDEX...........................
Index-1
the operation and performance
of
Model 172 and Skyhawk.
Equipment
des
cribed as "Optional"
denotes that the subject equipment
is
optional on the Model 172. Much of this equipment
is standard on the Skyhawk model.
This
both
manual
describes
the Cessna
-
iii
EXTERIOR
CTIOI
N S PE
Note
N
for general
VisuaHy check aircraft
incondition during walk-around
spection.
In cold weather,
remove
even sman accumulations
of frost,
ice or snow from wing, tail and
control surfaces.
Also, make sure
that control surfaces contain no internal accumulations
of ice or debris.
11 night flight is planned,
of all lights,
check operation
and
make sure a flashlight
is available.
2
a.
b.
c.
d.
e.
a.
b.
c.
Remove control wheel lock.
Check ignition switch "OFF."
Turn on master switch and check fuel quantity
then tura master switch "OFF."
indicators,
valve hamile on "BOTH."
Check fuel selector
Check baggage door for security,
b.
c.
Remove rudder gust lock, if installed.
Disconnect
tall tie-down.
for freedom of
Check control surfaces
movement
and security,
d.
e.
a.
b.
c.
d.
Check control surfaces for free and correct
movement and security.
Disconnect
wing tie-down,
Check main wheel tire for proper inflation.
then check fuel
Visually check fuel quantity,
filler cap secure,
f.
g.
a.
b.
c.
a.
Check oil level.
xq
ts. Fill
Do not operate
to eight quarts
with less than
for extended
Figure
iv
Before first flight of day and after each refueling, pull out strainer
drain knob for about four
seconds to clear fuel strainer
of possible water
drain closed.
If
and sediment.
Check strainer
water is observed,
there is a possibility that the
fuel tank sumps contain water.
Thus, the fuel
tank sump drain plugs and fuel selector valve
drain plug should be removed to check for the
presence
of water.
Check propeller
and spinner for nicks and security.
Check carburetor
air filter for restrictions
by
dust or other foreign matter.
Check nose wheel strut and tire for proper inflation.
tie-down rope.
Disconnect
Inspect flight instrument
static source opening
on side of fuselage for stoppage (left side only).
Remove pitot tube cover, if installed,
and check
pitot tube opening for stoppage,
Check fuel tank vent opening for stoppage,
Check sta11 warning vent opening for stoppage.
Same as
1-1.
Jecties I
OPERATING
CHECK
LIST
the first steps in obtaining the utmost performance,
service,
enjoyment
from your Cessna is to familiarize
yourself
with
your airplane's
equipment,
systems,
and controls.
This can best be done
by reviewing
this equipment while sitting in the airplane.
Those items
are not obvious are covered
whose function and operation
in Section II.
One of
and flying
Check List form, the steps necessary
to
Section I lists,
in Pilot's
operate
your airplane
and safely.
It is not a check list in its
efficiently
true form as it is considerably longer, but it does cover briefly all of
the points that you should know for a typical flight.
characteristics
of your airplane
are normal
The flight and operational
in all respects.
There are no "unconventional"
characteristics
or operaAll controls respond in the normal way
tions that need to be mastered.
All airspeeds
within the entire range of operation.
mentioned
in Sections
calibrated airspeed
I, II and HI are indicated
airspeeds.
Corresponding
may be obtained
from the Airspeed
Correction
Table in Section VI.
BEFORE ENTERING THE AIRPLANE.
(1) Make an exterior
BEFORE STARflNG
(1)
(2)
(3)
(4)
inspection
in accordance
with figure
1-1.
THE ENGINE.
Adjust and lock.
Seats and Seat Belts
Fuel Selector Valve
"BOTH."
Brakes
Test and set.
Equipment
Radios and Electrical
"OFF."
--
--
--
--
1-1
STARTING
THE ENGINE.
(1) Mixture
Rich.
Heat
(2) Carburetor
Cold.
2 6 strokes (as required;
none if engine is warm)
(3) Primer
Close and lock primer.
(4) Throttle
Open 1/8".
(5) Master Switch
"ON. "
Area
(6) Propeller
Clear.
(7) Ignition Switch
"START"
(release
when engine starts).
(8) Oil Pressure
Check.
--
--
-
--
--
--
--
--
--
BEFORE TAKE-OFF.
(1) Parking Brake
Set.
(2) Flight Controls
Check for free and correct movement.
(3) Fuel Selector Valve
"BOTH."
"TAKE-OFF"
Trim
(4) Elevator
setting.
1700 RPM.
(5) Throttle Setting
and Ammeter
(6) Engine Instruments
Check.
Check (4.6 to 5.4 inches of mercury).
(7) Suction Gage
Check (RPM drop should not exceed 125 RPM on
(8) Magnetos
either magneto or 50 RPM differential between magnetos).
(9) Carburetor
Heat
Check operation.
and Radios
(10) Flight Instruments
Set.
(11) Optional Autopilot or Wing Leveler
Off.
(12) Cabin Doors and Window
Closed and locked.
--
--
--
--
--
--
--
--
--
--
--
--
TAKE-OFF.
NORMAL
(1)
(2)
(3)
(4)
(5)
Wing Flaps
1-2
0°.
--
Carburetor
Heat
Cold.
Power
Full throttle.
Elevator
Control
Lift nose wheel
75 to 85 MPH.
Climb Speed
--
--
--
--
MAXIMUM
(1)
TAKE-OFF.
PERFORMANCE
Wing Flaps
--
0°.
TAKE-OFF.
at 60 MPH.
Heat
(2) Carburetor
Cold.
Apply.
(3) Brakes
(4) Power
Full throttle.
--
--
--
(5)
Brakes
Release.
Attitude
(6) Airplane
Slightly
68 MPH until
(7) Climb Speed
--
--
tail
--
low.
all obstacles
are
cleared.
CLI M B.
(1) Airspeed
80 to 90 MPH.
--
NOTE
If a maximum
performance
climb is necessary,
Rate-Of-Climb
speeds shown in the Maximum
chart in Section VI.
(2) Power
(3) Mixture
use
Data
Full throttle.
--
Full rich
--
(mixture
may be leaned
above 5000 feet).
with altitude.
For
CR UI SIN G.
(1) Power
2200
--
to 2700
RPM.
NOTE
Maximum
refer
cruise
RPM
varies
details,
to Section IV.
(2) Trim Tab
(3) Mixture
--
Adjust.
for maximum
Lean
--
RPM.
LET-DOWN.
Rich.
(1) Mixture
(2) Power
As desired.
As required
Heat
(3) Carburetor
--
--
--
to prevent carburetor
icing.
1-3
BEFORE LANDING.
(1)
(2)
(3)
(4)
(5)
Fuel Selector Valve
"BOTH."
Mixture
Rich.
Carburetor
Heat
Apply full heat before closing throttle.
Wing Flaps
As desired.
Airspeed
70 to 80 MPH (flaps up), 65 to 75 MPH (flaps down).
--
--
--
--
--
(GO-AROUND).
BALKED LANDING
(1)
(2)
Power
Full throttle.
Carburetor
Heat
Cold.
--
--
(3) Wing Flaps
(4) Upon reaching
flaps slowly.
NORMAL
to 20°.
Retract
--
an airspeed
65 MPH,
of approximately
LANDING.
(1) Touchdown
Main wheels first.
(2) Landing Roll
Lower nose wheel
(3) Braking
Minimum
required.
--
gently.
--
--
AFTER LANDING.
(1) Wing Flaps
(2) Carburetor
SECURING
(1)
(2)
(3)
(4)
(5)
1-4
Up.
Heat
--
--
Cold.
AIRCRAFT.
Parking
Brake
Set.
Radios and Electrical
Equipment
"OFF.
Mixture
Idle cut-off (pulled full out).
Ignition and Master
Switch
"OFF."
Control Lock
Installed.
--
--
--
--
--
"
retract
MODIFIED FUEL MANAGEMENT
PROCEDURES
With a combination
of highly volatile fuel, high fuel temperature,
high
operating
altitude, and low fuel flow rate in the tank outlet lines, there is
power ira remote possibility
of accumulating fuel vapor and encountering
regularities
To minimize
the followon some airplanes.
this possibility,
are recommended:
ing operating procedures
(1) Take-off
and climb to cruise altitude on "both" tanks.
with current
recomtnendations.)
(This is consistent
cruise altitude above 5000 feet MSL, promptly
(2) When reaching
switch the fuel selector valve from "both" tanks to either the
"right"
or "left" tank.
(3) During cruise, use "left" and "right" tank as required.
(4) Select "both" tanks for landing as currently recommended.
POWER RECOVERY TECHNIQUES
In the remote event that vapor is present in sufficient amounts to
cause a power irregularity,
the following power recovery techniques
should be followed:
OPERATION
ON A SINGLE TANK
Should power irregularities
occur when operating
on a single tank,
power can be restored
by switching to the opposite tank.
immediately
In addition,
the vapor accumulation in the tank on which the power irreguwill rapidly dissipate itself such that that tank will also be
larity occurred
available for normal operation after it has been unused for approximately
one (1) minute.
OPERATION
ON BOTH TANKS
Should power irregularities
occur with
the following steps are to be taken to
restore
the fuel selector
on both tanks,
power:
(1) Switch to a single tank for a period of 60 seconds.
(2) Then switch to the opposite tank and power will be restored.
1-5
PANEL
INSTRUMENT
1
2
3
4
6
8
9
35 34 33 32 31 30 29 28
27
28
25
21
24
23
1. Flight Instrument Group
2. Marker Beacon Indicator Lights
and Switches (Opt.)
3. Compass Correction Card
4. Aircraft Registration Number
5. Magnetic Compass
0, Rear View Mirror (Opt.)
7. Radio Selector Switches (Opt.)
8. Transponder (Opt.)
9. Radios (Opt.)
10. Tachometer
11. Ammeter
12. Suction Gage (Opt.)
10
11
12
13
20 19 18 17 16 15 14
22
13. Fuel and Oil Gages
14. Optional Instrument Space
(Typical)
15. Carburetor Air Temperature
Gage (Opt.)
16. Map Compartment
Indicator
17. Wing Flap Position
18. Cigar Lighter
19. Cabin Air and Heat Controls
20. Wing Flap Switch
21. Mixture Control Knob
22. Autopilot Control Unit (Opt.)
23. Microphone (Opt.)
Figure
1-6
7
2-1.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
Fuel Selector Valve Handle
Elevator Trim Control Wheel
Throttle
Carburetor
Heat Control
Electrical Switches
Circuit Breakers
Parking Brake Handle
Phone Jack
Ignition/Starter
Switch
Static Pressure
Alternate
Source Valve (Opt.)
34. Primer
35. Master Switch
Jectioil H
DESCRIPTION
AND
OPERATING
DETAILS
describe the systems and equipment
The following paragraphs
function and operation is not obvious when sitting in the airplane.
detail some of the items
section
also covers in somewhat greater
further explanation.
in Check List form in Section I that require
whose
This
listed
FUEL SYSTEM.
to the engine from two tanks, one in each wing. With
valve on "BOTH, " the total usable fuel for all flight conis 38 gallons for the standard tanks and 48 gallons for the optional
is supplied
Fuel
the fuel selector
ditions
long range
tanks.
DeFuel from each wing tank flows by gravity to a selector
valve.
pending upon the setting of the selector valve, fuel from the left, right,
or both tanks flows through a fuel strainer
and carburetor
to the engine
induction
system.
IMPORTANT
The fuel selector valve should be in the "BOTH" position
for take-off, climb, landing, and maneuvers
that involve
prolonged slips or skids.
Operation from either "LEFT"
or "RIGHT" tank is reserved
for cruising flight.
NOTE
the fuel selector
valve handle is in the "BOTH"
flight, unequal fuel flow from each
the wings are not maintained
tank
exactly
level. Resulting wing heaviness can be alleviated
gradually by turning the selector valve handle to the
tank in the "heavy" wing.
When
position
in cruising
may occur if
For fuel system
Servicing Procedures
servicing information,
in Section V.
refer
to
Lubrication
and
2-1
FUEL
LEFT
FUEL
SYSTEM
SCHEMATIC
TANK
RIGHT
FUEL
TANK
VENT
SELECTOR
VALVE
TO
ENGINE
FUEL
STRAINER
V
ENGINE
PRIMER
-
CODE
FUEL
SUPPLY
VENT
MECHANICAL
LINKAGE
..-
THROTTLE
CARBURETOR
TO
ENGINE
Figure
2-2
2-2.
MIXTURE
CONTROL
KNOB
ELECTRICAL SYSTEM.
direct-current
Electrical
by a 14-volt,
system
energy is supplied
powered by an engine-driven
alternator
A 12- volt bat(see figure 2-3).
tery is located on the left-hand forward portion of the firewall.
Power is
supplied to all electrical
circuits
through a split bus bar, one side consystems and the other side having general
taining electronic
electrical
systems.
Both sides of the bus are on at all times except when either an
external
power source
is connected
or the ignition/starter
switch is turned
is automatically
activated to open the circuit to
on; then a power contactor
bus. Isolating
the electronic circuits
the electronic
in this manner prevents harmful
transient voltages from damaging the transistors in the
equipment.
electronic
MASTER SWITCH.
switch is a split-rocker
The master
type switch labeled "MASTER, "
and is "ON" in the up position and "OFF" in the down position.
The right
power to the
"BAT, " controls
all electrical
half of the switch, labeled
airplane.
The left half, labeled "ALT" controls the alternator.
both sides of the master
switch should be used simultaNormally,
the "BAT" side of the switch could be turned "ON"
however,
neously,
separately to check equipment
while on the ground.
The "ALT" side of
the switch, when placed in the "OFF" position,
removes
the alternator
system.
With this switch in the "OFF" position,
the
from the electrical
elecentire electrical
load is placed on the battery,
and all non-essential
trical equipment should be turned off for the remainder
of the flight.
AMMETER.
indicates
the flow of current, in amperes, from the
The ammeter
alternator
to the battery or from the battery to the aircraft
electrical
system.
When the engine is operating
and the master
switch is "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 discharge
rate of the
battery.
CIRCUIT BREAKERS AND FUSES.
circuits
in the airplane are protected
of electrical
by
The majority
"push-to-reset"
breakers
circuit
mounted on the instrument
panel. Exceptions
to this are the optional clock, flight hour recorder,
and battery
2-3
ELECTRICAL
SYSTEM
SCHEMATIC
TO
REGULATOR
(WifH
TO FUEL QUANTITY
INDlCATORS
AND OPT CARBURETOR AIR
TEMPERATURE GAGE
INST
4.,
ALT
A+
rA+
LIGHTER
ClGAR
CIRcull
BREAKER)
TO LANDING AND TAXI LlGHTS
L
TO DOOR
ALTERNATOR
MAP
POŠT
LIGHT
(OPT)
TO DOME AND OPT COURTESY
LIGHTS
ALTERNATOR
MASTER
TO INSTRUMENT AND COMPASS
LIGHTS
FIELD
INT L
CIRCUIT BREAK£R
SWITCH
TO OPTIONAL
COORDINATOR
-
I
2
TURN
OR OPTIONAL
INDICATOR
TURN AND BANK
TO NAVlGAflON LIGHTS AND
CONTROL WHEEL MAP LIGHT
AMMETER
STARTER
OPT
CONTACTOR
REVERSE
POLARITY
CONTACTOR
GROUND
SERV1CE
PLUG
RECEPTACLE
TO
:
NAV
LI
IGNITION-STARTER
TO WING
FLAP
SwiTCH
POSITION
TATORHEAT
OP
SYSTEM
TO WING
SPLIT
STARTER
--
CLOCK
BUS
(OPT)
BATTERY
CONTACTOR
FLAP
SYSTEM
FLAP
CONTACTOR
(NORMAttY
CLOSED)
TO
FLASHING
BEACON
BCN
A
OIL
PRESSURE
SWITCH
FL
HT HDOUR
LNAVIGA
|
CIRCUlT
BREAKER
(AUTO-RESET)
CIRCUIT
BREAKER
(PUSH-TO.RESET
FUSE
caexclTOR
DIODE
(NOISE
RADIO
2
ADIO
l
g
RESISTOR
FlLTER)
MAGNETOS
2-3.
(OPT)
TO RADIO (OPT)
TO
RADIO
TO
AUTOMATic
TO
AUDIO
(OPT)
PILOT
(OPT)
I
AUD AMP
Figure
2-4
3
1GNITION
srAnven
SWlTCH
CODE
4p
RADIO
O
BREAKER
(OPT)
p
4
TO RADIO
TO
BATIERY
RADIO
(OPT)
AMPLIFIER
(OPT)
contactor
closing
(external power) circuits
which have fuses
Also, the cigar lighter is protected
mounted
by a manbreaker
mounted directly
on the back of the lighter
panel.
The alternator
field and wiring is protected
circuit breaker.
resetting
to the battery.
ually reset type circuit
behind the instrument
adjacent
by an automatically
LANDING
LIGHTS (OPT).
A three-position, push-pull switch controls the optional landing
lights.
To turn one lamp on for taxiing, pull the switch out to the first
stop.
To turn both lamps on for landing,
pull the switch out to the second stop. To turn both lamps off, push the switch full in.
CONTROL
WHEEL MAP LIGHT (OPT).
A map lîght may be mounted on the bottom of the pilot's control wheel.
the lower portion of the cabin just forward of the
The light illuminates
pilot and is helpful when checking maps and other flight data during night
operations,
To operate the light, first turn the "NAV LIGHTS" switch on,
then adjust the map light's intensity with the knurled rheostat knob located
at the bottom of the control wheel.
FLASHING
BEACON (OPT).
The flashing
beacon should not be used when flying through clouds or
light reflected
from water droplets
or particles in
particularly
at night, can produce vertigo and loss of
the flashing
overcast;
the
atmosphere,
orientation.
CABIN HEATING, VENTILATING
DEFROSTING SYSTEM.
AND
pull the "CABIN AIR" knob out. To raise the
1/4" to
HT" knob out approximately
1/2" for a small amount of cabin heat.
Additional heat is available by
maximum
heat is available with the "CABIN
pulling the knob out farther;
HT" knob pulled full out and the "CABIN AIR" knob pushed full in. When
in the cabin, the "CABIN HT" knob is pushed full in.
no heat is desired
cabin ventilation,
For
air
temperature,
pull
the
"CABIN
air is supplied
cabin heat and ventilating
by outlet holes spaced
a cabin manifold just forward of the pilot's and copilot's feet.
Front
across
2-5
Rear cabin heat and air is supplied
by two ducts from the manifold,
one
down each side of the cabin to an outlet at the front door post at
extending
defrost
by a duct leading from
floor level. Windshield
air is also supplied
the cabin manifold.
adjustable ventilators
supply additional air; one near each
corner
of the windshield
supplies
air for the pilot and copilot, and
in the rear cabin ceiling supply air to the rear
two optional ventilators
seat passengers.
Separate
upper
STARTING
ENGINE.
open the throttle approximately
1/8 inch.
In
During engine starting,
warm temperatures,
one or two strokes of the primer
should be sufficient.
up to six strokes of the primer
may be necessary.
If
In cold weather,
In extremely
cold temthe engine is warm, no priming will be required.
peratures,
it may be necessary
to continue priming while cranking the
engine.
Weak intermittent
firing followed by puffs of black smoke from the
overpriming
Excess
fuel can be
exhaust stack indicates
or flooding.
chambers
procedure:
cleared
from the combustion
by the following
Set
the mixture control full lean and the throttle full open; then crank the
with the starter.
the startengine through several revolutions
Repeat
without any additional priming.
ing procedure
(most likely in cold weather
with a cold
If the engine is underprimed
will be necessary.
engine) it will not fire at all, and additional priming
As soon as the cylinders begin to fire,
open the throttle slightly
to keep
it running.
After starting,
within
if the oil gage does not begin to show pressure
and about twice that long in very cold
30 seconds in the summertime
Lack of oil pressure
can cause
weather, stop engine and investigate.
After starting,
serious
engine damage.
avoid the use of carburetor
heat unless icing conditions prevail.
NOTE
for cold weather
Additional
details
starting and operation
may be found under Cold Weather
Operation in this section.
2-6
TAXIING.
that speed and use of brakes be held to
When taxiing, it is important
and that all controls
be utilized (see Taxiing Diagram,
figure
a minimum
2-4) to maintain
directional control and balance.
The carburetor
ground operations
pulled
speed
to the
out
heat control knob should be pushed full in during all
When the knob is
unless heat is absolutely necessary.
air entering
the engine is not filtered.
heat position,
gravel
or cinders
should be done at low engine
and stone damage to the propeller
tips.
Taxiing over loose
to avoid abrasion
BEFORE TAKE-OFF.
WARM-UP.
If the engine accelerates
smoothly, the airplane is ready for take-off.
Since the engine is closely
cowled for efficient in-flight engine cooling,
should be taken to avoid overheating
engine
precautions
during prolonged
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 and note RPM. RPM drop should not exceed 125 RPM
than 50 RPM differential
on either magneto
or show greater
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
one side
magneto
ALTERNATOR
Prior
regulator
of faulty grounding
drop may be an indication
of
system or should be cause for suspicion
that the
in advance of the setting specified.
of RPM
the ignition
timing is set
of
CHECK.
to flights
operation
where verification
of proper
alternator
(such as night or instrument
is essential
and voltage
flights),
a
2-7
TAXIING
DIAGRAM
USE UP AILERON
ON ULHR LNELAENDATOR
USE
DOWN
USE UP AILERON
THR LNELAENDATOR
N
USE DOWN AILERON
ON RH WING AND
DOWN ELEVATOR
AILERON
ON LH WING AND
DOWN
ELEVATOR
NOTE
CODE
WIND DIRECTION
tail winds require caution.
Strong quartering
Avoid sudden bursts of the throttle and sharp
braking when the airplane
is in this attitude.
Use the steerable
nose wheel and rudder to
maintain direction.
Figure
2-8
2-4.
the electrical system momenlanding light (if so equipped), or
engine runup (1700 RPM).
The ammeter will remain
within a needle width of zero if the alternator
and voltage regulator
are operating properly.
positive
verification
can be made by loading
tarily (3 to 5 seconds) with the optional
by operating
the wing flaps during the
TAKE-OFF.
POWER
CHECK.
It is important
to check full-throttle
engine operation
early in the
run.
Any signs of rough engine operation or sluggish engine
acceleration
is good cause for discontinuing
the take-off. If this occurs,
you are justified in making a thorough full-throttle,
static runup before
The engine should run smoothly and turn
another take-off is attempted.
approximately
2260 to 2360 RPM with carburetor
heat off.
take-off
NOTE
heat should not be used during take-off
it is absolutely
for obtaining smooth
necessary
acceleration.
Carburetor
unless
engine
Full-throttle
harmful
runups over loose gravel are especially
to propeller
tips. When take-offs must be made over a gravel surface, it is
This allows the airthat the throttle be advanced slowly.
very important
and the gravel will
plane to start rolling before high RPM is developed,
rather
than pulled into it. When unavoidbe blown back of the propeller
blades,
they should be immediable small dents appear in the propeller
ately corrected
as described in Section V under propeller
care.
Prior
to take-off from fields
to give maximum
should be leaned
WING
above 5000 feet elevation,
the mixture
RPM in a full-throttle,
static runup.
FLAP SETTINGS.
take-offs are performed
with wing
Normal and obstacle clearance
10° flaps will shorten the ground run
approximately
flaps up. The use of
There10°/o, but this advantage is lost in the climb to a 50-foot obstacle.
for minimum
fore,
the use of 10° flaps is reserved
ground runs or for
10°
take-off from soft or rough fields.
If
of flaps are used for minimum
2-9
to leave them extended rather than retract
it is preferable
clearance
in the climb to the obstacle.
In this case, use an obstacle
speed of 65 MPH. As soon as the obstacle is cleared,
the flaps may be
retracted as the airplane accelerates
to the normal flaps-up climb speed
of 80 to 90 MPH.
ground runs,
them
where climb would be
During a high altitude take-off in hot weather
10°
marginal
with
that the flaps not be used for
flaps, it is recommended
take-off. Flap settings of 30° to 40° are not recommended
at any time
for take-off.
CHARTS.
PERFORMANCE
Data chart in Section VI for take-off distances
gross weight,
altitude, headwind,
temperature, and runconditions.
Consult the Take-Off
under
various
way surface
TAKE-OFFS.
CROSSWIND
Take-offs
with the
into strong crosswinds
are performed
normally
minimum
for the field length to minimize
the
flap setting necessary
after take-off. The airplane
drift angle immediately
is accelerated
to
then pulled off abruptly to prevent
a speed slightly higher than normal,
possible
When clear of the
settling back to the runway while drifting.
turn into the wind to correct for drift.
ground, make a coordinated
CLIMB.
CLIMB
DATA.
For detailed
in Section VI.
data,
refer
to the
Maximum
Rate-Of-Climb
Data
chart
CLIMB SPEEDS.
at 80 to 90 MPH with flaps up and full
The mixture
should be full rich below
5000 feet and may be leaned above 5000 feet for smoother engine operaspeeds range from 82 MPH at sea
tion. The maximum rate-of-climb
If an obstruction
dictates
level to 79 MPH at 10,000 feet.
the use of a
climb at 68 MPH with flaps retracted.
steep climb angle,
Normal
climbs
are
performed
throttle for best engine cooling.
2-10
NOTE
Steep climbs at low speeds
improve
engine cooling.
should be of short
duration
to
CRUISE.
The power
Normal
is done between 65% and 75% power.
cruising
required
and outside
settings
to obtain these powers at various altitudes
air temperatures can be determined
by using your Cessna Power Computer or the OPERATIONAL
DATA, Section VI.
Cruising can be done more efficiently at high altitudes because of
for the same power.
lower air density and therefore higher true airspeeds
This is illustrated
at 75%
in the table below, which shows performance
power at various
All figures are based on lean mixture,
38
altitudes.
gallons of fuel (no reserve),
zero wind, standard atmospheric
conditions,
and 2300 pounds gross weight.
To achieve
the lean mixture fuel consumption
tion VI, the mixture should be leaned as follows:
out until engine RPM peaks and begins to fall off,
back to peak RPM.
figures
shown in Secmixture
control
pull
then enrichen slightly
Carburetor
by an unexplained
drop in RPM, can be
ice, as evidenced
removed
by application of full carburetor
Upon regaining
the origiheat.
nal RPM (with heat off), use the minimum
amount of heat (by trial and
to prevent ice from forming.
Since the heated air causes
error)
a richer
mixture,
readjust
heat is to be used
the mixture setting when carburetor
continuously
in cruise flight.
The use of full carburetor
OPTIMUM
CRUISE
ALTITUDE
Sea Level
5000 ft.
9000 ft.
heat
RPM
2490
2600
Full
Throttle
is recommended
during flight
in heavy
PERFORMANCE
TRUE AIRSPEED
RANGE
123
128
132
575
600
620
2-11
to avoid the possibility
gestion or carburetor
ice.
smoothest operation.
rain
of engine stoppage due to excessive
water inThe mixture
for
setting should be readjusted
heat (control
the use of partial carburetor
In extremely
heavy rain,
2/3 out), and part throttle (closed at least one inch), may
approximately
be necessary
to retain adequate power.
Power changes should be made
followed by prompt adjustment of the mixture
for smoothest
cautiously
operation.
STALLS.
are conventional
The stall characteristics
and aural warning is proby a stall warning horn which sounds between 5 and 10 MPH above
the stall in all configurations.
vided
Power-off
gross weight
stall speeds at maximum
on page 6-2 as calibrated
tion are presented
airspeeds
near the stall.
airspeeds are unreliable
posiindicated
and aft c.g.
since
LANDINGS.
are made power-off
Normal landings
with any flap setting
desired.
should be avoided with flap settings greater
than 30° due to a downunder certain
ward pitch encountered
side slip
combinations of airspeed,
angle, and center of gravity loadings.
Slips
NOTE
Carburetor
ficant
NORMAL
heat should be applied
or closing of the
reduction
to any signi-
prior
throttle.
LANDING.
should be
Landings
ing speed and subsequent
wheel is lowered to the
nose
avoid unnecessary
portant in rough or soft
made on the main wheels first to reduce the landneed for braking
in the landing roll.
The nose
runway gently after the speed has diminished
to
gear loads.
is especially imThis procedure
field landings.
SHORT FIELD LANDING.
For
2-12
short field landings,
make
a power-off
approach
at approximately
40°
69 MPH indicated
with
airspeed
of flaps.
Touchdown
should be made
on the main wheels first.
Immediately after touchdown, lower the nose
gear to the ground and apply heavy braking
as required.
For maximum
brake effectiveness
after all three wheels are on the ground,
retract
the
hold full nose up elevator and apply maximum
brake
flaps,
possible
pressure without sliding the tires.
CROSSWIND
LANDING.
When landing in a strong crosswind,
use the minimum
flap setting required for the field length. Although the crab or combination
method of
drift correction
method gives the best control.
may be used, the wing-low
After touchdown, hold a straight course with the steerable
nose wheel and
occasional
braking
if necessary.
The maximum
capability
rather
direct crosswinds
than airplane
allowable
crosswind
upon pilot
is dependent
velocity
pilot technique,
limitations.
With average
of 15 MPH can be handled with safety.
BALKED LANDING
(GO-AROUND).
reduce the wing flap setting
landing (go-around)climb,
after full power is applied.
must be
If obstacles
immediately
10°
leave the wing flaps in the
to
cleared
during the go-around
climb,
20°
After clearing
are cleared.
any obstacles
range until the obstacles
the flaps may be retracted
as the airplane
accelerates
to the normal
flaps-up climb speed of 80 to 90 MPH.
In a balked
to 20°
COLD WEATHER
OPERATION.
STARTING.
it is advisable to pull the proPrior to starting
on a cold morning,
through several times by hand to "break loose" or "limber"
the
peller
energy.
In extremely
cold (0 F and lower)
battery
oil, thus conserving
power source
and an external
weather,
the use of an external pre-heater
to obtain positive starting
whenever possible
are recommended
and to
Pre-heat
system.
reduce
wear and abuse to the engine and electrical
will be conwill thaw the oil trapped in the oil cooler,
which probably
When using an
gealed prior to starting in extremely cold temperatures.
external power source, the position of the master switch is important.
2-13
Refer
details.
to
Section
Cold weather
VII under
starting
Ground
Service
procedures
are
Plug
Receptacle
for operating
as follows:
With Preheat:
(1) With ignition
switch "OFF"
the engine four to eight
turned over by hand.
strokes
and throttle closed,
prime
as the propeller
is being
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
(2)
(3)
(4)
(5)
(6)
(7)
Without
primer.
Propeller
Area
Clear.
Master
Switch
"ON. "
Throttle
Open 1/8".
Ignition Switch
"START. "
ignition switch to "BOTH"
Release
Check.
Oil Pressure
--
--
--
--
when
engine starts.
--
Preheat:
(1) Prime the engine six to ten strokes while the propeller
is being turned by hand with throttle closed.
Leave primer
charged and ready for stroke.
(2) Propeller
Area
Clear.
(3) Master
Switch
"ON."
(4) Pump throttle rapidly
to full open twice. Return to 1/8"
open position.
(5) Ignition Switch
"START. "
(6) Release
ignition switch to "BOTH" when engine starts.
(7) Continue to prime engine until it is running smoothly,
or
pump throttle rapidly over first 1/4 to total travel.
alternately
(8) Oil Pressure
Check.
(9) Pull carburetor
heat knob full on after engine has started.
Leave on until engine is running smoothly.
(10) Lock Primer.
--
--
--
--
2-14
NOTE
If the engine does not start during the first few attempts,
in strength,
or if engine firing diminishes
it is probable
that the spark plugs have been frosted over.
Preheat
must be used before another
start is attempted.
IMPORTANT
Pumping the throttle may cause raw fuel to accumulate
intake air duct, creating
a fire hazard in the event
backfire.
maintain
If this occurs,
a cranking action to
flames
into the engine. An outside attendant with a fire
tinguisher is advised for cold starts without preheat.
the
in
of a
suck
ex-
will be apparent
on the
During cold weather
no indication
operations,
oil temperature gage prior to take-off if outside air temperatures are
After a suitable warm-up
period (2 to 5 minutes
very cold.
at 1000 RPM),
accelerate
the engine several times to higher engine RPM.
If the engine
normal
remains
and steady,
accelerates
smoothly and the oil pressure
the airplane is ready for take-off.
FLIGHT OPERATIONS.
Take-off
is made
normally
with carburetor
heat
off.
Avoid excessive
leaning in cruise.
Carburetor
heat may be used to overcome
due to ice.
any occasional
engine
roughness
When operating in sub-zero temperature,
avoid using partial carbuheat.
Partial
heat may increase
the carburetor
air temperature
the 32° to 70°F range, where icing is critical under certain atmospheric
conditions.
retor
Refer
to Section
HOT WEATHER
Refer
Starting
VII for cold weather
equipment.
OPERATION.
to the general warm
in this section.
Engine
to
temperature starting
Avoid prolonged
information
engine operation
under
on the
ground.
2-15
Jecties HI
EMERGENCY
PROCEDURES
caused by aircraft or engine malfunctions are extremeEmergencies
pre-flight
inspections
if proper
are practiced.
and maintenance
weather
emergencies
can be minimized
Enroute
or eliminated by careful
weather
flight planning and good judgement when unexpected
is encountershould an emergency arise the basic guidelines described
ed. However,
in this section should be considered and applied as necessary
to correct
ly rare
the problem.
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS.
Malfunctions in the electrical power supply system can be detected by
of the ammeter; however, the cause of these malperiodic monitoring
A broken alternator
drive belt
functions is usually difficult to determine.
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.
All electrical
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
paragraphs
below describe the recommended
for each situation.
remedy
EXCESSIVE
RATE OF CHARGE.
After periods of 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 remains above this value on a long flight, it is possible that the battery will overheat and evaporate the electrolyte at an excessive rate. In
in the electrical
addition, electronic components
system could be adversely affected by the higher than normal voltage if a faulty voltage regulator
setting is causing the overcharging.
3-1
the alternator side of the split master
The flight should be terminated and/or
minimized
the current
because
as soon as practical
for only a limited
period of
the battery can supply the electrical
system
time. If it becomes apparent that the battery voltage is getting too low to
operate the electrical
system, the alternator switch can be turned back on
minutes
at a time until the battery is partially
recharged.
If
for several
switch should be returned
occurs
at night, the alternator
the emergency
to the "ON" position just before landing lights and flaps will be required
To preclude
switch should
these
possibilities,
be turned "OFF."
drain on the battery
for landing.
INSUFFICIENT
RATE OF CHARGE.
If the ammeter indicates
a continuous discharge rate in flight, the
alternator
is not supplying power to the system and should be shut down
since the alternator
field circuit may be placing an unnecessary
load on
equipment
the system.
All non-essential
should be turned "OFF" and the
flight terminated as soon as practical.
ROUGH
ENGINE OPERATION
OR LOSS OF POWER.
SPARK PLUG FOULING.
An engine
roughness
in flight may be caused by one or more spark
fouled by carbon or lead deposits.
This may be verified
from "BOTH"
to either "LEFT"
by turning the ignition switch momentarily
An obvious power loss in single ignition
operation
or "RIGHT" position.
is evidence of spark plug or magneto
trouble. Assuming that spark plugs
are the more likely cause, lean the mixture to the normal lean setting for
decruising flight. If the problem does not clear up in several minutes,
termine if a richer mixture setting will produce smoother operation.
If
not, proceed
to the nearest airport for repairs using the "BOTH" position
dictates the use of a sinof the ignition switch unless extreme
roughness
gle ignition position.
plugs
becoming
MAGNETO
MALFUNCTION.
or misfiring
is usually
evidence of magA sudden engine roughness
neto problems.
or "RIGHT"
Switching from "BOTH" to either "LEFT"
ignition switch position will identify which magneto
is malfunctioning.
power settings and enrichen
the mixture to determine if
Select different
3-2
continued
operation
good magneto
to the
on "BOTH"
magnetos
to the
and proceed
is practicable.
nearest
airport
If not,
switch
for repairs.
LOW OIL PRESSURE.
If low oil pressure
there
is accompanied by normal
oil temperature,
gage or relief valve is malfunctioning.
is a possibility
A
the oil pressure
leak in the line to the gage is not cause for immediate
concern because an
orifice in this line will prevent
a sudden loss of oil from the engine sump.
airport is advisable.
However,
a landing at the nearest
If a total loss of oil pressure
temperature, there is reason to
is accompanied by a sudden rise in oil
suspect
an engine failure is imminent.
Reduce engine power immediately
and select a suitable for ced landing
field. Leave the engine running at low power during the approach, using
power required
only the minimum
to reach the desired touchdown spot.
FORCED LANDINGS.
PRECAUTIONARY
LANDING
WITH ENGINE POWER.
Before attempting an "off airport"
one should drag the landlanding,
the terrain for obstructions
ing area at a safe but low altitude to inspect
and surface
conditions,
proceeding
as follows:
20°
(1) Drag over selected field with flaps
and 70 MPH airspeed,
area for touchdown for the next landing approach.
noting the preferred
Then retract
flaps after well clear of all obstacles.
(2) On downwind leg, turn off all switches except the ignition and
master
switches.
40° at
70 MPH.
(3) Approach with flaps
(4) Unlatch cabin doors prior to final approach.
(5) Before touchdown, turn ignition and master switches "OFF."
(6) Land in a slightly tail-low attitude.
EMERGENCY LANDING
WITHOUT
ENGINE
POWER.
If an engine stoppage occurs,
establish a flaps up glide at 80 MPH.
the engine by checking for fuel quanIf time permits,
attempt to restart
tity, proper fuel selector valve position,
and mixture control setting.
Also check that engine primer is full in and locked and ignition switch is
properly
positioned.
3-3
the engine fail, and a forced
If all attempts to restart
minent,
select a suitable field and prepare
for the landing
(1)
(2)
(3)
(4)
(5)
(6)
(7)
(8)
(9)
(10)
landing is imas follows:
control to idle cut-off position.
Pull mixture
Turn fuel selector valve handle to "OFF."
Turn all switches "OFF"
except master switch.
Airspeed
70 to 80 MPH (flaps up).
Extend wing flaps as necessary
within gliding distance
Airspeed
65 to 75 MPH (flaps down).
switch "OFF."
Turn master
Unlatch cabin doors prior to final approach.
Land in a slightly tail-low attitude.
Apply heavy braking while holding full up elevator.
--
of field.
--
DITCHING.
Prepare
for ditching by securing or jettisoning
heavy objects located
in the baggage area, and collect folded coats or cushions for protection of
face at touchdown. Transmit
Mayday message
on 121. 5 MHz.,
occupant's
giving location and intentions.
(1) Plan approach
With heavy swells
(2) Approach with
rate of descent at
into wind if winds are high and seas are heavy.
and light wind, land paraHel to swells.
40°
and sufficient power for a 300 ft./min.
flaps
70 MPH.
(3) Unlatch the cabin doors.
descent
until touchdown in level attitude.
(4) Maintain a continuous
Avoid a landing flare because of difficulty in judging airplane height
over a water surface.
(5) Place folded coat or cushion in front of face at time of touchdown.
(6) Expect a second impact for the airplane may skip after touchdown.
airplane
If necessary,
open winthrough cabin doors.
(7) Evacuate
pressure
so that door
dow to flood cabin compartment
for equalizing
can be opened.
(8) Inflate life vests and raft (if available) after evacuation
The aircraft
can not be depended on for floatation for more
few minutes.
DISORIENTATION
When flying in marginal
3-4
of cabin.
than a
IN CLOUDS.
weather,
the
pilot
should make
sure
that the
is "ON." However, if the aircontrol knob (if installed)
Wing Leveler
plane is not equipped with this device or gyro horizon and directional
gyro
instruments,
the pilot will have to rely on the turn coordinator (or turn
and bank indicator)
flies into clouds.
The following inif he inadvertently
structions assume that only one of the latter two instruments
is available.
EXECUTING A 180°
Upon entering
back as follows:
TURN IN CLOUDS.
the clouds,
an immediate
plan should be made to turn
(1) Note the time of the minute hand and observe the position of the
sweep second hand on the clock.
half-minute,
(2) When the sweep second hand indicates the nearest
syminitiate a standard rate left turn, holding the turn coordinator
bolic 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.
adjust heading primarily with skidding motions
(4) If necessary,
rather than rolling motions so that the compass will read more accurately.
(5) Maintain altitude and airspeed by cautious application of elevator
Avoid overcontrolling
by keeping the hands off the control
control.
wheel and steering
only with rudder.
EMERGENCY
LET-DOWNS
THROUGH
CLOUDS.
If possible,
obtain radio clearance for an emergency descent through
clouds.
To guard against a spiral dive, choose an easterly or westerly
compass card swings due to changing bank angles.
heading to minimize
In addition, keep hands off the control wheel and steer a straight course
the turn coordinator.
with rudder
control by monitoring
Occasionally
check the compass heading and make minor corrections
to hold an approxiletmate course.
Before descending into the clouds, set up a stabilized
down condition as follows:
(1)
(2)
(3)
(4)
(5)
(6)
Apply full rich mixture.
heat.
Use full carburetor
Reduce power to set up a 500 to 800 ft./min.
rate of descent.
Adjust the elevator trim tab for a stabilized descent at 90 MPH.
Keep hands off the control wheel.
Monitor turn coordinator
and make corrections
by rudder alone.
3-5
and make cautious
card movement
(7) Check trend of compass
with rudder to stop the turn.
rections
flight.
(8) Upon breaking out of clouds resume normal cruising
RECOVERY
If a spiral
FROM
cor-
A SPIRAL DIVE.
is encountered,
proceed
as follows:
(1) Close the throttle.
aileron and rudder control to
Stop the turn by using coordinated
with the horizon
align the symbolic airplane in the turn coordinator
reference line.
(3) Cautiously apply elevator back pressure
to slowly reduce the indicated airspeed to 90 MPH.
(4) Adjust the elevator trim control to maintain a 90 MPH glide.
(5) Keep hands off the control wheel, using rudder control to hold a
straight heading.
heat.
(6) Apply carburetor
but avoid using enough power to dis(7) Clear engine occasionally,
turb the trimmed glide.
power and
out of clouds,
apply normal
cruising
(8) Upon breaking
flight.
resume
(2)
FIRES.
ENGINE FIRE DURING
START
ON GROUND.
such as pumping the throttle during a
Improper
starting procedures
difficult cold weather start can cause a backfire which could ignite fuel
that has accumulated in the intake duct. In this event, proceed as follows:
(1) Continue
cranking
to get a start which would suck
fuel through the carburetor
and into the
in an attempt
the flames and accumulated
engine.
(2) If the start is successful,
run the engine at 1700 RPM for a few
before shutting it down to inspect the damage.
minutes
continue eranking for two or
(3) If engine start is unsuccessful,
three minutes with throttle full open while ground attendants obtain
fire extinguishers.
(4) When ready to extinguish fire, release
the starter switch and
turn off master switch, ignition switch, and fuel selector valve handle.
3-6
seat cushion,
(5) Smother flames with fire extinguisher,
If practical
try to remove carburetor
ket, or loose dirt.
wool blanair filter
if it is ablaze.
(6) Make a thorough inspection
of fire damage, and repair
or replace damaged
before conducting
another
components
flight.
ENGINE
IN FLIGHT.
FIRE
Although engine fires are extremely
should be taken if one is encountered:
(1) Pull
mixture
control
to
idle
rare
in flight,
the following steps
cut-off.
Turn fuel selector valve handle "OFF."
(3) Turn master switch "OFF."
(4) Establish
a 120 MPH glide.
(5) Close cabin heat control.
(6) Select a field suitable for a forced landing.
to
increase
glide speed in an attempt
(7) If fire is not extinguished,
find an airspeed that will provide an incombustible
mixture.
Emergency
(8) Execute a forced landing as described in paragraph
Do not attempt to restart
the engine.
Landing Without Engine Power.
(2)
ELECTRICAL FIRE IN FLIGHT.
The initial
The
Then
"OFF."
the chances of
sulation.
made
If electrical
to identify
indication
of an electrical fire is the odor of burning inimmediate
response
should be to turn the master
switch
close off ventilating
to reduce
air as much as practicable
a sustained
fire.
power is indispensable
for the flight, an attempt
as follows:
and cut off the defective circuit
may be
(1) Master Switch
"OFF."
All other switches (except ignition switch)
"OFF."
(3) Check condition of circuit breakers to identify faulty circuit if
possible.
Leave faulty circuit
deactivated.
(4) Master Switch
"ON."
permitting
a short time de"ON" successively,
(5) Select switches
is
lay to elapse after each switch is turned on until the short circuit
localized.
before opening venti(6) Make sure fire is completely extinguished
--
(2)
--
--
lators.
3-7
FLIGHT IN ICING CONDITIONS.
icing
Although flying in known icing conditions
is prohibited,
encounter should be handled as follows:
an unexpected
(1) Turn pitot heat switch "ON" (if installed).
(2) Turn back or change altitude to obtain an outside air temperature
that is less conducive to icing.
airdefroster
(3) Pull cabin heat control full out to obtain windshield
flow. Adjust cabin air control to get maximum defroster heat and
airflow.
engine speed and determine
if ice
(4) Open the throttle to increase
is soft enough to be thrown off the propeller
blades.
air filter ice and apply carburetor
(5) Watch for signs of carburetor
An unexplained
loss in engine speed could be
heat as required.
caused by carburetor
ice or air intake filter ice.
With an extremely
rapid
airport.
(6) Plan a landing at the nearest
select a suitable "off airport" landing site.
ice build-up,
of one inch or more on the wing leading
(7) With an ice accumulation
be prepared
for significantly higher stall speed.
edges,
ice build-up on the
(8) Leave wing flaps retracted.
With a severe
horizontal
tail, the change in wing wake ainlow direction
caused by
could result in a loss of elevator
effectiveness.
wing flap extension
(9) Open left window and scrape ice from a portion of the windshield
in the landing approach.
The metal control
lock shield
for visibility
may be used as a scraper.
(10) Perform
a landing approach using a forward slip, if necessary,
visibility.
for improved
(11) Approach at 75 to 85 MPH, depending upon the amount of ice accumulation.
(12) Avoid steep turns during the landing
(13) Perform
a landing in level attitude.
3-8
approach.
Jection H
OPERATING
OPERATIONS
LIMITATIONS
AUTHORIZED.
the requirements
of airworthiness
Your Cessna exceeds
and is certificated
under
the United States Government,
tificate No. 3A12 as Cessna Model No. 172K.
by
as set forth
FAA Type Cer-
With standard equipment,
the airplane is approved for day and night
Additional optional equipment
under VFR.
is available to increase
its utility and to make it authorized for use under IFR day and
night.
An owner of a properly equipped Cessna is eligible to obtain apon single-engine
proval for its operation
scheduled
airline
service.
Your
best
Cessna Dealer will be happy to assist you in selecting
equipment
suited to your needs.
operations
MANEUVERS
NORMAL
-
CATEGORY.
is certificated
in both the normal
This airplane
and utility category.
The normal category is applicable
to airplanes
for non-aerobatic
intended
operations.
These include any maneuvers
incidental
to normal flying,
stalls
(except whip stalls)
and turns in which the angle of bank is not
60°. In connection
with the foregoing,
more than
the following gross
weight and flight load factors~apply:
GrossWeight
Flight Load Factor
*Flaps Up
*FlapsDown.............
.................23001bs
.
.
.
.
.
.
.
.
.
.
.
.
.
+3.
8
-1.
52
+3.5
*The design load factors are 150°/o of the above, and in
all cases,
the structure meets or exceeds design loads.
in accordance
with all FAA-approved
Your airplane must be operated
and check lists in the airplane.
placards
If there is any infor
markings,
placthe FAA-approved markings,
which contradicts
mation in this section
ards and check lists, it is to be disregarded.
-
4-1
MANEUVERS
UTILITY CATEGORY.
-
This airplane
is not designed
for purely aerobatic
flight.
However,
of various
certificates
pilot, inin the acquisition
such as commercial
strument
certain
maneuvers
are required
pilot and flight instructor,
by
in this airplane
are permitted
when
the FAA. All of these maneuvers
operated in the utility category.
In connection
with the utility category,
the following gross weight and flight load factors apply, with maximum
as shown:
entry speeds for maneuvers
Gross
Flight
Weight
Maneuvering
.
FlapsUp
FlapsDown
.
.
.
.
Load
.
.
.
.
.
.
.
.
2000 lbs
........-+4.4
-1.76
......
..............+3.5
MANEUVER
MAXIMUM
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
Lazy Eights
Steep Turns
.
.
.
.
.
.
.
.
.
(Except
.
.
.
.
.
.
.
.
.
seat must
those
ENTRY
122 mph
list-
SPEED*
(106 knots)
122 mph (106 knots)
122 mph (106 knots)
Spins...................
Stalls
.
category,
the baggage compartment
and rear
No aerobatic
maneuvers
are approved
except
In the utility
not be occupied.
ed below:
Chandelles
.
Factor
SlowDeceleration
Whip Stalls)
*Higher speeds
can be used
is avoided.
controls
if abrupt
use
.
of
Slow Deceleration
the
presFor spin recovery,
apply opposite
rudder followed
by forward
sure on the control wheel.
When airplane
rotation
has stopped,
use moderate back pressure
on the control wheel to avoid excessive
loads while
from the resulting
dive.
recovering
that may impose high inverted loads should not be attemptAerobatics
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
and care should always be exercised
of any maneuver,
to
for execution
speed which in turn can impose excessive
avoid excessive
loads.
In the
avoid abrupt use of controls.
execution
of all maneuvers,
ed.
4-2
AIRSPEED LIMITATIONS (CAS).
The following
is a list
limitations
for the airplane.
the
of
certificated
calibrated
Never Exceed Speed (glideor dive, smooth
Maximum
Structural
Cruising
Speed
Maximum
Speed,
Flaps Extended
*Maneuvering
Speed
.
.
.
*The
ings
INDICATOR
ENGINE
Power
ENGINE
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
174 MPH
140 MPH
100 MPH
122 MPH
.
.
.
.
airspeed
mark-
MPH (red line)
140-174
MPH (yellow arc)
59-140 MPH (green arc)
52-100 MPH (white arc)
.
.
.174
LIMITATIONS.
.
PRESSURE GAGE.
Minimum
Idling
Normal Operating Range
Maximum
.
.
.
.
air)
.
.
.
.
.
.
calibrated
.
.
.
.
.
.
.
INSTRUMENT
.
.
.
.
OIL TEMPERATURE
GAGE.
Normal
Operating Range
Maximum
Allowable
OIL
.
.
smooth
.
OPERATION
and Speed
.
.
certificated
dive,
Caution Range
Normal Operating Range.
Flap Operating Range
.
.
.
.
.
.
MARKINGS.
the
of
(glideor
Exceed
.
.
.
the
The following
is a list
(CAS) for the airplane.
Never
.
.
abrupt control travel can be used
specified
load factor.
speed at which
without exceeding
AIRSPEED
.
.
air)
.
(CAS)
airspeed
.
.
.
150 BHP
.
.
at 2700
RPM
Green
(red
line)
MARKINGS.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
245°F
.
Arc
25 psi (red line)
60-90 psi (green arc)
100 psi (red line)
.
.
.
4-3
FUEL QUANTITY INDICATORS.
Empty (2.0 gallons unusable
TACHOMETER.
Normal Operating Range:
At sea level
At 5000 feet
At 10, 000 feet
Maximum
Allowable.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
Range
WEIGHT
.
.
.
.
.
.
.
.
.
.
.
.
.
.
E (red
line)
2200-2500 (inner green
2200-2600 (middle green
2200-2700 (outer green
2700 (red
are)
arc)
.
.
.
AND
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
.
(OPT).
-15°
.
.
.
AIR TEMPERATURE GAGE
CARBURETOR
Icing
tank)
each
.
.
.
are)
line)
to 5°C (yellow are)
BALANCE.
withinformation
will enable you to operate
your Cessna
The following
weight and center
prescribed
of gravity limitations.
To figure the
weight and balance for your particular
airplane,
use the Sample Problem,
Moment Envelope
and Center of Gravity
as follows:
Loading Graph,
in
the
Empty Weight and Moment/1000
from the Weight
Data sheet,
plus any change noted on forms
FAA-337,
carried
columns.
in your airplane,
and write them down in the proper
determine
the moment/1000
of each item to
Using the Loading Graph,
Total the weights and moments/1000
be carried.
and use the Center of
whether
the point falls within the
Gravity Moment Envelope to determine
and if the loading is acceptable.
envelope,
Take
the licensed
and Balance
NOTE
The Weight and Balance
in the aircraft
file.
The
Moment Envelope
shown
titled Loading/Center
of
which is provided
cedures
4-4
Data Sheet noted above is included
of Gravity
Loading Graph and Center
are also on the sheet
in this section
Proand Weighing
Gravity
Charts
in the aircraft
file.
C.T1
>
i
.
.
.
,
,
.
.
340
228
12. 6
10.9
AND MOMENT
on Child's
2300
71
340
102.4
6.7
24. 8
Locate this point (2300 at 102.4) on the center of gravity moment envelope,
and since this point falls within the envelope,
the loading is acceptable,
.
.
8.
.
.
.
TOTAL WEIGHT
.
.
.
7.
(or Passenger
.
Seat)
.
.
Baggage
.
.
.
.
-0.2
6.
Passengers
.
.
15
Rear
.
,
5.
Passenger
48 Gal at 6#/Gal).
,
47.6
-ins.
Moment
(lb.
1000)
Pilot and Front
-
38 Gal at 6#/Gal).
.
1306
Weight
(lbs.)
AIRPLANE
4.
Fuel (Long Range
-
.
Fuel (Standard
.
Airplane)
3.
-
(Sample
Oil (8 qts.
Full oil may be assumed
for all flights).
Weight
2.
Empty
Licensed
1.
SAMPLE LOADING PROBLEM
SAMPLE
15
Weight
(lbs.)
YOUR
-0.2
-ins.
Moment
(lb.
1000)
AIRPLANE
50
100
150
200
250
400
0
10
'
10
0
/
38*
/
15
8**
LOAD MOMENT /1000 (POUND
5
20
43
GRAPH
LOADING
-
USABLE
FUEL
INCHES)
20
25
30
**LONG RANGE TANKS
*STANDARD TANKS
MAXIMUM
45
1500
1600
1700
1800
1900
2200
2300
illlililill
ill
I
50
LOADED
55
65
AIRCRAFT
60
LANDPLANE
75
80
i
MOMENT/1000
70
OF GRAVITY
CENTER
MOMENT ENVELOPE
:ii
111111
t
I
90
ill
95
(POUND-INCHES)
85
II
100
105
110
\\
il
Sectioil f
CARE
OF
THE
AIRPLANE
and dependIf your airplane is to retain that new plane performance
requirements
must be followed.
certain
inspection
and maintenance
mainof lubrication
and preventative
It is wise to follow a planned schedule
in your locality.
tenance based on climatic and flying conditions encountered
ability,
Keep in touch with your Cessna Dealer and take advantage of his knowHe knows your airplane and how to maintain
ledge and experience.
it. He
and oil changes are necessary,
will remind
you when lubrications
and
about other seasonal and periodic services.
GR.OUND HANDLING.
The airplane
tow-bar attached
is most easily and safely
nose wheel.
maneuvered
by hand with
the
to the
NOTE
When
using
the tow-bar,
angle of 30°, either
the
gear
MOORING
side
never exceed the turning
of center,
or damage
to
will result.
YOUR
AIRPLANE.
tie-down procedure
is your best precaution
against damage
Proper
your parked airplane
by gusty or strong winds.
To tie down your airplane securely,
proceed
as follows:
(1)
Set
the
parking
(2) Tie sufficiently
to
brake and install the control wheel lock.
strong ropes or chains (700 pounds tensile
tail and nose tie-down rings and secure each
to wing,
strength)
rope to a ramp tie-down.
5-1
(3)
(4)
Install
Install
control
a surface
lock over
a pitot tube cover.
WINDSHIELD
-
the fin and rudder.
WINDOWS.
and windows should be cleaned with an aircraft
The plastic windshield
windshield
cleaner.
sparingly
and rub
Apply the cleaner
with soft cloths,
pressure
until all dirt,
are rewith moderate
oil scum and bug stains
moved.
Allow the cleaner
to dry, then wipe it off with soft flannel cloths.
If a windshield
cleaner
is not available,
the plastic can be cleaned
with soft cloths moistened
with Stoddard
solvent to remove
oil and grease.
NOTE
Never
use gasoline,
benzine,
alcohol,
acetone,
carbon
fluid,
lacquer
These mait to eraze.
tetrachloride, fire extinguisher
or anti-ice
thinner or glass cleaner to clean the plastic.
terials will attack the plastic and may cause
and plenty
water.
Follow by carefully
washing with a mild detergent
Rinse thoroughly, then dry with a clean moist chamois.
Do not rub the
plastic with a dry cloth since this builds up an electrostatic
charge which
attracts
dust.
Waxing with a good commercial
wax will finish the 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.
-of
sleet
Do not use a canvas cover on
is anticipated
since the cover
PAINTED
the
windshield
may scratch
unless freezing
rain
plastic
surface.
or
the
SURFACES.
The painted exterior
surfaces
of your new Cessna
have a durable,
require
or
no polishing
long lasting finish and, under normal
conditions,
Approximately
15 days are required
for the paint to cure combuffing.
pletely;
in most cases,
the curing period will have been completed
prior
to delivery of the airplane.
In the event that polishing
or buffing is required within the curing period,
it is recommended
that the work be done
in handling uncured paint.
by someone experienced
Any Cessna Dealer
can accomplish this work.
5-2
the painted surfaces can be kept bright by washing with
Generally,
water and mild soap, followed by a rinse with water and drying with
Harsh or abrasive
cloths or a chamois.
which cause
soaps or detergents
or scratches
should never be used.
Remove
corrosion
stubborn oil and
with Stoddard solvent.
grease
with a cloth moistened
Waxing is
the
if desired,
heavier
coating
the engine nose
encountered
in
to keep the painted surfaces
bright.
However,
may be waxed with a good automotive
A
wax.
of wax on the leading edges of the wings and tail and on
spinner will help reduce the abrasion
cap and propeller
these areas.
unnecessary
airplane
the
airplane
is parked outside in cold climates
and it is necesice before flight,
care should be taken to protect
the paintA 50-50 solution
during ice removal
with chemical
liquids.
of
ed surfaces
remove
isopropyl
alcohol and water will satisfactorily
ice accumulations
A solution with more than 50c/o alcohol is
without damaging the paint.
harmful
While applying the de-icing
and should be avoided.
solution,
keep
it away from the windshield
and cabin windows since the alcohol will
attack the plastic and may cause it to craze.
When
sary to remove
ALUMINUM
The clad
surfaces
of your Cessna
may be washed with
dirt; oil and grease
may be removed
with gasoline,
carbon tetrachloride or other non-alkaline
solvents.
Dulled alusurfaces may be cleaned effectively
with an aircraft
aluminum
clear water
naptha,
minum
polish.
SURFACES.
aluminum
remove
to
After cleaning,
and periodically
thereafter, waxing with a good automotive wax will preserve
the bright appearance
and retard
corrosion.
Regular
recommended
waxing is especially
for airplanes
operated
in
salt water areas as a protection
against corrosion.
PROPELLER CARE.
Preflight
inspection
of propeller
blades for nicks,
and wiping them
with an oily cloth to clean off grass and bug stains will asoccasionally
It is vital that small nicks on the prosure long, trouble-free service.
particularly
near the tips and on the leading edges,
are dressed
peller,
out as soon as possible
since these nicks prodtice stress
concentrations,
5-3
and if ignored,
may result
grease
blades;
remove
solvent.
the
cleaner
on
or Stoddard
CARE.
INTERIOR
the
in cracks.
Never use an alkaline
and dirt with carbon tetrachloride
dust and loose dirt from the upholstery
To remove
interior
regularly
with a vacuum cleaner.
and carpet,
clean
Blot up any spilled liquid promptly,
with cleansing
tissue or rags.
pat the spot; press the blotting material
firmly and hold it for several seconds.
Continue blotting until no more liquid is taken up. Scrape
with a dull knife, then spot-clean
off sticky materials
the area.
Don't
spot removers,
used sparOily spots may be cleaned with household
read the instructions
ingly.
Before using any solvent,
on the container
place on the fabric to be cleaned.
Never satuand test it on an obscure
rate the fabric with a volatile
solvent; it may damage the padding and
backing materials.
Soiled
used
upholstery
according
the fabric,
cleaner.
keep
and carpet
may be cleaned with foam-type
detergent,
instructions.
To minimize
wetting
possible
and remove
it with a vacuum
to the manufacturer's
the foam as dry as
instrument
panel and control
knobs need
The plastic
trim, headliner,
Oil and grease
on the control wheel
only be wiped off with a damp cloth.
and control knobs can be removed with a cloth moistened
with Stoddard
Volatile solvents,
such as mentioned
solvent.
in paragraphs
on care of
must never be used since they soften and craze the plastic.
the windshield,
face plates are finished with a suede coating which
Radio and autopilot
to suede.
produces
a soft, rich appearance and warm feel comparable
dust and dirt marks can be removed
Unlike suede leather,
easily with a
Remove non-greasy
stains with a liquid cleaner such as
damp sponge.
"Mr. Clean", "Handy Andy", "Lestoil",
"Liquid Ajax", or "Cinch".
sponge, scrub
Greasy stains can be removed with a naptha-dampened
cloth.
brush or lint-free
FLYABLE STORAGE.
Aircraft
5-4
which
are
not in daily flight
should
have
the engine started
up at least once each week.
and warmed
In
where the daily temperature variation
warm-up
operation
should be accomplished
up the engine replaces
oil which has drained
Warm-up
idle.
should
parts while standing
setting necessary to produce a minimum oil
areas
damp climates
and in storage
can cause condensation,
the
more frequently.
Warming
from surfaces
of internal
be accomplished
at a throttle
temperature of 100°F.
NOTE
Excessive
ground
not exceed
should
run-up should be avoided.
10 minutes duration.
Run-up
also helps to eliminate
Engine warm-up
excessive
accumulations
of
in the fuel system and other air spaces in the engine.
Keep fuel
tanks full to minimize condensation
in the tanks. Keep the battery fully
charged
to prevent the electrolyte
from freezing in cold weather.
If the
to the Service
aircraft is to be stored temporarily, or indefinitely,
refer
Manual for proper
storage
procedures.
water
INSPECTION
SERVICE AND INSPECTION
PERIODS.
Couyou will receive
Service
an Owner's
Policy.
you to an initial inspection
and the first
from your Dealer,
If you take delivery
the initial inspection before delivery of the airplane to
he will perform
you.
If you pick up the airplane
at the factory,
plan to take it to your
This will permit
Dealer
soon after you take delivery on it.
reasonably
that may appear
him to check it over and to make any minor adjustments
necessary.
by your Dealer at 100 hours or 180
Also, plan an inspection
by your
days, whichever
comes first.
This inspection
also is performed
Dealer for you at no charge,
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.
With your
airplane
attached to the policy entitle
100-hour inspection
at no charge.
pons
Federal
Aviation
Regulations
require
that all airplanes have a periodic (annual) inspection
as prescribed
by the administrator,
and performed
by the administrator.
In addition, 100by a person designated
made by an "appropriately-rated
hour periodic inspections
mechanic"
the
airplane
The Cessna Aircraft
if
is flown for hire.
are required
recommends
the 100-hour periodic inspection for your airCompany
has been carefully
for this 100-hour inspection
plane.
The procedure
5-5
Organand is followed by the Cessna
Dealer
worked out by the factory
The complete
ization.
familiarity of the Cessna Dealer Organization
with Cessna equipment
and with factory-approved
procedures
provides
the highest type of service possible at lower cost.
AIRCRAFT
FILE.
There are miscellaneous
and licenses
that are a
data, information
part of the aircraft
The following is a check list for that file.
file.
In
a periodic
check should be made of the latest Federal
Aviation
addition,
Regulations
to insure that all data requirements
are met.
A.
To be displayed
(1) Aircraft
Aircraft
(3) Aircraft
(2)
in
the aircraft
at all times:
Airworthiness
(Form FAA-1362B).
Certificate
Registration
(Form FAA-500A).
Certificate
(Form FCO-404, if transmitter
Radio Station License
installed).
B.
To be carried
in
the
aircraft
at all
times:
and associated
(1) Weight and Balance,
papers
(latest copy of
Repair and Alteration
Form,
Form FAA-337, if applicable).
(2) Aircraft Equipment
List.
C.
To be made
available
the
upon request:
(1) Aircraft
Log Book.
(2) Engine Log Book.
NOTE
Cessna
Manual,
Service
Most
of
the
recommends
"Cessna
Policies,
that these items, plus the Owner's
Flight Guide" (Flight Computer),
and
be carried
in the aircraft
at all times.
listed are required
by the United States Federal
Since the regulations
of other nations
may require
should check with
and data, owners of exported
aircraft
items
Aviation Regulations.
other
their
5-6
documents
own aviation
officials
to
determine
their
individual
requirements.
LUBRICATION AND SERVICING
PROCEDURES
Specific servicing information
is provided
here for items requiring
daily
A Servicing Intervals
Check List is included to inform the pilot
attention.
when to have other items checked and serviced.
DAILY
FILLERS:
Service after each flight with 80/87 minimum grade fuel.
When optional long range
city of each tank is 21 gallons.
FUEL
TANK
installed,
The capaare
tanks
the capacity of each tank is 26 gallons.
FUEL STRAINER:
Before the first
strainer drain
possible water
strainer drain
is a possibility
fuel tank sump
be removed
to
flight of the day and after each refueling,
pull out fuel
knob for about four seconds, to clear fuel strainer of
and sediment.
Release drain knob, then check that
is closed after draining.
If water is observed,
there
that the fuel tank sumps contain water.
Thus, the
drain plugs and fuel selector valve drain plug should
check for the presence of water.
OIL DIPSTICK:
on less than 6 quarts.
Check oil level before each flight.
Do not operate
fill to 7 quart level for norTo minimize
loss of oil through breather,
fill to 8 quarts.
mal flights of less than 3 hours.
For extended flight,
If optional oil filter is installed,
one additional quart is required
when
the filter element is changed.
OIL FILLER:
When preflight
check shows low oil level, service with aviation grade
engine oil; SAE 50 above 60°F, SAE 10W30 or SAE 30 at temperatures
from 0° to 70°F, and SAE 10W30 or SAE 20 at temperatures below
10°F. (Multi-viscosity
oil with a range of SAE 10W30 is recommendand lubrication
during warm-up
in cold
ed for improved
starting
Detergent or dispersant oil, conforming
to Lycoming Specweather.)
Your Cessna Dealer can supply
ification
No. 301E, must be used.
approved brands of oil.
NOTE
To promote faster ring seating and improved
oil control,
your Cessna was delivered
from the factory with straight
oil should
mineral
oil (non-detergent).
This "break-in"
or until
be used only for the first 50 hours of operation,
oil consumption has stabilized at which time it must be
replaced
with detergent
oiL
5-7
SERVICING INTERVALS CHECK LIST
FIRST 25 HOURS
After first 25
ENGINE OIL SUMP, OIL COOLER AND OIL FILTER
hours of operation,
drain engine oil sump and oil cooler and clean both the
and oil pressure screen.
oil suction strainer
If an optional
oil filter is
change filter element at this time. Refill sump with straight
installed,
mineral
oil (non-detergent)
and use until a total of 50 hours have accumuhas stabilized,
then change to detergent oil.
lated or oil consumption
--
EACH 50
HOURS
BATTERY
Check oftener (at least every 30 days)
Check and service.
if operating
in hot weather.
On airplanes not
ENGINE OIL SUMP, OIL COOLER AND OIL FILTER
drain the engine oil sump and oil
equipped with an optional oil filter,
and oil pressure
cooler and clean both the oil suction strainer
screen.
On the airplanes which have an optional oil filter, the oil change interval
may be extended
to 100-hour intervals providing the oil filter element is
changed at 50-hour
intervals.
Change engine oil at least every four months
Reduce intervals
even though less than 50 hours have accumulated.
for
prolonged
or when short flights
operation in dusty areas, cold climates,
and long idle periods result in sludging conditions.
Under extremely
CARBURETOR
AIR FILTER
Clean or replace.
dusty
conditions, daily maintenance
of the filter is recommended.
NOSE GEAR TORQUE LINKS
under dusty
Lubricate.
When operating
is recommended.
conditions, more frequent lubrication
--
--
--
--
EACH 100
HOURS
test and regap.
Clean,
SPARK PLUGS
Check and
BRAKE MASTER CYLINDERS
Check and fill.
SHIMMY DAMPENER
Disassemble
and clean.
FUEL STRAINER
Drain water
FUEL TANK SUMP DRAINS
VALVE DRAIN PLUG
FUEL SELECTOR
VALVE INLET SCREEN
SUCTION RELIEF
--
--
fill.
--
--
--
--
5-8
and sediment.
Drain water and sediment.
Clean.
(OPT)
--
SERVICING INTERVALS CHECK LIST
(Continued)
EACH 500
HOURS
ReReplace filter
VACUUM SYSTEM AIR FILTER
element.
(OPT)
place sooner if suction gage reading
drops to 4. 6 in. Hg.
WHEEL BEARINGS
Lubricate
at first 100 hours and at 500 hours
thereafter.
Reduce lubrication
interval
to 100 hours when operating in
dusty or seacoast areas, during periods of extensive
taxiing, or when
take-offs and landings are made.
numerous
--
--
AS REQUIRED
NOSE GEAR SHOCK
STRUT
--
Keep filled
with fluid
and inflated
to 45 psi.
5-9
OMERFOLLOEUP
SYSTÐ
system
to notify you
Your Cessna
Dealer has an owner follow-up
that applies to your Cessna.
when he receives
information
In addition, if you wish, you may choose to receive similar notification
A subscription
directly
from the Cessna Service Department.
card
to
is supplied
in your aircraft
file for your use, should you choose
request
this service.
Your Cessna
Dealer will be glad to supply
you with details concerning
these follow-up programs,
and stands
Department
to supply you with fast,
ready through his Service
efficient,
low cost service.
PUBLICATIONS
publications
Various
craft when delivered
and flight operation
from the factory.
aids are furnished in
These items are listed
e
OWNER'S MANUALS FOR YOUR
AIRCRAFT
ELECTRONICS
AND AUTOPILOT
e
CESSNA FLIGHT
SALES
GUIDE
AND SERVICE
(FLIGHT
DEALER
the
air-
below.
COMPUTER)
DIRECTORY
additional
publications,
plus many other supplies that are
The following
are available
from your Cessna Dealer.
applicable
to your aircraft,
*
MANUALS AND PARTS CATALOGS
SERVICE
AIRCRAFT
ENGINE AND ACCESSORIES
ELECTRONICS
AND AUTOPILOT
FOR YOUR
Your Cessna Dealer has a current
Customer
catalog of all available
are
Services
many of which he keeps on hand.
If supplies
Supplies,
not in stock,
your Cessna Dealer will be happy to order for you.
5-10
Jectioil fl
OPERATIONAL
DATA
pages are compiled
The operational
data shown on the following
from
and engine in good condition
and using
actual tests with the aírplane
piloting
technique and best power mixture.
You will find this data
average
a valuable
aid when planning your flights.
from the range chart usually
will be more
A power setting
selected
than a random setting, since it will permit you to estimate your
efficient
the charts and
fuel consumption
more accurately.
You will find that using
in overall
efficiency.
your Power Computer
will pay dividends
Cruise
and range performance
shown in this section
is based on flight
tests using a McCauley 1C172/MTM 7653 propeller.
Other conditions
of
Allowances
for fuel reserve,
the tests are shown in the chart headings.
take-offs, and climb, and variations
in mixture
leaning
headwinds,
technique should be made and are in addition to those shown on the chart.
Other indeterminate
engine and propeller
account for variations
metering-characteristics,
such as carburetor
and
turbulence
of the atmosphere
conditions,
may
range.
of 10¶ or more in maximum
variables
Remember
that the charts contained herein are based on standard
day
inpower,
and endurance
conditions.
For more precise
fuel consumption,
supplied
formation,
consult
the Cessna Flight Guide (Power Computer)
with your aircraft.
take into account
With the Flight Guide, you can easily
temperature variations
from standard at any flight altitude.
6-1
AIRSPEED
CORRECTION
TABLE
IAS
40
50
60
70
80
90
100 110 120 130 140
FLAPS
UP
CAS
55
58
65
72
82
91
101 110 120 129 139
FLAPS
DOWN
CAS 48
54
63
72
82
93
105
Figure
STALL
2300
LES.
GROSS
•
•
•
•
6-1.
POWER
SPEEDS,
CONDITION
0°
ANGLE
20°
FLAPS UP
57
FLAPS 10°
FLAPS 40°
OF
OFF
BANK
40°
60°
59
65
81
52
54
59
74
49
51
56
69
WEIGHT
SPEEDS
ARE
Figure
6-2
MPH,
6-2.
CAS
I
CD
68
63
58
2300
2000
1700
& 59°
ATSEA
520
355
215
755
530
340
920
680
470
1325
1005
720
1910
1485
1100
625
430
270
425
645
905
1255
920
630
GROUND
RUN
840
1085
82
79
77
2300
2000
1700
NOTES:
645
IAS
MPH
1.
2.
3.
76
79
81
IAS
MPH
&
1.9
2.2
610
825
2.6
FUEL
USED
FROLM
41°F
435
RATE OF
CLIMB
FT/MIN
AT 5000 FT.
73
76
79
IAS
MPH
FT.
570
380
230
765
535
345
Figure
6-3.
day
315
72
above standard
5000 ft.
2.9
155
75
3,6
22
RATE OF
CLIME
FT/MIN
78
IAS
MPH
4.4
6,3
11.5
FUEL
USED
FROM
15.000 FT. & 5°F
4.8
FUEL
USED
FROLM
AT
DATA
& 23°F
RATE OF
CLIMB
FT/MIN
AT 10,000
leaned for smooth operation
above
Flaps up, full throttle, mixture
Fuel used includes
warm up and take-off allowance.
10°F
For hot weather,
decrease
rate of climb 20 ft. /min. for each
temperature for particular
altitude.
1.0
1.0
1.0
RATE OF
GAL.
CLIME
OF FUEL
FT/MIN
USED
& 59°F
MAXIMUM RATE-OF-CLIMB
GROSS
WEIGHT
POUNDS
1095
820
575
595
1370
1040
745
2155
1685
1255
1120
1625
1250
910
810
3855
3110
2425
1955
1480
1565
1160
810
GROUND
RUN
32°F
TOTAL
TO CLEAR
50 FT OBS
AT 7500 FT.&
2480
TOTAL
TO CLEAR
50 FT OBS
41"F
WITH FLAPS UP
AT 5000 FT.&
Increase
distance
10% for each 25°F above standard temperature for particular
altitude.
For operation on a dry, grass runway,
distances
(both "ground run" and "total to clear
increase
50 ft, obstacle")
by 7°/c of the "total to clear 50 ft. obstacle"
figure.
780
570
385
435
290
175
0
10
20
1.
2.
1095
820
580
630
435
275
0
10
20
1040
750
505
865
615
405
0
10
20
1525
1170
850
GROUND
RUN
50°F
TOTAL
TO CLEAR
50 FT OBS
2500 FT.&
GROUND
RUN
AT
RUNWAY
DATA
HARD SURFACE
TOTAL
TO CLEAR
50 FT OBS
LEVEL
FROM
TAKE-OFF
DISTANCE
KNOTS
HEAD
WIND
AT SEA LEVEL
NOTES:
1AS
AT 50'
MPH
GROSS
WEIGHT
POUNDS
TAKE-OFF
CRUISE
& RANGE
PERFORMANCE
SKYHAWK
--
NOTE:
Maximum
cruise
standard
Model
for the Skyhawk
2500
RPM
2700
2600
2500
2400
2300
2200
5000
7500
86
79
72
65
58
52
134
129
2700
82
75
68
61
55
49
123
117
111
103
134
128
122
116
Zero Wind
1.ean Mixture
to
Cruise
75% power.
one MPH less than
GAL (NO
RESERVE)
48
speed
shown
GAL
(NO
for the
below
RESERVE)
ENDR.
RANGE
ENDR.
RANGE
HOUR
HOURS
MILES
HOURS
MILES
9.7
3.9
4.4
525
4.9
570
600
620
5.6
6.2
6.7
7.2
7.7
GAL
/
8.6
7.8
7.2
6.7
6.3
4.9
5.3
5.7
6.1
630
625
660
720
760
780
795
790
710
9.0
4.2
565
8.1
7.4
6.9
6.5
6.0
4.7
5.1
5.5
600
625
635
635
630
6.4
6.9
7.4
7.9
760
790
805
805
795
133
8.4
127
121
4.5
4.9
5.3
5.7
6.1
600
625
645
645
640
5.7
6.2
6.7
7.2
7.7
755
790
810
820
810
108
100
5.9
6.3
5.3
5.9
105
7.7
7.1
6.7
6.2
2300
70
67
61
55
49
129
125
118
110
100
7. 6
7.3
6.9
6.4
6.0
5.0
5.2
5.5
5.9
6.3
640
650
655
650
635
6. 3
6.5
7.0
7.5
8.0
820
830
825
800
2600
63
123
7.0
5.4
665
6.8
840
2650
2600
2500
2400
113
Figure
6-4
I.bs.
78
71
64
58
52
2700
2600
2500
2400
12,500
MPH
2600
2500
2400
2300
2200
2300
10, 000
% BHP
23oo
Conditions
-
38
.
Weight-
Standard
limited
is normally
172 is approximately
configurati
n.
TAS
ALT.
Gross
6-4.
810
I
en
NOTES:
1.
2.
LBS.
S.L
520
ROLL
GROUND
@
F
50'
1250
OBS.
TO CLEAR
TOTAL
& 59°
-
560
ROLL
GROUND
.
@ 2500 ft.
F
50'
1310
OBS.
TO CLEAR
TOTAL
& 50°
-
Reduce
Figure
6-5.
10¶ for each 5 knot headwind.
landing distance
on a dry, grass runway,
increase
distances
(both
For operation
obstacle") by 20¶ of the "total to clear 50 ft, obstacle" figure.
69
IAS
MPH
WEIGHT
2300
APPROACH
GROSS
LANDING DATA
5000
"ground roll"
605
ROLL
GROUND
@
F
OBS.
7500
50 ft,
650
ROLL
GROUND
@
and "total to clear
1385
50'
TO CLEAR
TOTAL
ft. & 41°
LANDING DISTANCE ON HARD SURFACE RUNWAY
40° FLAPS
POWER
OFF
NO WIND
OBS.
1455
50'
TO CLEAR
TOTAL
ft, & 32° F
e
MAXIMUM
o
80 0 0
------
GLIDE
-------
-
SPEED 80 MPH (IAS)
OPROPELLER
WINDMILLING
O FLAPS UP
O ZERO WIND
--
---
-
4000
20000
I
O
10
5
GROUND
DISTANCE
Figure
6-6
6-6.
15
(STATUTE MILES)
20
Secties 7//
OPTIONAL
This
section
contains
a description,
SYSTEMS
operating
procedures,
and per-
data (when applicable) for some of the optional equipment
which
Owner's Manual Supplements
may be installed
in your Cessna.
are provided to cover operation
of other optional equipment
systems when installed in your airplane.
Contact your Cessna Dealer for a complete
list
of available optional equipment.
formance
LONG RANGE FUELTANKS
to replace the
Special wings with long range fuel tanks are available
endurance
and range.
When
wings and fuel tanks for greater
these tanks are installed,
the total usable fuel for all flight conditions is
48 gallons.
standard
COLD WEATHER EQUIPMENT
WINTERIZATION
KIT.
For continuous
in temperatures consistently
operation
below 20°F,
from your Cessna
the Cessna winterization
kit, available
Dealer,
should
to improve engine operation.
The kit consists
be installed
of a large
baffle which attaches to the lower cowling, a baffle partially
covering the
breather
line.
for the crankease
Once installed,
oil cooler, and insulation
breather
is approved
for permanent
use in both
the crankcase
insulation
cold and hot weather.
7-1
SERVICE PLUG RECEPTACLE.
GROUND
to permit use of an
A ground service
may be installed
plug receptacle
for cold weather
and during lengthy mainexternal
power source
starting
system
(with the exception
of electenance work on the airplane electrical
tronic equipment).
NOTE
Electrical
power for the airplane
electrical
circuits
is provided through a split bus bar having all electronic
circuits
on one side of the bus and other electrical
circuits
on the
When an external
other side of the bus.
power source is
opens the circuit
to
connected,
a contactor
automatically
the electronic
portion of the split bus bar as a protection
equipagainst damage to the transistors in the electronic
Therefrom the power source.
ment by transient voltages
power source can not be used as a source
fore, the external
components.
of power when checking electronic
Just
tery
before
cart),
connecting
the
master
power source (generator type or batan external
switch should be turned "ON."
plug receptacle
incorporates
The ground service
circuit
a polarity
reversal
protection.
Power from the external
power source
will flow only
connected
to the airplane.
if the ground service
plug is correctly
If the
plug is accidentally
connected
no power will flow to the airbackwards,
system, thereby preventing
any damage to electrical
plane's
electrical
equipment.
and external
power circuits
have been designed to comthe 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
turnand an external
power source applied,
so that with a "dead" battery
switch "ON" will close the battery
contactor.
ing the master
The battery
pletely eliminate
STATIC PRESSURE ALTERNATE SOURCE
A static pressure
for use when
system
7-2
alternate
source
external
static
the
valve
VALVE.
may be installed
source. is malfunctioning.
in
the static
instrument
readings
are suspected
due to water or ice
If erroneous
the static pressure
alternate
static pressure
lines,
source valve
from the cabin.
should be opened, thereby supplying static pressure
will vary, however,
with open cabin ventilators
or winCabin pressures
combinations
will result in airspeed and altiThe most adverse
dows.
of no more than 2 MPH and 15 feet, respectively.
meter variations
in
the
RADIO SELECfOR SWITCHES
RADIO
SELECTOR SWITCH OPERATION.
equipment
Operation
of the radio
is normal
radio manuals.
When more than one radio
system
The operation
is necessary.
switching
described below.
tive
RADIO
SELECTOR
as covered
in the respecis installed,
an audio
system
of this switching
SWITCHES
AUTOPILOT-OMNI
1
®©©©©©
O
2
TRANS
SWITCH
SPEAKER
,
COM
1
NAV
1
CC M
*
is
NAV
2
PHONES
,
2
DME
ADF
'
i
.
2
OMN1
SPEAKER-PHONE
(TYPICAL)
SWITCH
SPEAKER-PHONE
SWITCHES
CONTROL
FUNCTION
OF COMMUNICATION
AND
NAVIGAllON
EQUIPMENT
IN RADIO
PANEL
STACK ON INSTRUMENT
TRANSMITTER
SELECTOR
SWITCH
Figure
7-1.
7-3
TRANSMITTER
SELECTOR SWITCH.
transmitter selector switch, labeled "TRANS, " has two positions.
When two transmitters
are installed,
it is necessary
to switch the microphone to the radio unit the pilot desires to use for transmission.
This is
accomplished
by placing the transmitter selector switch in the position
corresponding
to the radio unit which is to be used.
The up position
selects
the upper transmitter and the down position selects the lower
transmitter.
The
provides
The installation
certain
audio
of Cessna radio equipment
back-up
switch functions that the
and transmitter selector
capabilities
pilot should be familiar with.
When the transmitter selector
switch is
trans1 or 2, the audio amplifier of the corresponding
placed in position
ceiver
is utilized
to provide the speaker audio for all radios.
If the audio
amplifier
transceiver fails, as evidenced by loss of speaker
in the selected
audio for all radios,
place the transmitter selector
switch in the other
transceiver position.
Since an audio amplifier is not utilized
for headphones,
amplifier will not affect headphone
a malfunctioning
operation.
SPEAKER PHONE
SWITCHES.
switches determine whether the output of the
The speaker-phone
receiver
in use is fed to the headphones
or through the audio amplifier
Place the switch for the desired receiving
system
either
to the speaker.
for speaker
operation
or in the down position
for headin the up position
phones.
AUTOPILOT-OMNI
SWITCH.
autopilot
with two compatible
omni
When a Nav-O-Matic
is installed
switch is utilized.
This switch selects
the
an autopilot-omni
receivers,
omni receiver
to be used for the omni course sensing function of the autopilot.
selects
the upper omni receiver
The up position
in the radio panel
stack and the down position selects the lower omni receiver.
7-4
WING LEVELER
to augment the lateral stability of the
A wing leveler may be installed
airplane.
The system
uses the Turn Coordinator for roll and yaw sensing.
vacuum pump,
Vacuum pressure,
from the engine-driven
is routed from
servo units attached
to the aileron
the Turn Coordinator to cylinder-piston
As the airplane deviates from a wing level attitude,
control system.
or relieved
in the servo units is increased
vacuum pressure
as needed to
actuate the ailerons to oppose the deviations.
A separately
mounted push-pull
control knob, labeled
"WING LVLR, "
on the left side of the instrument
panel to turn the system on
is provided
is used
and off. A "ROLL TRIM" control knob on the Turn Coordinator
for manual roll trim control to compensate
for asymmetrical
loading of
fuel and passengers,
and to optimize system performance
in climb, cruise
and let-down.
OPERATING
CHECK LIST
TAKE-OFF.
(1) "WING LVLR"
Control
Knob
Check in off position
--
(full in).
CLIMB.
(1)
Adjust
(2)
(3)
"WING LVLR"
"ROLL
elevator
TRIM"
trim
Control
Control
for climb.
Knob
Pull control knob "ON. "
Knob
Adjust for wings level attitude.
--
--
CRUISE.
(1)
Adjust power
(2)
"ROLL
TRIM"
trim for level flight.
and elevator
Adjust as desired.
Control Knob
--
DESCENT.
trim for desired speed
(1) Adjust power and elevator
descent.
Adjust as desired.
(2) "ROLL TRIM" Control Knob
--
and rate
of
LANDING.
(1) Before
position.
landing,
push
"WING LVLR"
EMERGENCY
control
knob full
in
to the
off
PROCEDURES
should occur, the system is easily overpowered
with
If a malfunction
The system
pressure
on the control wheel.
should then be turned off. In
the wing leveler will autothe event of partial or complete vacuum failure,
become inoperative.
used with
However,
the Turn Coordinator
matically
the wing leveler system will not be affected by loss of vacuum since it is
designed
with a "back-up"
system
enabling
from either vacit to operate
power in the event of failure of one of these sources.
uum or electrical
OPERATING
NOTES
(1) The wing leveler system may be overpowered
at any time without
for extended periods
of maneuvering
it may
damage or wear.
However,
to turn the system off.
be desirable
(2) It is recommended
that the system not be engaged during take-off
servo forces
and landing.
Although the system can be easily overpowered,
especially
alter the manual "feel" of the aileron
control,
could significantly
occur.
should a malfunction
7-6
TRUE AIRSPEED INDICATOR
indicator
is available
to replace the standard airin your airplane.
The true airspeed indicator
indicator
has a calirotatable
ring which works in conjunction with the airspeed indidial in a manner similar
to the operation of a flight computer.
A true airspeed
speed
brated
cator
rotate ring until pressure
TO OBTAIN TRUE AIRSPEED,
Fahrenheit.
is aligned with outside air temperature in degrees
read true airspeed on rotatable
ring opposite airspeed needle.
altitude
Then
NOTE
altitude
should not be confused with indicated
set barometric
To obtain pressure
altitude,
scale on altimeter to "29.92" and read pressure
altitude
Be sure to return
altimeter barometric
on altimeter.
altiscale to original barometric
setting after pressure
tude has been obtained.
Pressure
altitude.
FUEL TANK QUICK-DRAIN
VALVE KIT
Two fuel tank quick-drain
valves and a fuel sampler
cup are available
as a kit to facilitate daily draining and inspection
of fuel in the main tanks
The valves replace
for the presence
of water and sediment.
existing
fuel
tank drain plugs located at the lower inboard area of the wing. The fuel
sampler cup, which may be stowed in the map compartment,
is used to
drain the valves.
The sampler cup has a probe in the center
of the cup.
into the hole in the bottom of the drain valve
When the probe is inserted
and pushed upward,
fuel flows into the cup to facilitate
visual inspection
As the cup is removed,
the drain valve seats, stopping the
of the fuel.
flow of fuel.
OIL QUICK-DRAIN VALVE
An oil quick-drain valve is optionally offered to replace
the drain
plug in the oil sump drain port.
The valve provides a quicker and cleaner method of draining engine oil. To drain the oil with this valve installed, slip a hose over the end of the valve, route the hose to a suitable
container, then push upward on the end of the valve until it snaps into the
open position.
Spring clips will hold the valve open. After draining, use
or suitable tool to snap the valve into the extended (closed)
a screwdriver
position and remove the drain hose.
CARBURETOR AIR TEMPERATURE GAGE
air temperature gage may be installed
in the airplane
carburetor
The gage is marked
with a
icing conditions.
yellow are between
and +5°C. The yellow are indicates
the carburetor temperature range where carburetor
icing can occur;
a placard on
the gage reads "KEEP NEEDLE OUT OF YELLOW ARC DURING POSSI-
A carburetor
to help detect
-15°
BLE ICING CONDITIONS. "
Visible moisture
or high humidity
can cause carburetor
ice formation,
Under cruising
especially in idle or low power conditions.
conditions, the
formation of ice is usually slow, providing time to detect the loss of RPM
caused by the ice. Carburetor
icing during take-off is rare since the fullopen throttle condition is less susceptible to ice obstruction.
If the carburetor
are during potential
air temperature gage needle moves into the yellow
carburetor
or there is an unexicing conditions,
plained drop in RPM, apply full carburetor
the
heat. Upon regaining
original RPM (with heat off), determine by trial and error the minimum
amount of carburetor
heat required
for ice-free
operation.
NOTE
Carburetor
heat should not be applied during take-off
to obtain smooth engine
absolutely necessary
(usually
in sub-zero
acceleration
temperatures).
unless
7-8
INDEX
ALPHABETICAL
A
After Landing,
Air
Filter,
Before
Before
Before
1-4
before
file,
entering,
5-6
magneto
warm-up,
Brake Master
1-1
Engine,
1-1
Take-Off, 1-2, 2-7
2-7
alternator
check,
5-8
Carburetor,
Aircraft,
1-4
Landing,
Starting
2-7
check,
2-7
Cylinders,
5-8
5-1
ground handling,
inspection
service-periods,
5-5
lubrication
and servicing,
5-7, 5-8
5-1
mooring,
1-6
registration
number,
1-4
securing,
6-2
Correction
Airspeed
Table,
4-3
Indicator
Airspeed
Markings,
7-7
Airspeed Indicator,
True,
4-3
Airspeed
Limitations,
2-4
Alternator,
2-7
check,
Alternator
Field Circuit
Breaker,
2-3, 2-4
5-3
Aluminum
Surfaces,
1-6, 2-3, 2-4
Ammeter,
4-1
Authorized
Operations,
Autopilot
Control
Unit, 1-6
Baggage,
Weight,
inside
front
cover
Balked Landing,
1-4, 2-13
2-4, 5-8
Battery,
2-4
Contactor,
Battery
2-5
Beacon,
Flashing,
1-1
Before Entering
Airplane,
1-6
Cabin Air and Heat Controls,
Cabin Heating,
and
Ventilating
2-5
System,
Defrosting
Capacity,
2-1
fuel, inside covers,
oil, inside covers
2-2
Carburetor,
5-8
air filter,
air temperature
4-4, 7-8
heat
control,
gage,
1-6,
1-6
Care,
5-2, 5-3
exterior,
5-4
interior,
5-3
propeller,
Center of Gravity
Moment
4-7
Envelope,
2-7
Magneto,
Check,
1-6
Cigar Lighter,
Circuit
Breakers
and Fuses,
2-3, 2-4
Climb,
1-3, 2-10
data, 2-10, 6-3
maximum
performance,
1-3
normal,
1-3, 2-10
speeds,
Clock,
1-6,
1-3
2-4
Index-1
7-1
Cold Weather Equipment,
ground service receptacle,
2-4, 7-2
alternate
static pressure
source valve,
1-6, 7-2
winterization
kit, 7-1
2-13
Cold Weather Operation,
2-15
flight operations,
2-13
starting,
Control Wheel Map Light, 2-5
1-6
Compass,
Magnetic,
1-6
Compass
Correction
Card,
6-2
Correction
Airspeed,
Table,
2-13
Crosswind Landing,
Crosswind Take-Offs,
Cruise Performance,
Cruise Performance,
2-11
Cruising,
1-3, 2-11,
2-10
6-4
Optimum,
6-4
3-4
Ditching,
Drain Plug, Fuel Selector
5-8
Drain Plugs, Fuel Tank,
5-8
E
Electrical
Power Supply System
3-1
Malfunctions,
3-1
excessive
rate of charge,
insufficient
rate of charge,
3-2
2-3
Electrical
System,
alternator,
ammeter,
battery,
battery
D
Valve,
circuit
1-6,
eioek,
control
2-4
1-6, 2-3,
2-4, 5-8
contactor,
breakers
2-3,
2-4
2-4
2-4
and fuses,
2-4
wheel
map
light,
2-4,
2-5
Data,
climb,
2-10,
6-5
landing,
6-3
take-off, 6-3
Diagram,
2-4
system,
inspection,
iv
fuel system, 2-2
principal
ii
dimensions,
electrical
exterior
taxiing, 2-8
ii
Dimensions,
Principal,
Dipstick,
Oil, 5-7
3-4
Disorientation
In Clouds,
emergency let-downs through
3-5
clouds,
180°
executing a
turn in
3-5
clouds,
from a spiral dive,
recovery
3-6
Index-2
beacon, 2-5
ground service plug receptacle,
2-4, 7-4
ignition switch, 1-6, 2-4
2-5
landing lights,
flashing
2-4
magnetos,
master
switch,
1-6, 2-3,
2-4
regulator,
reverse
polarity
contactor,
2-4, 6-2
2-4
schematic,
2-4
split bus contactor,
2-4
starter,
2-4
starter contactor,
switches,
2-4
1-6
Elevator
Trim Control Wheel, 1-6
Emergency
Landing without Engine
3-3
Power,
Emergency
Clouds,
Let-Downs
3-5
Through
Fuel
Fuel
inside front cover
Empty Weight,
Engine,
inside front cover
1-1
before starting,
4-3
instrument
markings,
oil cooler and oil
oil sump,
filter, 5-8
4-3
operation limitations,
2-2
primer,
spark plugs, 5-8
1-2, 2-6, 2-13
starting,
Envelope, Center of Gravity Moment, 4-7
Equipment,
Cold Weather, 7-1
Excessive
Rate
Executing
3-5
Exterior
Exterior
2-2
fuel tank sump drains,
5-7,
5-8
fuel tank quick-drain
valve
kit, 7-7
mixture
a
of Electrical
primer,
schematic,
180°
Care,
control
Turn
5-2,
Inspection
in Clouds,
5-3
Diagram,
selector
selector
1-6,
knob,
2-2
3-1
Charge,
and Oil Gages,
1-6, 4-3
2-1
System,
inside covers
capacity,
2-2
carburetor,
carburetor
air temperature
gage, 1-6, 4-4, 7-8
7-1
fuel tanks (long range),
fuel tanks (standard),
2-1,
2-2
2-2
2-1, 2-2
valve,
1-6,
valve
drain
5-8
plug,
1-6
selector valve handle,
specification
and grade,
inside back cover, 5-7
2-2, 5-8
strainer,
iv
5-7
tank fillers,
throttle, 1-6, 2-2
5-6
File, Aircraft,
3-6
Fires,
electrical
fire in flight, 3-7
engine fire during start on
ground, 3-6
engine fire in flight, 3-7
Flap Switch, Wing, 1-6
2-5
Flashing
Beacon,
2-4
Flight Hour Recorder,
3-8
Flight in Icing Conditions,
1-6
Flight Instrument
Group,
5-4
Flyable Storage,
3-3
Forced
Landings,
Fuses
and Circuit
2-3, 2-4
6-6
Glide, Maximum,
Gross Weight, inside front
5-1
Ground Handling,
Ground Service Receptacle,
cover
7-2
ditching, 3-4
emergency landing
without
3-3
engine power,
precautionary
landing with
3-3
engine power,
1-6,
Breakers,
2-4,
H
Handle,
Handling
Fuel Selector Valve,
Airplane
on Ground,
1-6
5-1
Index-3
Heating,
Ventilating and Defrosting
System,
Cabin, 2-5
1-6
control knobs,
2-15
Hot Weather Operation,
Hydraulic
Fluid Specification,
inside back cover
Limitations,
Engine
4-3
Operation,
Load, Useful, inside front cover
4-6
Loading Graph,
4-5
Loading Problem,
Sample,
7-1
Long Range Fuel Tanks,
3-3
Low Oil Pressure,
Lubrication
and Servicing
5-7
Procedures,
I
Ignition/Starter
Switch, 1-6, 2-4
Diagram, Exterior,
iv
5-5
Service,
Periods,
Inspection
Inspection
Instrument
4-3
airspeed,
engine, 4-3
1-6
Instrument Panel,
Instrument Space, 1-6
Insufficient
Rate of Electrical
Charge, 3-2
Interior
Care, 5-4
1-6
Magnetic
Compass,
2-4
Magnetos,
2-7
check,
3-2
malfunction,
Normal
Category,
Maneuvers,
4-1
4-2
Maneuvers,
Utility Category,
1-6
Map Compartment,
Map Light, Control Wheel, 2-5
Marker
Beacon Indicator
Lights
1-6
and Switches,
Markings,
Instrument,
L
Landing,
inside
front cover,
2-12
after, 1-4
balked, 1-4, 2-13
before, 1-4
2-13
crosswind,
data, 6-5
lights, 2-5
1-4, 2-12
normal,
short field, 2-12
Let Down, 1-3
Light,
flashing beacon, 2-5
landing, 2-5
4-3
Limitations,
Airspeed,
Index-4
M
Markings,
airspeed,
1-4,
4-3
4-3
engine,
5-8
Master
Cylinders,
Brake,
Master
1-6, 2-3, 2-4
Switch,
Maximum
Glide, 6-6
Performance
Maximum
Climb,
1-3
Performance
Take-Off,
1-2
Maximum Rate-of-Climb
Data, 6-3
1-6
Microphone,
Rear View, 1-6
Mirror,
Mixture
Control Knob, 1-6, 2-2
Center of
Moment Envelope,
Gravity, 4-7
5-1
Mooring Your Airplane,
Maximum
N
Normal
Normal
Normal
Category,
Parking
Maneuvers,
4-1
Climb, 1-3
Landing, 1-4, 2-12
Normal Take-Off, 1-2
Nose Gear,
shock strut, inside back
cover, 5-9
torque
links,
5-8
Power
gage, 4-3
switch, 2-4
quick-drain valve, 7-8
specification and grade,
inside back cover, 5-7
temperature gage, 4-3
Operating Limitations,
Engine,
4-3
Operation, Cold Weather, 2-13
2-13
starting,
2-15
flight operations,
Operation, Hot Weather, 2-15
4-1
Operations Authorized,
Optimum Cruise Performance,
2-11
Owner Follow-Up System, 5-10
Surfaces,
5-2
inside
front
with En-
2-2
ii
cover
5-3
1-6
Selector Switches, 1-6, 7-3
autopilot-omni
7-3,
switch,
7-4
7-3
operation,
speaker-phone
switches, 7-3,
7-4
transmitter selector switch,
7-3, 7-4
Range, inside front cover
Range and Cruise Performance,
6-4
Rate of Climb, inside front cover,
6-3
1-6
Rear View Mirror,
Ground Service, 2-4,
Receptacle,
7-2
Recovery From a Spiral Dive,
3-6
1-6
Registration
Number,
Regulator, Voltage, 2-4
Reverse Polarity
Contactor, 2-4,
7-2
Rough Engine Operation Or Loss
of Power, 3-2
3-3
low oil pressure,
3-2
magneto
malfunction,
spark plug fouling, 3-2
Radio,
covers
5-8
filter,
5-7
oil filler and dipstick,
oil sump, oil cooler and oil
5-8
filter,
Painted
1-6
R
1-6
pressure
Loading,
Precautionary
Landing
gine Power, 3-3
Primer,
Engine,
1-6,
Principal
Dimensions,
Propeller,
inside front
care,
pressure
Handle,
1-6
cover
O
Oil and Fuel Gages,
Oil System,
capacity, inside
Brake
Phone Jack,
Radio
Index-5
System,
cabin
Sample Loading
Secure Aircraft,
Problem,
4-5
1-4
Valve,
Fuel, 2-2
Service Ceiling,
inside front cover
Check List, 5-8
Servicing Intervals
and Lubrication
Servicing
5-7
Procedures,
Requirements
Table,
Servicing
inside back cover
5-8
Shimmy Dampener,
Shock Strut, Nose Gear, 5-9, inside back cover
2-12
Short Field Landing,
Spark Plugs, 5-8
3-2
fouling,
Selector
Specification and Grade,
fuel, inside back cover
hydraulic fluid, inside back
cover
oil, inside
back
cover
Specifications
Performance,
inside front cover
Speed, inside front cover
1-3, 2-10, 6-3
Speeds, Climb,
2-4
Split Bus Contactor,
6-2
Stall Speeds Chart,
2-12
Stalls,
Stall Speed, inside front cover
Starter, 2-4
2-4
Starter Contactor,
1-6
Starter/Ignition
Switch,
1-2, 2-6, 2-13
Starting Engine,
Static Pressure
Alternate Source
Valve, 1-6, 7-2
5-4
Storage, Flyable,
2-2, 5-7, 5-8
Strainer,
Fuel,
Suction Gage, 1-6
Suction Relief Valve Inlet Screen,
5-8
Surfaces,
aluminum, 5-2
5-2
painted,
-
Index-6
heating/ventilation,
electrical,
fuel, 2-1
owner
2-5
2-3
follow-up,
5-10
1-6, 4-4
Take-Off, inside front cover,
2-9
before, 1-2, 2-7
2-10
crosswind,
data, 6-3
Tachometer,
1-2,
1-2
performance,
1-2
performance
charts, 2-10
power check, 2-9
2-9
wing flap settings,
2-7
Taxiing,
2-8
diagram,
Throttle,
1-6, 2-2
Tire Pressures,
inside back cover
Torque Links,
Nose Gear, 5-8
1-6
Transponder,
7-7
True Airspeed Indicator,
maximum
normal,
U
Useful
Utility
Load, inside front cover
4-2
Category,
Maneuvers,
Vacuum System Air Filter,
5-9
Vacuum System Oil Separator,
2-2
Valve, Fuel Selector,
2-4
Voltage Regulator,
W
Weight,
baggage,
inside front cover
inside front cover
empty,
gross,
inside front cover
5-8
4-4
Weight and Balance,
loading graph, 4-6
4-7
moment envelope,
4-5
sample loading problem,
5-9
Wheel Bearings,
5-2
Windshield
and Windows,
1-6
Wing Flap Position
Indicator,
1-6
Wing Flap Switch,
wing uveier,
emergency
operating
operating
Wing loading,
Winterization
7-6
7-6
procedures,
check list, 7-5
7-6
notes,
inside front cover
Kit, 7-1
Index-7
WARRANTY
each new aircraft
Company ('Uessna")
warrants
manufactured
The Cessna Aircraft
equipment,
and service
accessories
parts as are sold
by it and such new aircraft
through its Commercial Aircraft Marketing Division to be free from defects in material
for a period of six (6) months after
under normal use and service
and workmanship
or first user in the case of aircraft,
aircraft
delivery to the original retail purchaser
(except Cessna-Crafted
Electronics
equipment and accessories
as herein defined) and
service parts therefor, and for a period of one (1) year after such delivery in the case
(which term includes all communication,
of Cessna<rafted
Electronics
navigation
and autopilot systems
bearing the name "Cessna",
to the
beginning
at the connection
micro"black boxes",
electrical
system (bus bar) and including
aircraft
antennas,
phones, speakers
and other components
and associated
wiring but excluding gyro inused in connection with autopilot and navigation systems)
struments
and service parts
therefor.
under this warranty
Cessna's
obligation
at its
is limited to repairing
or replacing,
six (6) or twelve (12) months
option, any part or parts which, within the applicable
period as above set forth, shaH be returned transportation charges prepaid to Cessna
at Wichita, Kansas, or to any Cessna appointed or Cessna Distributor
appointed dealer
authorized by such appointment to sell the aircraft,
and service
equipment, accessories
satisparts
of the type involved and which upon examination
shall disclose to Cessna's
for
period is not established
faction to have been thus defective.
(A new warranty
Replacements
are warranted for the remainder
replacements.
six (6)
of the applicable
or twelve (12) months original warranty period.)
of defecThe repair or replacement
tive parts under this warranty
will be made by Cessna or the dealer without
charge for
installation
and/or actual repair of such defective parts.
parts, or labor for removal,
(Locations
of such dealers will be furnished by Cessna on request.)
The provisions
do not apply to any aircraft,
accessories
of this warranty
equipment,
Cessna-Crafted
or service
parts therefor manufactured
or sold
Electronics)
(including
by Cessna which have been subject to misuse,
negligence,
or accident,
or which shall
have been repaired
or altered
outside of Cessna's
factory in any way so as in the
nor
judgment of Cessna to affect adversely
its performance,
stability and reliability,
to normal maintenance
services
(such as engine tune up, cleaning,
control rigging,
brake and other mechanical
maintenance
adjustments,
inspections,
etc.) and the
items
(such as spark plugs, brake
replacement
of service
hoses,
linings,
filters,
with such services or required
belts, tires, etc.) made in connection
as maintenance,
nor to normal deterioration
of soft trim and appearance
items
(such as paint, upholdue to wear and exposure.
etc
stery, rubber-like
items,
)
THIS WARRANTY18 EKPRESSLY IN LIEU OF ANY UTHER WARRANTIES, EXPRESSED
OR IMPLIED
IN FACT OR BY LAW, INCLUDING
ANY IMPLIED WARRANTY OF
MERCHANTABILITY
OR FITNESS FOR A PARTICULAR
AND OF ANY
PURPOSE,
UTHER OBLIGATION OR LIABILITY ON THE PART OF CESSNA TO ANYONE OF ANY
NATURE WHATSOEVER
BY REASON OF THE MANUFACTURE
AND/OR SALE OR
THE USE OF SUCH AIRCRAFT
INCLUDING LIABILITY FOR CONSEPRODUCTS,
QUENTIAL OR SPECIAL
AND CESSNA NEITHER ASSUMES NOR AUDAMAGES,
THORIZES ANYONE TO ASSUME FOR IT ANY OTHER OBLIGATION OR LIABILITY
IN CONNECTION WITH SUCH AIRCRAFT
PRODUCTS.
SERVICING REQUIREMENTS
FUEL:
AVIATION
CAPACITY
CAPACITY
ENGINE
OIL:
AVIATION
80/87 MINIMUM GRADE
GRADE
21 GALLONS
EACH STANDARD TANK
26 GALLONS
EACH LONG RANGE TANK
--
--
--
GRADE
--
SAE 50 ABOVE 60°F
0°
SAE 10W30 or SAE 30 BETWEEN
and 70°F
SAE 10W30 OR SAE 20 BELOW 10°F
(MULTI-VISCOSITY
OIL WITH A RANGE OF SAE 10W30 IS
RECOMMENDED
FOR IMPROVED STARTING
AND LUBRIDETERCATION DURING WARM-UP IN COLD WEATHER.
GENT OR DISPERSANT
OIL, CONFORMING
TO LYCOMING
SPECIFICATION
NO. 301E, MUST BE USED.)
CAPACITY
OF ENGINE SUMP
8 QUARTS
(DO NOT OPERATE
ON LESS THAN 6 QUARTS. TO
MINIMIZE
LOSS OF OIL THROUGH BREATHER,
FILL
TO 7 QUART LEVEL FOR NORMAL FLIGHTS OF LESS
THAN 3 HOURS. FOR EXTENDED
FILL TO
FLIGHT,
IF OPTIONAL
OIL FILTER
8 QUARTS.
IS INSTALLED,
ONE ADDITIONAL
QUART IS REQUIRED
WHEN THE
FILTER
ELEMENT
IS CHANGED.)
--
HYDRAULIC
FLUID:
MIL-H-5606
HYDRAULIC FLUID
TIRE
PRESSURES:
NOSE WHEEL
MAIN WHEELS
-----------
----------
26 PSI ON 5. 00 X 5 TIRE
26 PSI ON 6. 00 X 6 TIRE
24 PSI ON 6.00 X 6 TIRES
GEAR SHOCK STRUT:
KEEP FILLED WITH FLUID AND INFLATED
NOSE
TO 45 PSL
ESSNA
TAKE YOUR
CESSNA
HOME
FOR SERVlCE AT THE SIGN
OF THE CES5dA
SHLELD".
CESSNA
AIRCRAFT COMPANY
WICHITA,
KANSAS
">