Model 162 - Cessna Flight Training
Model 162
Serials 16200001 and On
SERIAL NUMBER
REGISTRATION NUMBER
This publication includes the material required to be furnished to the pilot by ASTM F2245.
COPYRIGHT © 2009
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA
162PHUS-02
ORIGINAL ISSUE - 22 JULY 2009
REVISION 2 - 26 APRIL 2010
U.S.
CESSNA
MODEL 162
GARMIN G300
INTRODUCTION
PILOT’S OPERATING HANDBOOK
AND
FLIGHT TRAINING SUPPLEMENT
CESSNA MODEL 162
SERIALS
16200001 AND ON
ORIGINAL ISSUE - 22 JULY 2009
REVISION 2 - 26 APRIL 2010
PART NUMBER: 162PHUS-02
162PHUS-02
U.S.
i/ii
CESSNA
MODEL 162
GARMIN G300
INTRODUCTION
CONGRATULATIONS
Congratulations on your purchase and welcome to Cessna ownership!
Your Cessna has been designed and constructed to give you the most
in performance, value and comfort.
This Pilot’s Operating Handbook has been prepared as a guide to help
you get the most utility from your airplane. It contains information about
your airplane’s equipment, operating procedures, performance and
suggested service and care. Please study it carefully and use it as a
reference.
The worldwide Cessna Organization and Cessna Customer Service
are prepared to serve you. The following services are offered by each
Cessna Service Station:
• THE CESSNA AIRPLANE WARRANTIES, which provide coverage
for parts and labor, are upheld through Cessna Service Stations
worldwide. Warranty provisions and other important information are
contained in the Customer Care Handbook supplied with your
airplane. The Customer Care Card assigned to you at delivery will
establish your eligibility under warranty and should be presented to
your local Cessna Service Station at the time of warranty service.
• FACTORY TRAINED PERSONNEL to provide you with courteous,
expert service.
• FACTORY APPROVED SERVICE EQUIPMENT to provide you
efficient and accurate workmanship.
• A STOCK OF GENUINE CESSNA SERVICE PARTS are available
when you need them.
• THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING
CESSNA AIRPLANES. Cessna Service Stations have all of the
current Maintenance Manuals, Illustrated Parts Catalogs and
various other support publications produced by Cessna Aircraft
Company.
A
Cessna
Service
www.cessnasupport.com.
Station
locator
is
available
at
We urge all Cessna owners/operators to utilize the benefits available
within the Cessna Organization.
162PHUS-01
U.S.
iii
INTRODUCTION
CESSNA
MODEL 162
GARMIN G300
PERFORMANCE - SPECIFICATIONS
*SPEED:
Maximum at Sea Level . . . . . . . . . . . . . . 118 KNOTS (218.5 km/hr)
Cruise, 69% Power at 6000 Feet. . . . . . . 109 KNOTS (201.9 km/hr)
CRUISE: Recommended lean mixture with fuel allowance for engine
start, taxi, takeoff, climb and 30 minutes reserve.
RANGE:
69% Power at 6000 Feet . . . . . . . . . . . . . . . . . . . . . Range - 360 NM
24 Gallons Usable Fuel . . . . . . . . . . . . . . . . . . . Time - 3.30 HOURS
RATE OF CLIMB AT SEA LEVEL . . . . . . . . . . . 880 FPM (268.2 mpm)
SERVICE CEILING . . . . . . . . . . . . . . . . . . . . 14,625 FEET (4457.7 m)
TAKEOFF PERFORMANCE AT SEA LEVEL:
Ground Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . 640 FEET (195.1 m)
Total Distance Over 50 Foot Obstacle . . . . . . . 1138 FEET (346.9 m)
LANDING PERFORMANCE AT SEA LEVEL:
Ground Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . 671 FEET (204.6 m)
Total Distance Over 50 Foot Obstacle . . . . . . . 1369 FEET (417.3 m)
STALL SPEED:
Flaps UP, Power Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 KIAS
Flaps FULL, Power Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 KIAS
NOTE
* Speed performance is shown for airplanes not equipped
with the optional speed fairings. Airplanes equipped with
optional speed fairings will notice a increase in speeds by
approximately 2 knots. There is a corresponding difference
in range, while all other performance figures are
unchanged when speed fairings are installed.
The above performance figures are based on airplane weights at 1320
pounds (598.7 kg), standard atmospheric conditions, level, hardsurfaced dry runways and no wind. They are calculated values derived
from flight tests conducted by Cessna Aircraft Company under carefully
documented conditions and will vary with individual airplanes and
numerous factors affecting flight performance.
(Continued Next Page)
iv
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
INTRODUCTION
PERFORMANCE - SPECIFICATIONS (Continued)
MAXIMUM WEIGHT:
Ramp. . . . . . . . . . . . . . . . . . . . . . . . . . . . 1324 POUNDS (600.5 kg)
Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . 1320 POUNDS (598.7 kg)
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . 1320 POUNDS (598.7 kg)
STANDARD EMPTY WEIGHT. . . . . . . . . . . . 834 POUNDS (378.3 kg)
MAXIMUM USEFUL LOAD . . . . . . . . . . . . . . 490 POUNDS (220.4 kg)
BAGGAGE ALLOWANCE . . . . . . . . . . . . . . . . 50 POUNDS (22.68 kg)
WING LOADING . . . . . . . . . . . . . . . . . . . 11.0 lbs/sq. ft. (53.7 kg/sq m)
POWER LOADING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2 lbs/HP
FUEL CAPACITY (Usable) . . . . . . . . . . . . . . . . . 24 GALLONS (90.8 l)
OIL CAPACITY (Sump) . . . . . . . . . . . . . . . . . . . . . . 5 QUARTS (4.73 I)
ENGINE: Teledyne Continental Motors . . . . . . . . . . . . . . . . . . . O-200D
100 BHP at 2750 RPM
PROPELLER:
Fixed Pitch, Diameter . . . . . . . . . . . . . . . . . . . . 67 INCHES (1.70 m)
162PHUS-01
U.S.
v
INTRODUCTION
CESSNA
MODEL 162
GARMIN G300
COVERAGE
The Pilot’s Operating Handbook (POH) in the airplane at the time of
delivery from Cessna Aircraft Company contains information applicable
to the Model 162 airplanes by serial number and registration number
shown on the Title Page. This POH is applicable to Model 162
airplanes, Serials 16200001 and On. All information is based on data
available at the time of publication.
This POH consists of ten sections that cover all operational aspects of
a standard equipped airplane. Section 10 contains the supplements
which provide amended operating limitations, operating procedures,
performance data and other necessary information for airplanes
conducting special operations for both standard and optional
equipment installed in the airplane.
Supplements are individual documents, and may be issued or revised
without regard to revision dates which apply to the POH itself. These
supplements contain a Log of Effective Pages, which should be used to
determine the status of each supplement.
vi
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
INTRODUCTION
ORIGINAL ISSUE AND REVISIONS
This Pilot’s Operating Handbook is comprised of the original issue and
any subsequent revisions. To make sure that information in this manual
is current, the revisions must be incorporated as they are issued. As
revisions are issued, they will be noted in the Log of Effective Pages.
The part number of this manual has also been designed to further aid
the owner/operator in determining the revision level of any POH. Refer
to the example below for a breakdown:
162
PHUS
-00
Revision Level (Original Issue)
Manual (Pilot’s Operating Handbook, U.S.)
(Serials 16200001 and On)
Airplane Model - (162)
It is the responsibility of the owner to maintain this POH in a current
status when it is being used for operational purposes. Owners should
contact a Cessna Service Station whenever the revision status of their
POH is in question.
Revisions are distributed to owners of U.S. Registered aircraft
according to FAA records at the time of revision issuance, and to
Internationally Registered aircraft according to Cessna Owner Advisory
records at the time of issuance. Revisions should be read carefully
upon receipt and incorporated in this POH.
162PHUS-00
U.S.
vii
INTRODUCTION
CESSNA
MODEL 162
GARMIN G300
REVISION FILING INSTRUCTIONS
REGULAR REVISIONS
Pages to be removed or inserted in the Pilots’ Operating Handbook are
determined by the Log of Effective Pages located in this section. This
log contains the page number and revision level for each page within
the POH. As revisions to the POH occur, the revision level on effected
pages is updated. When two pages display the same page number, the
page with the latest revision level shall be inserted into the POH. The
revision level on the Log Of Effective Pages shall also agree with the
revision level of the page in question.
TEMPORARY REVISIONS
Under limited circumstances, temporary revisions to the POH may be
issued. These temporary revisions are to be filed in the applicable
section in accordance with filing instructions appearing on the first page
of the temporary revision.
Temporary Revisions will remain current until they have either been
incorporated into the next POH revision or another temporary revision
has been issued that supersedes that temporary revision. Each
temporary revision is issued with a current List of Temporary Revisions
that is to be inserted opposite the first page of the Log of Effective
Pages in the front of the POH and will supersede any previously issued
List of Temporary Revisions. This list is used to track the status of
temporary revisions issued against this POH and is to be removed and
discarded at the next revision to the POH. Removal of temporary
revisions from the POH is accomplished per the removal instructions
on each temporary revision.
viii
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
INTRODUCTION
IDENTIFYING REVISED MATERIAL
A bar will extend the full length of deleted, new, or revised text added
on new or previously existing pages. This bar will be located adjacent to
the applicable text in the margin on the left side of the page.
A bar in the footer will indicate a revision to the header/footer, a new
page, format or spelling/grammar changes and/or that information has
slipped to or from that page.
A bar located adjacent to the figure number in the margin on the left
side of the page will be used to indicate that the figure number only has
changed.
An asterisk located at the end of a figure number will be used to
indicate that an illustration has been revised or is all new material (Ex:
Figure 3-4*).
All revised pages will carry the revision number opposite the page
number on the applicable page. A list of revisions is located at the
beginning of the Log Of Effective Pages.
162PHUS-00
U.S.
ix
INTRODUCTION
CESSNA
MODEL 162
GARMIN G300
WARNINGS, CAUTIONS AND NOTES
Throughout the text, warnings, cautions and notes pertaining to
airplane handling and operations are utilized. These adjuncts to the text
are used to highlight or emphasize important points.
WARNING
OPERATING PROCEDURES, TECHNIQUES, ETC.,
WHICH CAN RESULT IN PERSONAL INJURY OR LOSS
OF LIFE IF NOT CAREFULLY FOLLOWED.
CAUTION
OPERATION PROCEDURES, TECHNIQUES, ETC.,
WHICH CAN RESULT IN DAMAGE TO EQUIPMENT IF
NOT CAREFULLY FOLLOWED.
NOTE
An operating procedure, technique,
considered essential to emphasize.
x
U.S.
etc.,
which
is
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
INTRODUCTION
LOG OF EFFECTIVE PAGES
Use this page to determine the currency and applicability of your POH.
Pages affected by the current revision are indicated by an asterisk (*)
preceding the pages listed under the Page Number column.
Revision Level
Original Issue
Revision 1
Date of Issue
22 July 2009
2 November 2009
Page
Number
Revision 2
26 April 2010
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Revision
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INTRODUCTION
CESSNA
MODEL 162
GARMIN G300
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U.S.
162PHUS-02
CESSNA
MODEL 162
GARMIN G300
INTRODUCTION
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INTRODUCTION
CESSNA
MODEL 162
GARMIN G300
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U.S.
162PHUS-02
CESSNA
MODEL 162
GARMIN G300
INTRODUCTION
TABLE OF CONTENTS
SECTION
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
AIRPLANE AND SYSTEM DESCRIPTION . . . . . . . . .2
OPERATING LIMITATIONS . . . . . . . . . . . . . . . . . . . . .3
WEIGHT AND BALANCE/EQUIPMENT LIST . . . . . . .4
PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . .6
NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . .7
AIRCRAFT HANDLING, SERVICE
AND MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . .8
PLACARDS AND MARKINGS . . . . . . . . . . . . . . . . . . .9
SUPPLEMENTARY INFORMATION . . . . . . . . . . . . .10
162PHUS-01
U.S.
xv/xvi
CESSNA
MODEL 162
GARMIN G300
SECTION 1
GENERAL
GENERAL
TABLE OF CONTENTS
Page
Three View - Normal Ground Attitude . . . . . . . . . . . . . . . . . . . . . . . . 1-3
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
Descriptive Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
Fuel Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
Oil Specification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
Oil Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
Maximum Certificated Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
Maximum Weight In Baggage Compartment . . . . . . . . . . . . . . . . 1-8
Standard Airplane Weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
Cabin And Entry Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
Baggage Space And Entry Dimensions . . . . . . . . . . . . . . . . . . . . 1-8
Specific Loadings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
162PHUS-00
U.S.
1-1/1-2
CESSNA
MODEL 162
GARMIN G300
SECTION 1
GENERAL
THREE VIEW - NORMAL GROUND ATTITUDE
Figure 1-1* (Sheet 1 of 2)
162PHUS-01
U.S.
1-3
SECTION 1
GENERAL
CESSNA
MODEL 162
GARMIN G300
THREE VIEW - NORMAL GROUND ATTITUDE
NOTE
•
•
•
•
Wing span shown with standard strobe lights installed.
Wheel base length is 62.40 inches (1.58 m).
Propeller ground clearance is 8.50 inches (215.90 mm).
Wing area is 120.0 square feet (11.15 sq. m).
Figure 1-1* (Sheet 2)
1-4
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 1
GENERAL
INTRODUCTION
This POH contains 10 sections, and includes the material required to
be furnished to the pilot by American Society for Testing and Materials
International (ASTM) standards F2245 for Light Sport Aircraft (LSA). It
also contains supplemental data supplied by Cessna Aircraft Company.
Section 1 provides basic data and information of general interest.
DESCRIPTIVE DATA
ENGINE
Number of Engines: 1
Engine Manufacturer: Teledyne Continental Motors
Engine Model Number: O-200-D
Engine Type: Normally aspirated, direct drive, air-cooled, horizontally
opposed, carburetor equipped, four cylinder engine with
201.0 cu. in. displacement.
Horsepower Rating and Engine Speed: 100 rated BHP at 2750 RPM
PROPELLER
Propeller Manufacturer: McCauley Propeller Systems
Propeller Model Number: 1A162/TCD6754
Number of Blades: 2
Propeller Diameter: 67 inches (1.70 m)
Propeller Type: Fixed Pitch
(Continued Next Page)
162PHUS-01
U.S.
1-5
SECTION 1
GENERAL
CESSNA
MODEL 162
GARMIN G300
DESCRIPTIVE DATA (Continued)
FUEL
WARNING
USE OF UNAPPROVED FUELS MAY RESULT IN
DAMAGE TO THE ENGINE AND FUEL SYSTEM
COMPONENTS, RESULTING IN POSSIBLE ENGINE
FAILURE.
Approved Fuel Grades (and Colors):
100LL Grade Aviation Fuel (Blue)
100
Grade Aviation Fuel (Green)
NOTE
Isopropyl alcohol or Diethylene Glycol Monomethyl Ether
(DiEGME) may be added to the fuel supply in accordance
to TCM Service Information Letter (SIL99-2B). Refer to
Section 8 for additional information.
FUEL CAPACITY
Total Capacity . . . . . . . . . . . . . . . . .
Total Usable . . . . . . . . . . . . . . . . . . .
Total Capacity Each Tank . . . . . . . .
Total Usable Each Tank . . . . . . . . . .
25.46 U.S. GALLONS (96.34 l)
24.00 U.S. GALLONS (90.82 l)
12.73 U.S. GALLONS (48.17 l)
12.00 U.S. GALLONS (45.41 l)
NOTE
•
To ensure maximum fuel capacity and minimize
crossfeeding when refueling, always park the airplane in
a wings level, normal ground attitude. Refer to Figure 11 for normal ground attitude dimensions.
•
The fuel filler assembly is equipped with indicator tabs
for 3/4, 1/2 and 1/4 fuel quantities.
•
Maximum full capacity is indicated when fuel reaches the
upper hole of the indicator tab. This fuel level allows for
proper thermal expansion. Filling the fuel tank above the
upper hole eliminates expansion space resulting in fuel
venting overboard through the fuel vent.
(Continued Next Page)
1-6
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 1
GENERAL
DESCRIPTIVE DATA (Continued)
OIL
OIL SPECIFICATION
SAE J1966 Aviation Grade Non-Dispersant Mineral Oil: Used when the
airplane was delivered from the factory and should be used to replenish
the supply during the first 25 hours. This oil should be drained and the
filter changed after the first 25 hours of operation. Refill the engine with
SAE J1966 Aviation Grade Non-Dispersant Mineral Oil and continue to
use until a total of 50 hours has accumulated or oil consumption has
stabilized.
SAE J1899 Aviation Grade Ashless Dispersant Oil: Oil conforming to
Teledyne Continental Motors (TCM) Service Information Letter SIL992B, and all revisions and supplements thereto, must be used after first
50 hours or oil consumption has stabilized.
RECOMMENDED VISCOSITY FOR TEMPERATURE RANGE
Multiviscosity or straight grade oil may be used throughout the year for
engine lubrication. Refer to the following table for temperature versus
viscosity ranges.
Temperature
Above 4°C (40°F)
Below 4°C (40°F)
All Temperatures
SAE J1966
Non-Dispersant
Mineral Oil
SAE Grade
SAE J1899
Ashless Dispersant Oil
SAE Grade
50
30
M20W-50
50 or 15W-50 or 25W-60
30 or 15W-50 or 25W-60
15W-50, 20W- 50 or 25W-60
NOTE
When operating temperatures overlap, use the lighter
grade of oil.
OIL CAPACITY
Sump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.0 U.S. QUARTS (4.73 l)
Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5 U.S. QUARTS (5.20 l)
Minimum Operating Quantity . . . . . . . . . . 3.5 U.S. QUARTS (3.31 l)
(Continued Next Page)
162PHUS-00
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1-7
SECTION 1
GENERAL
CESSNA
MODEL 162
GARMIN G300
DESCRIPTIVE DATA (Continued)
MAXIMUM CERTIFICATED WEIGHTS
Ramp Weight:. . . . . . . . . . . . . . . . . . . . . . . . 1324 POUNDS (600.6 kg)
Takeoff Weight . . . . . . . . . . . . . . . . . . . . . . . 1320 POUNDS (598.8 kg)
Landing Weight . . . . . . . . . . . . . . . . . . . . . . 1320 POUNDS (598.8 kg)
MAXIMUM WEIGHT IN BAGGAGE COMPARTMENT
Baggage Area (Station 155 to 190) . . . . . . . 50 POUNDS (22.68 kg)
STANDARD AIRPLANE WEIGHTS
Standard Empty Weight . . . . . . . . . . . . . . . . . 834 POUNDS (378.3 kg)
Maximum Useful Load . . . . . . . . . . . . . . . . . . 486 POUNDS (220.4 kg)
CABIN AND ENTRY DIMENSIONS
Detailed dimensions of the cabin interior and entry door openings are
illustrated in Section 4.
BAGGAGE SPACE AND ENTRY DIMENSIONS
Dimensions of the baggage area are illustrated in detail in Section 4.
SPECIFIC LOADINGS
Wing Loading . . . . . . . . . . . . . . . . . . . . . 11.0 lbs/sq. ft. (53.7 kg/sq. m)
Power Loading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2 lbs/HP
1-8
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
AIRPLANE AND SYSTEMS DESCRIPTION
TABLE OF CONTENTS
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Airframe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Flight Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
Instrument Panel, Flight and System Instruments . . . . . . . . . . . . . . . 2-5
Landing Gear and Brake System. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Miscellaneous Cabin Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Engine Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Engine Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Tachometer (RPM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
Oil Pressure (OIL PSI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Oil Temperature (OIL °F) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Exhaust Gas Temperature (EGT °F) (if installed) . . . . . . . . . . . . . 2-11
Carburetor Temperature (CARB °F) . . . . . . . . . . . . . . . . . . . . . . 2-12
New Engine Break-In And Operation . . . . . . . . . . . . . . . . . . . . . . 2-12
Engine Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Ignition And Starter System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Air Induction System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Cooling System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Fuel Distribution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15
Fuel Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
Fuel Venting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-17
Reduced Tank Capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
Fuel Drain Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
162PHUS-01
U.S.
2-1
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
CESSNA
MODEL 162
GARMIN G300
TABLE OF CONTENTS
Page
Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
Master Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
Electrical System Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
Main Battery Current (Amps). . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
System Voltage (Volts) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
12V Power Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23
External Power Receptacle (if installed) . . . . . . . . . . . . . . . . . . . 2-23
Lighting Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Exterior Lighting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Interior Lighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Cabin Heating and Ventilating System . . . . . . . . . . . . . . . . . . 2-25/2-26
Stall Warning System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25/2-26
2-2
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
INTRODUCTION
This section provides description and operation of the airplane and its
systems. Some equipment described herein is optional and may not be
installed in the airplane. Refer to Section 10, Supplements, for details
of other optional systems and equipment.
AIRFRAME
The airplane is an all metal, two-place, high wing, single-engine
airplane equipped with tricycle landing gear and is designed for sport
flying and introductory training purposes.
The sheet metal fuselage bulkhead, stringer, and skin semimonocoque construction provide safe and comfortable environment for
pilot, passenger, and baggage. Forward pivoting seats allow access to
the baggage area. Wing struts and main landing gear legs attach to an
I-beam structure under the baggage area behind the seats. Nose gear
and engine mount assembly attach to the firewall separating the cabin
from engine compartment.
The aft fuselage empennage (tail assembly) consists of horizontal and
vertical stabilizers, the rudder, a left elevator, and a right elevator with
elevator trim tab. Attaching on either side the fuselage above the cabin,
the wing contains fuel tanks at the wing root between the forward and
aft spars. Aft of the rear wing spar are mounted the flaps (inboard) and
ailerons (outboard). In addition to the fuselage carry-through spars, the
wing is attached by forward-spar-to-fuselage struts. The wing,
empennage, and flight control surfaces are also made of sheet metal
spars, ribs, and skin semi-monocoque construction with balance
weights incorporated into the rudder, elevators, and ailerons.
FLIGHT CONTROLS
The airplane's flight control system consists of conventional aileron,
rudder, and elevator control surfaces manually operated through a
cable system. An elevator trim tab is located on the right elevator. Trim
tab operation is by direct linkage to a elevator mounted electric servo
motor controlled by a control stick mounted trim switch. Elevator trim
tab position is displayed on the Engine Indicating System area of the
G300 display.
(Continued Next Page)
162PHUS-01
U.S.
2-3
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
CESSNA
MODEL 162
GARMIN G300
FLIGHT CONTROLS (Continued)
Dual under panel control sticks are used for aileron and elevator
control. The under panel control sticks mimic the control movement of a
floor mounted control stick while providing ease of entry to the cabin.
The control stick location is designed so that the pilot's hand naturally
falls on the control stick with the outboard arm on the door arm rest.
Rudder pedals with toe brakes provide rudder control through forward
and aft individually adjustable pilot and copilot pedal assemblies.
Rudder pedals should be adjusted so that it is possible to have full
brake pedal deflection when the same side rudder is fully deflected.
Wing flaps are manually operated down by a flap handle located
between the seats and returned to faired UP position by air load and
return spring assist. Flap detent position UP, 10º, 25º, or FULL may be
selected only after depressing the release button in the end of the flap
handle.
A control gust lock is provided. The control lock pins the left control
stick through a bracket to immobilize the ailerons and elevator. Rudder
is held centered by the springs used for increasing rudder pedal force.
During the preflight walk-around inspection it is possible to move the
ailerons into an over-centered position by moving the aileron down
from the centered or faired with the flaps UP flaps position. The downdeflected aileron may appear to be stuck or difficult to move up. This is
normal characteristic of the Cessna 162 ailerons system that only
occurs when the ailerons are moved down from outside the airplane. It
is recommended that the aileron movement be checked by moving the
ailerons up from the flaps UP faired position then returned to this
position. However if an aileron is externally moved down and becomes
over-centered, simply re-center the cockpit control stick and continue
the walk-around inspection.
CAUTION
AILERON OVER CENTERING ONLY OCCURS WHEN
AILERONS ARE MOVED FROM OUTSIDE THE
AIRPLANE. CONTROL STICK STIFFNESS OR STICKING
IN ANY DIRECTION OF ANY CONTROL SURFACE THIS
IS NOT NORMAL AND SHOULD BE INSPECTED BY
MAINTENANCE PERSONNEL PRIOR TO FLIGHT.
2-4
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
INSTRUMENT PANEL,
INSTRUMENTS
FLIGHT
AND
SYSTEM
NOTE
Refer to the Garmin Pilot's Guide for details and operating
instructions of the G300 Avionics System.
The Model 162 Skycatcher instrument panel is oriented around the
Garmin G300 Flight and Engine Instrumentation Display(s). Directly in
front of the pilot is the G300 Primary Flight Display (PFD) which has all
flight, navigation, and engine instruments depicted in an electronic
format on a liquid crystal display. A vast amount of additional flight and
navigational information is accessible through the G300 system’s
various selectable pages. Left of the PFD on the upper panel is the
optional autopilot controller unit (if installed) and below it is the Ignition/
Magneto key switch.
The electrical system switch/circuit breaker panel, located to the right of
the PFD, has switches in the top row with two rows of circuit breakers
underneath. On the right end of the switch row is the PANEL LIGHT
control knob. Under the electrical system panel is the radio stack with
the Garmin SL40 Communication radio over the Garmin 327GXT
Transponder.
An optional Garmin Multifunction Display (MFD) (if installed) is located
to the right of the electrical system switch/circuit breaker panel. The
MFD (when installed) takes over the moving map and engine
instrument functions from the PFD as well as other display page
functions. On the far right side of the panel is the remote ELT switch
and optional intercom control panel.
Engine controls are located below the radio stack and MFD display (if
installed) along the bottom center of the instrument panel. The controls
are (left to right): Carb Heat, Throttle Control, Mixture Control, and
Cabin Heat Control. The parking brake and fuel shut-off control knobs
are located beneath the engine controls on the top of the vertical
pedestal. Headset jacks and auxiliary 12 volt cabin power outlet are
positioned further down on the vertical pedestal.
(Continued Next Page)
162PHUS-01
U.S.
2-5
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
INSTRUMENT PANEL, FLIGHT
INSTRUMENTS (Continued)
CESSNA
MODEL 162
GARMIN G300
AND
SYSTEM
Behind the instrument panel are the servo units for the optional
autopilot, Garmin ADAHRS (Air Data, Attitude, and Heading Reference
System) Unit, and the Secondary Battery. The ADAHRS unit is a
multifunctional processing unit which takes pitot-static pressures from
the pitot tube on the left wing and the static source button aft of the left
cowl for altitude, airspeed, and vertical speed information, tailcone
mounted magnetometer data for heading, and engine data for display
on the Engine Indication System (EIS) portion of the displays.
Fuel indicators are mounted in each wing root with silver float balls for
visual ease. The fuel placards are differentiated between level-flight
(LVL FLT) and on-ground (GRND). The MIN/TO reference mark on the
GRND side indicates the ¼ fuel requirement for take-off. In-tank fuel
tabs are equipped with indicator holes for full, ¾, ½, and the bottom of
the tab indicates ¼ (minimum takeoff). See Fuel System description
section for more information.
The optional magnetic compass (if installed) is mounted to the airplane
structure above the center of the windshield.
LANDING GEAR AND BRAKE SYSTEM
The tricycle type landing gear on the Model 162 features tapered spring
steel main gear legs and a spring steel nose gear with elastimetric
pucks for shock absorption. The nose gear is free-castoring and
directional control is done via differential braking. This permits very tight
turning and maneuvering in confined spaces. Full rudder deflection can
assist directional control when taxiing.
Disc brakes located on the main gear wheels are hydraulically actuated
by master cylinders on each rudder pedal. A parking brake valve locks
brake pressure to the disc calipers when the parking brake handle on
the lower instrument is pulled with the brake pedals depressed. The
hydraulic brake system is connected in series running from the firewall
mounted reservoir to the copilot's master cylinder then to the pilot's
master cylinder then to the brake caliper through the parking brake
valve.
2-6
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
MISCELLANEOUS CABIN FEATURES
The cabin is accessed through gas-cylinder assisted doors hinged at
the top. In this manner, the doors swing up and out of the way for ease
of entry and loading of cargo. Proper operation and care of the cabin
doors will ensure years of flying enjoyment.
CAUTION
THE CABIN DOORS SHOULD NOT BE SLAMMED. THE
DOORS DO NOT USE A PRE-CATCH MECHANISM AND
SHOULD NOT BE SLAMMED CLOSED AS THIS WILL
ONLY ACCELERATE WEAR ON THE DOOR ASSEMBLY.
Doors should be latched from inside by pulling the door closed and
while holding the door closed, articulating the door latch handle as
indicated by the placard. Externally, the door latch handle is operated
through a vertical arc as indicated by the placard. Pulling the external
handle horizontally may damage the mechanism and door.
The baggage area is accessed by tilting the seats forward and can
accommodate up to 50 pounds of cargo. Tie-down rings are supplied to
secure cargo. A tailcone close-out net is installed separating the
baggage area from the aft tailcone. The net is easily removed for
maintenance access but it must be installed for flight to prevent any
loose objects or baggage from migrating into the tailcone area causing
control and/or center of gravity issues.
Fire Extinguisher is installed for easy reach behind the cabin seats in
the baggage area. Extinguisher charge should be checked as part of
each preflight inspection.
162PHUS-01
U.S.
2-7
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
CESSNA
MODEL 162
GARMIN G300
ENGINE
The airplane is powered by a normally aspirated, direct drive, aircooled, horizontally opposed, carbureted four cylinder engine with a
wet sump lubrication system. The engine is a Teledyne Continental O200-D rated at 100 horsepower at 2750 RPM. Major accessories
include a starter, gear-driven alternator, dual magnetos and a full flow
oil filter mounted on the rear of the engine accessory case.
ENGINE CONTROLS
Engine power is set using the throttle control. The throttle control is a
smooth black knob located at the center of the instrument panel. The
throttle control is configured so that the throttle is open in the forward
position and closed in the full aft position. A friction lock, located at the
base of the throttle control knob, is operated by rotating the lock
clockwise to increase friction or counterclockwise to decrease friction.
Engine fuel mixture is controlled by the mixture control. The mixture
control is a red knob, with raised points around the circumference,
located immediately to the right of the throttle control and is equipped
with a lock button in the end of the knob. The rich position is full
forward, and full aft is the idle cutoff position. For small adjustments, the
control may be moved forward by rotating the knob clockwise, and aft
by rotating the knob counterclockwise. For rapid or large adjustments,
the knob may be moved forward or aft by depressing the lock button in
the end of the mixture control knob, and then positioning the control as
desired.
(Continued Next Page)
2-8
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
ENGINE (Continued)
ENGINE INSTRUMENTS
The G300 Engine Indication System (EIS) provides the pilot graphical
indicators and numerical values for Tachometer (RPM), Oil Pressure
(OIL PSI), Oil Temperature (OIL ºF), Carburetor Temperature (CARB
ºF), Battery Current (AMPS), and Elevator Trim Position (TRIM) along
the top of the appropriate G300 Display. Additional indicators and
numerical values for Exhaust Gas Temperature (EGT ºF), Electrical
Bus Voltage (VOLTS), and Engine Hours (ENG HRS) are displayed on
the G300 ENGINE Page when selected. In normal operation, EIS
information is displayed on the Primary Flight Display (PFD) in the
single display installation and on the optional Multifunction Display
(MFD) in the dual display configuration (if installed). During engine start
or when the AVN MASTER is OFF, the EIS is only displayed on the
PFD even if the optional MFD is installed.
TACHOMETER (RPM)
A speed sensor, mounted on the right magneto, provides a digital
signal to the ADAHRS which processes and outputs the RPM data to
the EIS.
Engine speed (RPM) is shown by the tachometer indicator found on all
EIS pages. The tachometer indicator uses a circular scale with moving
pointer and a digital value. The pointer moves through a range from 0
to 3000 RPM. The numerical RPM value is displayed in increments of
10 RPM in white numerals below the pointer.
The normal engine speed operating limit (top of green arc) is 2750
RPM. When engine speed is more than 2750 RPM, the pointer, digital
value, and label (RPM) turn red to show engine speed is more than the
limit. The digital value and label (RPM) will flash. A red-X is displayed
when the instrument is invalid or out of the data range.
(Continued Next Page)
162PHUS-00
U.S.
2-9
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
CESSNA
MODEL 162
GARMIN G300
ENGINE (Continued)
ENGINE INSTRUMENTS (Continued)
OIL PRESSURE (OIL PSI)
The oil pressure transducer, connected to the engine forward oil
pressure port, provides a signal to the engine display that is processed
and shown as oil pressure.
Engine oil pressure is shown on all EIS pages. The analog instrument
range is 0 to 110 PSI with digital information range from 0 to 140 PSI.
The instrument has a red band from 0 to 10 PSI (low warning), a yellow
band from 10 to 30 PSI (low caution), a green band from 30 to 60 PSI
(normal operating range), a yellow band from 60 to 100 PSI (high
caution) and a red band from 100 to 110 PSI (high warning). A white
pointer indicates actual oil pressure.
When oil pressure is 0 to 10 PSI or 100 to 140 PSI, the pointer, digital
value, and label (OIL PRES) will change to red to show that oil pressure
is outside normal limits. A red-X is displayed when the instrument is
invalid or out of the data range.
When the engine speed (RPM) is in the green arc and the oil
temperature is in the green band, the oil pressure should be in the
green band. If oil pressure is below the green band or above the green
band, adjust the engine speed to maintain adequate oil pressure. When
engine speed is at idle or near idle, the oil pressure indication must be
above the lower red band. With the engine at normal operating oil
temperature, and engine speed at or close to idle, oil pressure below
the green band, but above the lower red band, is acceptable.
In cold weather, the oil pressure will initially be high (close to the upper
red band when the engine is started). As the engine and oil warm up,
the oil pressure will come down into the green band range.
(Continued Next Page)
2-10
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
ENGINE (Continued)
ENGINE INSTRUMENTS (Continued)
OIL TEMPERATURE (OIL °F)
The oil temperature sensor is installed in the engine oil filter adapter
and provides a signal to the engine display that is processed and
shown as oil temperature.
Engine oil temperature is shown on all EIS pages. The instrument
range is 0 to 250°F with digital information range from 30 to 265°F. The
instrument has a yellow band from 0 to 75°F (low caution), a green
band from 75 to 220°F (normal operating range), a yellow band from
220 to 240°F (high caution) and a red band from 240 to 265°F (high
warning). A white pointer indicates actual oil temperature.
When oil temperature is in the red band, 240 to 265°F, the pointer and
OIL TEMP turn red and flash to show oil temperature is higher than the
limit. A red-X is displayed when the instrument is invalid or out of the
data range.
EXHAUST GAS TEMPERATURE (EGT °F) (if installed)
A thermocouple installed in the exhaust down pipe measures EGT and
provides a signal to the engine display that is processed and shown on
the EIS ENGINE page by the EGT °F vertical tape display and digital
information. The tape indicator range is from 1000 to 1600°F, and the
digital information range is from 1000 to 2000°F. The white pointer
indicates actual EGT temperature. Red digits are shown for values less
than 0°F and more than 2000°F. A red-X is displayed when the
instrument is invalid or out of the data range.
(Continued Next Page)
162PHUS-01
U.S.
2-11
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
CESSNA
MODEL 162
GARMIN G300
ENGINE (Continued)
ENGINE INSTRUMENTS (Continued)
CARBURETOR TEMPERATURE (CARB °F)
Carburetor temperature is provided as a reference to determine the
potential for carburetor ice formation. The CARB °F indication is
provided on vertical tape and in digital form on the right side of the EIS
display atop the PFD and on the G300 ENGINE page. The tape display
range is from 20 to 80°F and the digital indication range is from -40°F to
100°F. A yellow caution range is depicted from 5°F to 40°F. A red-X is
displayed when the instrument is invalid or out of the data range.
NOTE
Although carburetor ice is more likely to form at
temperatures within the yellow band range, it can form at
temperatures outside the yellow caution range. If engine
roughness or unexplained RPM loss is encountered, full
carburetor heat should be immediately applied.
NEW ENGINE BREAK-IN AND OPERATION
The initial engine run-in was accomplished at the factory and is ready
for the full range of use. It is recommended that cruising be
accomplished at 75% power as much as practicable until a total of 50
hours has accumulated or oil consumption has stabilized. This will
ensure proper seating of the piston rings. Low cruise power settings
should be used for extended descents during the first 25 hours of new
engine operations. Avoid extended descents with reduced power
settings.
(Continued Next Page)
2-12
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
ENGINE (Continued)
ENGINE LUBRICATION SYSTEM
The engine utilizes a full pressure, wet sump type lubrication system
with aviation grade oil as the lubricant. The capacity of the engine
sump, located on the bottom of the engine, along with the engine oil
filter and oil cooler is 5.5 quarts. Oil is drawn from the sump through a
filter screen on the end of a pickup tube to the engine driven oil pump.
Oil from the pump then passes through a full-flow oil filter, a pressure
relief valve at the rear of the right oil gallery, and an oil cooler before
lubricating engine parts. The oil returns to the sump by gravity. The filter
adapter in the full-flow filter is equipped with a bypass valve which will
cause lubricating oil to bypass the filter in the event the filter becomes
plugged, or the oil temperature is extremely cold.
An oil dipstick/filler tube is located at the left rear of the engine case.
The oil dipstick/filler tube is accessed through a door located on the left
side of the engine cowling. The engine should not be operated on less
than 3.5 quarts of oil. For extended flight, fill to 5.0 quarts (dipstick
indication only). For engine oil grade and specifications, refer to
Section 8 of this POH.
IGNITION AND STARTER SYSTEM
Engine ignition is provided by two engine driven magnetos, and two
spark plugs in each cylinder. The left magneto fires the lower left and
lower right spark plugs, and the right magneto fires the upper left and
upper right spark plugs. Normal operation is conducted with both
magnetos due to the more complete burning of the fuel/air mixture with
dual ignition.
Ignition and starter operation is controlled by a rotary-type switch
located on the left instrument panel. The MAGNETOS switch is labeled
clockwise, OFF, R, L, BOTH, and START. The engine should be
operated on both magnetos (BOTH position) except for magneto
checks. The R and L positions are for checking purposes and
emergency use only. When the MAGNETOS switch is rotated to the
spring-loaded START position, with the MASTER switch in the ON
position, the starter contactor is closed and the starter, now energized,
will crank the engine. When the switch is released, it will automatically
return to the BOTH position.
(Continued Next Page)
162PHUS-00
U.S.
2-13
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
CESSNA
MODEL 162
GARMIN G300
ENGINE (Continued)
AIR INDUCTION SYSTEM
The engine air induction system receives ram air through an intake on
the lower front portion of the engine cowling. The intake is covered by
an air filter which removes dust and other foreign matter from the
induction air. Airflow passing through the filter enters an air box, which
is equipped with a cable operated air door for cold air or pre-heated air
from a shroud around the exhaust for carburetor heat. The pre-heated
air is also the source for alternate air if the air induction filter should
become blocked. The pre-heated air is unfiltered and drawn through a
scat tube in the cylinder baffles. Use of full carburetor heat at full
throttle will result in a loss of approximately 200-250 RPM due to the
increased intake temps. After passing through the air box, induction air
enters a carburetor under the engine, and is then ducted to the engine
cylinders through intake manifold tubes.
EXHAUST SYSTEM
Exhaust gas from each cylinder passes through a riser assembly to a
common muffler, located below the engine, and then overboard through
a single exhaust outlet. Outside air is supplied to a shroud constructed
around the outside of the muffler to form a heating chamber. The air
heated by the shroud is then supplied to the cabin.
COOLING SYSTEM
Ram air for engine cooling enters through two intake openings in the
front of the engine cowling. The cooling air is directed from above the
engine, around the cylinders and other areas of the engine by baffling,
and then exits through an opening at the bottom aft edge of the engine
cowling.
A winterization kit is available for the airplane. Refer to Section 10,
Supplement 4 for description and operating information.
2-14
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
PROPELLER
The airplane is equipped with a two bladed, fixed pitch, one-piece
forged aluminum alloy propeller which is anodized to retard corrosion.
The propeller is 67 inches in diameter.
FUEL SYSTEM
The airplane fuel system, Refer to Figure 2-6, consists of two vented
integral fuel tanks (one tank in each wing), fuel shutoff valve, and a fuel
strainer. The engine-mounted portion of the system consists of the
gravity-fed updraft float carburetor.
WARNING
UNUSABLE FUEL LEVELS FOR THIS AIRPLANE WERE
DETERMINED
IN
ACCORDANCE
WITH
ASTM
INTERNATIONAL
COMPLIANCE
STANDARDS.
FAILURE
TO
OPERATE
THE
AIRPLANE
IN
COMPLIANCE WITH FUEL LIMITATIONS SPECIFIED IN
SECTION 3 MAY FURTHER REDUCE THE AMOUNT OF
FUEL AVAILABLE IN FLIGHT.
FUEL QUANTITY DATA IN U.S. GALLONS
FUEL LEVEL
FUEL (QUANTITY TOTAL
TOTAL
TANKS EACH TANK) FUEL UNUSABLE
Two
Full (12.73)
25.46
TOTAL USABLE
ALL FLIGHT
CONDITIONS
1.46
24.0
Figure 2-1
FUEL DISTRIBUTION
Fuel flows by gravity from the two wing tanks to a fuel shutoff valve, the
fuel strainer, and to the carburetor. The carburetor meters fuel flow in
proportion to induction air flow and distributes to the cylinder intake
manifold.
(Continued Next Page)
162PHUS-01
U.S.
2-15
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
CESSNA
MODEL 162
GARMIN G300
FUEL SYSTEM (Continued)
FUEL INDICATING SYSTEM
Fuel quantity is measured by two sight gages located in each wing root
just forward and above the cabin door opening. The sight gages are
vented and include orifice fittings at the top and bottom of the sight
tube. The fuel levels are aided with floating aluminum balls for
increased readability. There are two scales displayed on each fuel sight
gage. The aft scale shows fuel levels to be read in level flight. The
markings should not be relied upon for accurate readings during skids,
slips or unusual attitudes. The forward scale shows fuel levels as read
on level ground. Minimum takeoff is indicated when the center of the
ball is at the "MIN/TO" line on the forward scale in level ground attitude
which represents 3 gallons per side or 6 gallons total (1/4 tanks).
.
FUEL QUANTITY SIGHT GAGE
Figure 2-2*
(Continued Next Page)
2-16
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
FUEL SYSTEM (Continued)
FUEL INDICATING SYSTEM (Continued)
An empty tank is shown on the fuel quantity indicator as a red line on
the aft (Level Flight) scale along with the “E” indication. When an
indicator shows an empty tank, approximately 0.73 gallons of unusable
fuel remain in the tank. The fuel gage shows the fuel available in the
tank up to the limit of the gage measurement range of approximately ¾
tank. At this level, additional fuel may be available, but no additional
indication of the fuel will be visible. A visual check of each wing tank
fuel level must be performed prior to each flight. Compare the visual
fuel level and indicated fuel quantity to accurately estimate usable fuel.
WARNING
TAKEOFF IS PROHIBITED IF EITHER FUEL SIGHT
GAGE INDICATES BELOW THE MIN/TO INDICATION
(LESS THAN 1/4 TANK) OR BELOW THE BOTTOM OF
THE IN-TANK FUEL FILLER INDICATOR TAB.
FUEL VENTING
Fuel system venting is essential to system operation. Complete
blockage of the fuel venting system will result in decreasing fuel flow
and eventual engine stoppage. The fuel venting system consists of an
interconnecting vent line between the fuel tanks and a check valve
equipped overboard vent in the left fuel tank assembly. The overboard
vent protrudes from the bottom surface of the left wing, just inboard of
the wing strut upper attachment point. The fuel filler caps are vacuum
vented; the fuel filler cap vents will open and allow air to enter the fuel
tanks in case the overboard vents become blocked.
(Continued Next Page)
162PHUS-01
U.S.
2-17
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
CESSNA
MODEL 162
GARMIN G300
FUEL SYSTEM (Continued)
REDUCED TANK CAPACITY
The airplane may be serviced to a reduced capacity to permit heavier
cabin loadings. This is accomplished by filling each tank to the bottom
edge of the fuel filler indicator tab, thus giving a reduced fuel load of 3
gallons usable (minimum takeoff fuel) in each tank. Continued filling to
each subsequent hole in the indicator tab will add an additional 3
gallons usable fuel per tank. Do not fuel above top hole as fuel
expansion may cause overflow from fuel vent.
IN-TANK FUEL FILLER INDICATOR TAB
Figure 2-3*
(Continued Next Page)
2-18
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
FUEL SYSTEM (Continued)
FUEL DRAIN VALVES
The fuel system is equipped with 6 drain valves (4 in the wings and 2 in
the lower cowl) to provide a means for the examination of fuel in the
system for contamination and grade. The system should be examined
before each flight and after each refueling, by using the sampler cup
provided to drain fuel from each wing tank sump, the lower cowl fuel
shutoff valve drain and the fuel strainer sump lower cowl drain. If any
evidence of fuel contamination is found, it must be eliminated in
accordance with the preflight inspection checklist and the discussion in
Section 8. If takeoff weight limitations for the next flight permit, the fuel
tanks should be filled after each flight to prevent condensation.
ELECTRICAL SYSTEM
The airplane is equipped with a 14-volt direct current (DC) electrical
system powered by an engine driven alternator. A 12-volt main storage
battery is located on the right forward side of the firewall. The alternator
and main battery are controlled by the MASTER switch found on the
switch/circuit breaker panel.
The alternator and main battery power is supplied to a relay panel
located on the left forward side of the firewall. Power for all electrical
circuits, except the secondary power circuit, is supplied from the relay
panel to the electrical bus located in the switch/circuit breaker panel.
The electrical bus is supplied with power anytime the MASTER switch
is turned on. The electrical bus provides power to the avionics bus
through the AVN MASTER switch. The avionics bus is supplied with
power anytime the MASTER switch and AVN MASTER switch are
turned on.
The electrical system is equipped with a secondary battery located
between the firewall and the instrument panel. This secondary battery
supplies power to the secondary power circuit for PANEL LIGHTS
dimming as well as stable power to the G300 avionics and displays
during engine start. This prevents undesired panel light dimming and
loss of G300 information resulting from voltage drop during the engine
start. The secondary battery is also controlled by the MASTER switch
found on the switch/circuit breaker panel. Power is supplied to
equipment on the secondary power circuit anytime the MASTER switch
is turned on.
(Continued Next Page)
162PHUS-01
U.S.
2-19
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
CESSNA
MODEL 162
GARMIN G300
ELECTRICAL SYSTEM (Continued)
Figure 2-4*
2-20
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
ELECTRICAL SYSTEM (Continued)
MASTER SWITCH
The MASTER switch is a rocker type switch with two sides. The BAT
side of the switch controls the electrical power to the airplane from both
the main battery and secondary battery. The ALT side of the switch
controls the alternator system.
In normal operation, both sides of the switch (ALT and BAT) are
operated simultaneously. However, the BAT side of the switch may be
selected separately as necessary. The ALT side of the switch cannot be
set to ON without the BAT side of the switch also being set to ON.
ELECTRICAL SYSTEM MONITORING
Main battery current, and system voltage indications are available on
the PFD during single display operation and on the MFD when a
second display is available.
MAIN BATTERY CURRENT (AMPS)
The main battery current indication is shown on all G300 EIS pages. A
positive number indicates a charging battery while a negative number
indicates a discharging battery. The tape display range is -35 to 35
amps with digital information range from -50 to 50 amps. A red-X is
displayed when the instrument is invalid or out of the data range. A
white pointer indicates actual current value.
SYSTEM VOLTAGE (VOLTS)
Electrical system voltage is shown on the G300 ENGINE page. The
tape display is 8 to 18 volts with digital information range from -30 to 30
volts. The tape has a red band from 8 volts to less then 12.5 volts (low
warning), a green band from 12.5 to 15.0 volts (normal operating
range), a yellow band from 15.0 to 16.0 volts (high caution) and another
red band from greater than 16.0 volts to 18.0 volts (high warning). A
red-X is displayed when the instrument is invalid or out of the data
range. A white pointer indicates actual system voltage.
When the system voltage is less than 12.5 volts, a red LOW VOLTS
CAS message is displayed on the bottom left side of G300 PFD attitude
indicator.
162PHUS-01
U.S.
2-21
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
CESSNA
MODEL 162
GARMIN G300
ELECTRICAL SYSTEM (Continued)
CIRCUIT BREAKERS
Individual system circuit breakers are found on the switch/circuit
breaker panel. All circuit breakers on this panel are capable of being
opened, or disengaged from the electrical system, by pulling straight
out on the outer ring for emergency electrical load management. Using
the circuit breaker as a switch is discouraged since the practice will
decrease the life of the circuit breaker.
The relay panel, located forward of the firewall, contains three circuit
breakers associated with the alternator, main power feeder, and
secondary power feeder. The alternator and main power circuit
breakers are capable of being reset in flight by momentarily pushing the
MAIN CB RESET switch located on the switch/circuit breaker panel.
Pushing the MAIN CB RESET switch activates the reset solenoids
contained in the relay panel.
CAUTION
EXCESSIVE ACTIVATION OF THE MAIN CB RESET
SWITCH WILL DECREASE SOLENOID LIFE.
Activation of the MAIN CB RESET switch is not required during normal
preflight operation.
SWITCH/CIRCUIT BREAKER PANEL ASSEMBLY
Figure 2-5*
2-22
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
ELECTRICAL SYSTEM (Continued)
12V POWER OUTLET
A 12 volt power outlet connector (POWER OUTLET 12V - 7.5A) is
provided by an automotive style power outlet located on the center
pedestal. The power outlet receives electrical power from a dedicated
7.5 amp circuit breaker located in the switch/circuit breaker panel.
CAUTION
•
CHARGING OF LITHIUM BATTERIES MAY CAUSE
THE LITHIUM BATTERIES TO EXPLODE.
•
TAKE CARE TO OBSERVE THE MANUFACTURER'S
POWER REQUIREMENTS PRIOR TO PLUGGING
ANY DEVICE INTO THE 12 VOLT CABIN POWER
SYSTEM CONNECTOR. THIS SYSTEM IS LIMITED TO
A MAXIMUM OF 7.5 AMPS.
•
USE CAUTION WITH POWER/ADAPTER CABLES IN
THE CABIN TO AVOID ENTANGLING OCCUPANTS
OR CABIN FURNISHINGS AND TO PREVENT
DAMAGE TO CABLES SUPPLYING LIVE ELECTRIC
CURRENT.
•
DISCONNECT POWER/ADAPTER CABLES WHEN
NOT IN USE.
EXTERNAL POWER RECEPTACLE (if installed)
The External Power Receptacle, if installed, allows the use of an
external power source for cold weather starting or for lengthy
maintenance work on electrical equipment. The receptacle is located
on the forward left side of the firewall and is accessed through a hinged
door in the engine cowling.
Anytime an external power source of correct voltage and polarity is
connected to the external power receptacle, the power will be
connected to the main battery regardless of MASTER switch position.
In order to power onboard equipment with the external power source,
the MASTER switch must be turned to the ON position.
162PHUS-01
U.S.
2-23
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
CESSNA
MODEL 162
GARMIN G300
LIGHTING SYSTEMS
EXTERIOR LIGHTING
Exterior lighting consists of navigation/strobe lights located on the wing
tips and a landing/taxi light located on the outboard left wing leading
edge.
All exterior lights are operated by switches found on the switch circuit
breaker panel assembly to the right of the PFD. Exterior lights are
grouped together in the LIGHTS section of the switch panel. To activate
the LDG (landing/taxi light), NAV, and STROBE light(s), place the
switch in the up position. Circuit breakers for the lights are found on the
lower portion of the switch circuit breaker panel assembly.
INTERIOR LIGHTING
Instrument panel, pedestal and interior lighting is provided by an
integral LED matrix light assembly mounted on the overhead cabin
structure. Individual LEDs are directed at various instrument panel
locations and both fuel quantity indicators for night and low-light
illumination. Airplanes equipped with the BRS parachute option will
also have a LED light directed at the parachute deployment handle.
The PANEL LIGHTS dimming knob, located on the right side of the
electrical system switch/CB panel, controls intensity of the overhead
LED matrix lighting, non-stabilized magnetic compass internal lighting
(if installed) and Garmin G300 displays when the G300 display setup
backlight intensity is configured in the AUTO mode.
Rotating the PANEL LIGHTS dimming knob full clockwise provides
maximum brightness while rotating the dimmer control knob
counterclockwise decreases light intensity from the highest level to off.
Power for the PANEL LIGHTS dimmer control is provided by the
secondary power circuit and protected by the SEC PWR circuit breaker.
2-24
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 2
AIRPLANE AND SYSTEM DESCRIPTION
CABIN HEATING AND VENTILATING SYSTEM
The cabin heating and ventilating system consists of a cabin heat
system and fresh air from wing leading edge openings.
Cabin heat is controlled by a push-pull cable from the CABIN HEAT
control knob located on the lower instrument panel. When the CABIN
HEAT control knob is placed in the ON or full aft position, air is heated
as it is directed around the exhaust heat shroud and ducted to a air
control valve located on the firewall. With the air control valve in the on
position, warm air is directed towards the pilot's and front passenger’s
feet through various ducting located in the cabin. With the CABIN HEAT
control knob in the off or full forward position, preheated air is
redirected into the engine compartment through the air control valve
located on the firewall.
Fresh air ducts direct ram air from the wing root openings to fresh air
valves located overhead at the outboard corners of the windshield.
These fresh air valves are equipped with directional control as well as
variable flow adjustment settings.
STALL WARNING SYSTEM
Stall warning is a pneumatically operated by localized pressure
differential created by low pressure airflow around the wing and higher
static pressure internally. The stall warning horn will sound 5-8 knots
prior to stall buffet to provide notice to the pilot of impending stall. Horn
activation will not prevent a stall from occurring. When the horn sounds,
the pilot should react by initiating stall avoidance procedures (decrease
of angle of attack, increase airspeed, etc.). The stall warning system
does not require electrical power for operation. The stall warning
system opening located in the right wing should be checked during
preflight to make sure it is free of debris that might interfere with airflow
and correct operation. To check the system, place a clean cloth over
the vent opening and apply suction; a sound from the warning horn will
confirm system operation.
162PHUS-01
U.S.
2-25/2-26
CESSNA
MODEL 162
GARMIN G300
SECTION 3
OPERATING LIMITATIONS
OPERATING LIMITATIONS
TABLE OF CONTENTS
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Airspeed Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
Airspeed Indicator Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
Powerplant Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
Powerplant and Electrical Instrument Markings. . . . . . . . . . . . . . . . . 3-7
Weight Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Maximum Weight in Baggage Compartment. . . . . . . . . . . . . . . . . 3-8
Center of Gravity Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Service Ceiling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
Maneuver Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Load Factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Flight Load Factor Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Kinds of Operations Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
Kinds of Operations Equipment List . . . . . . . . . . . . . . . . . . . . . . . . 3-11
Fuel Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Flaps Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
System Limitations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
12V Power Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
G300 Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
Placards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
162PHUS-01
U.S.
3-1/3-2
CESSNA
MODEL 162
GARMIN G300
SECTION 3
OPERATING LIMITATIONS
INTRODUCTION
Section 3 includes operating limitations, instrument markings, and
basic placards necessary for the safe operation of the airplane, its
engine, standard systems and standard equipment. The limitations
included in this section and in Section 10 have been approved.
Observance of these operating limitations is required by Federal
Aviation Regulations.
NOTE
•
Refer to Section 10, Supplements, of this Pilot's
Operating Handbook for amended operating limitations,
operating procedures, performance data and other
necessary information for airplanes equipped with
specific options.
•
The airspeeds listed in Figure 3-1, Airspeed Limitations,
are based on Airspeed Calibration data shown in Section
5.
The Cessna Model No. 162 is approved under ASTM standard F2245.
162PHUS-00
U.S.
3-3
SECTION 3
OPERATING LIMITATIONS
CESSNA
MODEL 162
GARMIN G300
AIRSPEED LIMITATIONS
Airspeed limitations and their operational significance are shown in
Figure 3-1.
AIRSPEED LIMITATIONS
SYMBOL
KCAS
KIAS
Stall Speed - Clean
44
41
Stall speed flap up.
VSO
Stall Speed - Landing
Configuration
40
37
Stall speed flaps full
VFE
Maximum Flap
Extended Speed:
FLAPS 10°
FLAPS 25°
FLAPS FULL
VS
VO
VA
SPEED
Maximum Operating
Maneuvering Speed
1320 Pounds
1200 Pounds
1100 Pounds
REMARKS
Do not exceed this speed
with flaps down.
98
84
71
88
84
81
100
85
70
89
85
80
Maximum speed at which
the airplane may be
stalled without exceeding
structural limitations.
Design Maneuvering
Speed:
Do not make full or abrupt
control movements above
this speed.
Does
not
provide
protection from possible
overstressing the airplane.
100
102
VNE
Never Exceed Speed
143
148
Do not exceed this speed
in any operation.
VNO
Maximum Structural
Cruising Speed
120
124
Do not exceed this speed
except in smooth air, and
then only with caution.
Figure 3-1
3-4
U.S.
162PHUS-02
CESSNA
MODEL 162
GARMIN G300
SECTION 3
OPERATING LIMITATIONS
AIRSPEED INDICATOR MARKINGS
Airspeed indicator markings and their color code significance are
shown in Figure 3-2.
AIRSPEED INDICATOR MARKINGS
MARKING
KIAS VALUE OR
RANGE
Red Band
<37
White Band
37 - 70
Full Flap Operating Range. Lower limit is
maximum weight VSO in landing configuration.
Upper limit is maximum speed permissible with
flaps extended.
Green Band
41 - 124
Normal Operating Range. Lower limit is
maximum weight VS1 at most forward C.G.
with flaps retracted. Upper limit is maximum
structural cruising speed.
Yellow
Band
124 - 148
Operations must be conducted with caution
and only in smooth air.
Red Line
>149
Flaps 25°
Tick Mark
85
Maximum Flaps 25° Operation
Flaps 10°
Tick Mark
100
Maximum Flaps 10° Operation
Vx Tick
Mark
57
Best Angle of Climb Air Speed
Vy Tick
Mark
62
Best Rate of Climb Air Speed
SIGNIFICANCE
Low airspeed warning.
Maximum speed for all operations.
Figure 3-2
162PHUS-01
U.S.
3-5
SECTION 3
OPERATING LIMITATIONS
CESSNA
MODEL 162
GARMIN G300
POWERPLANT LIMITATIONS
Engine Manufacturer: Teledyne Continental Motors
Engine Model Number: O-200-D
Maximum Power: 100 BHP Rating
Engine Operating Limits for Takeoff and Continuous Operations:
Maximum Engine Speed:. . . . . . . . . . . . . . . . . . . . . . . . . .2750 RPM
NOTE
The static RPM range at full throttle with carburetor heat off
and mixture leaned to maximum RPM is 2375 - 2475 RPM.
For allowable variations in static RPM at non-standard
temperatures, refer to the 162 Maintenance Manual.
Maximum Oil Temperature: . . . . . . . . . . . . . . . . . . . . .240°F (116°C)
Oil Pressure, Minimum: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 PSI
Oil Pressure, Maximum: . . . . . . . . . . . . . . . . . . . . . . . . . . . .100 PSI
CAUTION
ENGINE OPERATION WITH INDICATED OIL PRESSURE
BELOW THE GREEN BAND RANGE WHILE IN CRUISE
OR CLIMB CONFIGURATION IS CONSIDERED
ABNORMAL. REFER TO SECTION 3, AMPLIFIED
EMERGENCY PROCEDURES, "LOW OIL PRESSURE".
Fuel Grade: Refer to Fuel Limitations
Oil Grade (Specification):
SAE J1966 Aviation Grade Non-Dispersant Mineral Oil or SAE
J1899 Aviation Grade Ashless Dispersant Oil. Oil must comply with
the latest revision and/or supplement for Teledyne Continental
Motors (TCM) Service Information Letter SIL99-2B or later revision,
must be used.
Propeller Manufacturer: McCauley Propeller Systems
Propeller Model Number: 1A162/TCD6754
Propeller Diameter:
Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67 INCHES (1.70 m)
Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66 INCHES (1.68 m)
3-6
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 3
OPERATING LIMITATIONS
POWERPLANT AND ELECTRICAL INSTRUMENT
MARKINGS
Powerplant and electrical instrument markings and their color code
significance are shown in Figure 3-3. Operation with indications in the
red range is prohibited. Avoid operating with indicators in the yellow
range.
POWERPLANT AND ELECTRICAL INSTRUMENT MARKINGS
GREEN
(NORMAL
OPERATING
RANGE)
RED
(LOWER
WARNING)
YELLOW
(LOWER
CAUTION)
Tachometer
(RPM)
----
----
2000 to 2750
RPM
Oil
Temperature
(OIL °F)
----
0 to 75°F
75 to 220°F
220 to 240°F
Oil Pressure
(OIL PSI)
0 to 10 PSI
10 to 30 PSI
30 to 60 PSI
60 to 100 PSI 100* to 140 PSI
Exhaust Gas
Temperature
(if installed)
(EGT °F)
----
----
1000 to 1600°F
White Advisory
INSTRUMENT
Carburetor
Temperature
(CARB °F)
RED
(UPPER
WARNING)
2750* to 3500
RPM
240* to 265°F
5 to 40°F
Battery
Current
(AMPS)
Bus Voltage
(VOLTS)
YELLOW
(UPPER
CAUTION)
-35 to 35
White Advisory
-30 to 12.5
12.5 to 15
15 to 16
16 to 30
*Maximum operating limit is lower end of red.
Figure 3-3
162PHUS-00
U.S.
3-7
SECTION 3
OPERATING LIMITATIONS
CESSNA
MODEL 162
GARMIN G300
WEIGHT LIMITS
Maximum Ramp Weight: . . . . . . . . . . . . . . . 1324 POUNDS (600.6 kg)
Maximum Takeoff Weight . . . . . . . . . . . . . . . 1320 POUNDS (598.8 kg)
Maximum Landing Weight . . . . . . . . . . . . . . 1320 POUNDS (598.8 kg)
MAXIMUM WEIGHT IN BAGGAGE COMPARTMENT
Baggage Area (Station 155 to 190) . . . . . . . . . 50 POUNDS (22.68 kg)
NOTE
Maximum baggage compartment loading must not exceed
8 pounds per square foot.
CENTER OF GRAVITY LIMITS
Center Of Gravity Range:
Forward: 134.5 inches aft of datum at 1320 pounds or less, with
straight line variation to 132.0 inches aft of datum at
1050 pounds.
Aft:
136.9 inches aft of datum at all weights.
Reference Datum: Lower portion of front face of firewall.
SERVICE CEILING:
3-8
U.S.
. . . . . . . . . . . . . . . . 14,625 Feet (4457.7 m)
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 3
OPERATING LIMITATIONS
MANEUVER LIMITS
This airplane is approved under ASTM standard F2245 and is intended
for recreational and instructional flight operations. In the acquisition of
various pilot certificates certain maneuvers are required and these
maneuvers are permitted in this airplane.
MANEUVERS AND RECOMMENDED ENTRY SPEED*
Chandelles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 KIAS
Lazy Eights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 KIAS
Steep Turns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 KIAS
Stalls (Except Whip Stalls) . . . . . . . . . . . . . . . . . . Slow Deceleration
Power On Stalls. . . . . . . . . . . . . . . . . . . . . . . . . . . Slow Deceleration
(limit pitch to 30° nose up attitude)
* Abrupt use of the controls is prohibited above 102 KIAS.
WARNING
AEROBATIC MANEUVERS, INCLUDING SPINS, ARE
PROHIBITED.
CAUTION
INTENTIONAL OPERATION WITH CABIN DOORS OPEN
IS PROHIBITED.
LOAD FACTORS
FLIGHT LOAD FACTOR LIMITS
Flight Load Factors (Maximum Takeoff Weight - 1320 POUNDS):
Flaps UP: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+4.0g, -2.0g
Flaps FULL:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +2.0g
162PHUS-01
U.S.
3-9
SECTION 3
OPERATING LIMITATIONS
CESSNA
MODEL 162
GARMIN G300
KINDS OF OPERATIONS LIMITS
The Cessna 162 airplane is approved for DAY - NIGHT - VFR
operations only. Flight into known icing conditions is prohibited.
The minimum equipment for approved operations required under the
Operating Rules are defined by 14 CFR 91 and ASTM standard F2245,
as applicable.
The following Kinds of Operations Equipment List (KOEL) identifies the
equipment required to be operational for airplane airworthiness in the
listed kind of operations.
3-10
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 3
OPERATING LIMITATIONS
KINDS OF OPERATIONS EQUIPMENT LIST
KIND OF
OPERATION
V
F
R
V
F
R
D
A
Y
N
I
G
H
T
PLACARDS AND MARKINGS
1 - 162 POH/AFM - Garmin G300
0
0
2 - 162 Pilot’s Checklist
1
1
3 - Garmin G300 Pilot’s Guide
0
0
4 - Garmin G300 Cockpit Reference
Guide
0
0
1
1
0
0
1
1
0
0
1
1
1
1
1
1
1
1
1 - Elevator Trim System
1
1
2 - Elevator Trim Indicator
1
1
System, Instrument, Equipment
and/or Function
AIR CONDITIONING
1 - Avionics Fan
COMMUNICATIONS
1 - VHF COM
ELECTRICAL POWER
1 - 12V Main Battery
2 - 14V Alternator
3 - Standby Battery
4 - Ammeter
EQUIPMENT AND FURNISHINGS
1 - Seat Belt Assembly
1 - Shoulder Harness
FLIGHT CONTROLS
COMMENTS
Recommended to
accessible to pilot
flight.
Required
to
accessible to pilot
flight.
Recommended to
accessible to pilot
flight.
Recommended to
accessible to pilot
flight.
be
in
be
in
be
in
be
in
Each Seat Occupant
Each Seat Occupants
(Continued Next Page)
162PHUS-01
U.S.
3-11
SECTION 3
OPERATING LIMITATIONS
CESSNA
MODEL 162
GARMIN G300
KINDS OF OPERATIONS EQUIPMENT LIST (Continued)
System, Instrument, Equipment and/
or Function
FUEL SYSTEM
1 - Fuel Shutoff Control Valve
2 - Cockpit Fuel Quantity Indicator L Tank
3 - Cockpit Fuel Quantity Indicator R Tank
INDICATING/RECORDING
SYSTEM
1 - Stall Warning System
2 - G300 System Annunciator and
Warning Displays
LANDING GEAR
1 - Wheel Fairings
LIGHTING
1 - PFD Bezel Lighting
2 - PFD Display Backlighting
3 - MFD Bezel Lighting
4 - MFD Display Backlighting
5 - Cockpit Overhead Panel Lighting
6 - Aircraft Position (NAV) Lights
7 - STROBE Light System
8 - LAND (Landing) Light
9 - Non-stabilized Magnetic
Compass Internal Lighting
(if installed)
KIND OF
OPERATION
V
F
V
R
F
R
N
D
I
A
G
Y
H
T
1
1
1
1
1
1
1
1
1
1
0
0
0
1
0
1
0
0
1
0
0
0
1
0
1
1
1
1
1
0
COMMENTS
Removable
(Continued Next Page)
3-12
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 3
OPERATING LIMITATIONS
KINDS OF OPERATIONS EQUIPMENT LIST (Continued)
KIND OF
OPERATION
V
F
V
R
F
R
N
I
D
A
G
H
Y
T
System, Instrument, Equipment and/
or Function
NAVIGATION AND PITOTSTATIC SYSTEM
1 - G300 Airspeed Indicator
2 - G300 Altimeter
3 - G300 Vertical Speed Indicator
4 - G300 Attitude Indicator
5 - G300 Directional Indicator (HSI)
6 - G300 Turn Coordinator
7 - G300 Magnetic Heading
Indicator
8 - GPS Receiver/Navigator
1
1
0
0
0
0
1
1
1
0
0
0
0
1
A/R
A/R
9 - GTX 327 Mode C Transponder
A/R
A/R
10 - Blind Altitude Encoder
A/R
A/R
11 - Clock
0
0
12 - Magnetic Compass (if installed)
0
0
ENGINE INDICATING
1 - Tachometer (RPM)
2 - Carburetor Temperature Indicator
(CARB °F) (if installed)
1
0
1
0
1
1
1
1
0
0
1
1
3 - Oil Pressure Indicator
4 - Oil Temperature Indicator
5 - Exhaust Gas Temperature (EGT)
Indicator (if installed)
ENGINE OIL
1 - Engine Crankcase Dipstick
162PHUS-01
COMMENTS
As
Required
Procedure.
As
Required
Procedure.
As
Required
Procedure.
U.S.
Per
Per
Per
3-13
SECTION 3
OPERATING LIMITATIONS
CESSNA
MODEL 162
GARMIN G300
FUEL LIMITATIONS
Total Fuel: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25.46 U.S. GALLONS
(12.73 GALLONS per tank)
Usable Fuel (all flight conditions): . . . . . . . . . . . . .24.0 U.S. GALLONS
(12 GALLONS per tank)
Unusable Fuel: . . . . . . . . . . . . . . . . . . . . . . . . . . . .1.46 U.S. GALLONS
(0.73 GALLONS per tank)
WARNING
TAKEOFF IS PROHIBITED IF EITHER SIGHT GAGE
INDICATES LESS THAN ¼ TANK OF FUEL OR FUEL
LEVEL IS BELOW THE BOTTOM OF THE FUEL
INDICATOR TAB.
MIN
GRND
T.O.
MARKING ON FUEL INDICATOR
NOTE
To ensure maximum fuel capacity and minimize
crossfeeding when refueling, always park the airplane in a
wings level, normal ground attitude. Refer to Figure 1-1 for
normal ground attitude definition.
Fuel remaining in the tank after the fuel quantity indicator reads “E”
cannot be safely used in flight.
Approved Fuel Grades (And Colors):
100LL Grade Aviation Fuel (Blue)
100
Grade Aviation Fuel (Green)
FLAP LIMITATIONS
Approved Takeoff Range: . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP to 10°
Approved Landing Range: . . . . . . . . . . . . . . . . . . . . . . . . . .UP to FULL
3-14
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 3
OPERATING LIMITATIONS
SYSTEM LIMITATIONS
12V POWER OUTLET
The 12 Volt Power Outlet (POWER OUTLET 12V - 7.5A) is not certified
for supplying power to flight-critical communications or navigation
devices.
Use of the 12 Volt Power Outlet is prohibited during takeoff and landing.
G300 LIMITATIONS
NOTE
It is recommended that a current Garmin G300 Pilot’s
Guide or at a minimum, the current Garmin G300 Cockpit
Reference Guide (CRG) be available to the pilot during
flight.
Use of the MAP page for pilotage navigation is prohibited. The
navigation map is intended only to enhance situational awareness.
Navigation is to be conducted using only current charts, data and
authorized navigation facilities.
Use of the TERRAIN information for primary terrain and obstacle
avoidance is prohibited. The terrain map is intended only to enhance
situational awareness. It is the pilot’s responsibility to provide terrain
clearance at all times.
Navigation using the G300 is not authorized north of 70° North latitude
or south of 70° South latitude due to unsuitability of the magnetic fields
near the Earth's poles. In addition, operations are not authorized in the
following two regions:
1. North of 65° North latitude between longitude 75° W and 120° W
(Northern Canada).
2. South of 55° South latitude between longitude 120° E and 165° E
(region south of Australia and New Zealand).
162PHUS-01
U.S.
3-15
SECTION 3
OPERATING LIMITATIONS
CESSNA
MODEL 162
GARMIN G300
PLACARDS
The following information must be displayed in the form of composite or
individual placards.
1. In full view of the pilot: (The DAY-NIGHT-VFR entry, shown on
the example below, will vary with installed equipment):
The markings and placards installed in this airplane contain operating
limitations which must be complied with when operating this airplane.
Other operating limitations which must be complied with when
operating this airplane in this category are contained in the Pilot’s
Operating Handbook.
No acrobatic maneuvers, including spins, are approved.
Flight into known icing conditions prohibited.
This airplane is approved for the following flight operations as of the
date of original airworthiness certificate:
DAY - NIGHT - VFR
2. On control lock:
3. Silk-screened on left instrument panel above magnetos switch:
TAKEOFF PROHIBITED WITH LESS THAN 1/4 FUEL
MIN
TO
(Continued Next Page)
3-16
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 3
OPERATING LIMITATIONS
PLACARDS (Continued)
4. Silk-screened on the lower left instrument panel:
WARNING
Assure that all contaminants,
including water, are removed
from fuel and fuel systems
before flight. Failure to assure
contaminant free fuel and heed
all safety instructions and
owner advisories prior to flight
can result in bodily injury or death.
5. Silk-screened on the upper left instrument panel:
NO INTENTIONAL SPINS
6. On the instrument panel directly above the PFD:
MAXIMUM OPERATING MANEUVERING SPEED: 89 KIAS
DESIGN MANEUVERING SPEED: 102 KIAS
7. Silk-screened on the upper right instrument panel:
8. Silk-screened on the right instrument panel:
This aircraft was
manufactured in
accordance with Light
Sport Aircraft airworthiness
standards and does not conform
to standard category airworthiness
requirements.
(Continued Next Page)
162PHUS-02
U.S.
3-17
SECTION 3
OPERATING LIMITATIONS
CESSNA
MODEL 162
GARMIN G300
PLACARDS (Continued)
9. On the right side of the baggage compartment below the
window:
10. Near both fuel tank filler cap:
11. On the engine oil access door:
(Continued Next Page)
3-18
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 3
OPERATING LIMITATIONS
PLACARDS (Continued)
12. On firewall adjacent to battery box and second placard on
external power receptacle door if external power receptacle
option is installed:
13. Located on both left and right fuel sight tubes.
162PHUS-01
U.S.
3-19/3-20
CESSNA
MODEL 162
GARMIN G300
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
WEIGHT AND BALANCE/
EQUIPMENT LIST
TABLE OF CONTENTS
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Comprehensive Equipment List . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-4
Airplane Weighing Procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-8
Airplane Weighing Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
Sample Weight and Balance Record . . . . . . . . . . . . . . . . . . . . . 4-13
Weight And Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15
Baggage Tiedown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
Sample Loading Problem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
Loading Graph . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Loading Arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
Internal Cabin Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25
Center Of Gravity Moment Envelope . . . . . . . . . . . . . . . . . . . . . 4-27
Center of Gravity Limits. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
162PHUS-00
U.S.
4-1/4-2
CESSNA
MODEL 162
GARMIN G300
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
INTRODUCTION
This section describes the procedure for establishing the basic empty
weight and moment of the airplane. Sample forms are provided for
reference. Procedures for calculating the weight and moment for
various operations are also provided. For additional information
regarding Weight and Balance procedures, refer to the Aircraft Weight
and Balance Handbook (FAA-H-8083-1). A comprehensive list of
Cessna equipment available for this airplane is included in this section.
Specific information regarding the weight, arm, moment and installed
equipment for this airplane as delivered from the factory can be found
in the plastic envelope in the back of this POH.
WARNING
IT IS THE RESPONSIBILITY OF THE PILOT TO MAKE
SURE THE AIRPLANE IS LOADED PROPERLY.
OPERATION OUTSIDE OF PRESCRIBED WEIGHT AND
BALANCE LIMITATIONS COULD RESULT IN AN
ACCIDENT AND SERIOUS OR FATAL INJURY.
162PHUS-00
U.S.
4-3
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 162
GARMIN G300
COMPREHENSIVE EQUIPMENT LIST
Figure 4-1 is a comprehensive list of all Cessna equipment which is available for
the Model 162 airplane equipped with Garmin G300 Integrated Cockpit System
(Serials 16200001 and On). This comprehensive equipment list provides the
following information in column form:
In the ITEM NO column, each item is assigned a coded number. The first two
digits of the code represent the identification of the item within Air Transport
Association Specification 100 (11 for Paint and Placards; 24 for Electrical
Power; 77 for Engine Indicating, etc.). These assignments also correspond to
the Maintenance Manual chapter for the airplane. After the first two digits, items
receive a unique sequence number (01, 02, 03, etc.). After the sequence
number, a suffix letter is assigned to identify equipment as a required item, a
standard item or an optional item.
Suffix letters are as follows:
R = Required items or equipment for ASTM certification.
S = Standard equipment items.
O = Optional equipment items replacing required or standard items.
A = Optional equipment items which are in addition to required or
standard items.
In the EQUIPMENT LIST DESCRIPTION column, each item is assigned a
descriptive name to help identify its function.
In the REF DRAWING column, a Cessna drawing number is provided which
corresponds to the item.
NOTE
If additional equipment is to be installed, it must be done in
accordance with the reference drawing, service bulletin or a separate
ASTM approval.
In the WT LBS and ARM INS columns, information is provided on the weight (in
pounds) and arm (in inches) of the equipment item.
NOTE
4-4
•
Unless otherwise indicated, true values (not net change values)
for the weight and arm are shown. Positive arms are distances aft
of the airplane datum; negative arms are distances forward of the
datum.
•
Asterisks (*) in the weight and arm column indicate complete
assembly installations. Some major components of the assembly
are listed on the lines immediately following. The sum of these
major components does not necessarily equal the complete
assembly installation.
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
ITEM NO
11-01-S
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
REF
DRAWING
EQUIPMENT LIST DESCRIPTION
11 - PAINT AND PLACARDS
PAINT, OVERALL WHITE WITH COLOR STRIPE
- OVERALL WHITE COLOR
- COLOR STRIPING
0900001
0900001
0919002
WT ARM
LBS INS.
19.91* 168.53
19.66 168.53
0.25
168.35
21-03-R
21 - AIR CONDITIONING
VENTILATORS, ADJUSTABLE, CABIN AIR
0914100
CABIN HEATER SYSTEM, SHROUDED MUFFLER 0914100
TYPE
AVIONICS COOLING FAN - S4000-4
0918101
22-01-O
AUTOPILOT
0901120
7.14
111.41
23 - COMMUNICATIONS
NAV/COM/GPS #1 COMPUTER
- SL40 INTEGRATED AVIONICS UNIT
- CI2480-201 VHF COMM/GPS ANTENNA
- CI420-10 XM ANTENNA AND CABLE ASSY
AUDIO INTERCOM
- PM3000 AUDIO PANEL
0918101
0918123
0918503
2.10
0.56
1.02
117.22
164.78
147.49
0918504
1.04
118.31
0950000
0918130
0918104
0918505
6.80
11.40
0.8
3.21
83.36
98.35
109.44
97.84
0919021
0919021
0919022
7.79
7.79
1.47
146.23
146.23
161.57
0919022
1.47
161.57
0919030
0.10
2.00
1.00
1.00
1.0
1.00
2.50
0.16
2.22
0.16
1.65
34.97
176.21
160.59
160.59
160.59
160.59
160.59
201.79
198.34
201.79
198.34
126.44
168.57
21-01-S
21-02-S
0.86
1.01
122.88
99.15
0.30
116.06
22 - AUTO FLIGHT
23-01-R
23-02-O
24-01-R
24-02-R
24-03-S
24-04-O
25-01-R
25-02-S
25-03-R
25-04-S
25-05-S
25-06-S
25-07-R
25-08-S
25-09-S
25-10-S
25-11-S
25-12-O
25-13-O
25-14-O
24 - ELECTRICAL POWER
ALTERNATOR, 12 VOLT, 60 AMP
BATTERY, 12 VOLT, 14.0 AMP HOUR - PC545
BATTERY, STANDBY 12 VOLT - PS-1208
GROUND SERVICE POWER RECEPTACLE
25 - EQUIPMENT/FURNISHINGS
SEAT, PILOT
SEAT, FRONT PASSENGER
SEAT BELT AND SHOULDER HARNESS,
MANUAL ADJUST, PILOT
SEAT BELT AND SHOULDER HARNESS,
MANUAL ADJUST, FRONT PASSENGER
BAGGAGE RESTRAINT NET
PILOT'S OPERATING HANDBOOK
PILOT’S CHECKLIST
GARMIN G300 PILOT’S GUIDE
GARMIN COCKPIT REFERENCE GUIDE
FUEL SAMPLING CUP
AK-450-C - 2 FREQUENCY ELT
- ANTENNA AND CABLE - 450017-C
AK-451-C - 3 FREQUENCY ELT
- ANTENNA AND CABLE - 450017-1B-C
SUN VISORS
BALLISTIC RECOVERY SYSTEM
0918114
0918508
0911010
0901105
Figure 4-1 (Sheet 1 of 3)
162PHUS-01
U.S.
4-5
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
ITEM NO
24-01-O
EQUIPMENT LIST DESCRIPTION
26 - FIRE PROTECTION
FIRE EXTINGUISHER
- FIRE EXTINGUISHER, HAND TYPE
- MOUNTING CLAMP AND HARDWARE
CESSNA
MODEL 162
GARMIN G300
REF
DRAWING
WT
LBS
ARM
INS.
0901600-1
A344T
2.77*
2.53
0.24
160.59*
160.59
160.59
27 - FLIGHT CONTROLS
DUAL CONTROLS
- CONTROL STICK ASSEMBLY
- RUDDER AND BRAKE PEDALS
0961510
0961331
0.85
0.46
122.98
108.02
28-01-R
28-02-O
28 - FUEL
FUEL INDICATORS
FUEL PRIMER ASSEMBLY
0901200
0.63
106.48
31-01-R
31-02-R
31 - INDICATING/RECORDING SYSTEM
PNEUMATIC STALL WARNING SYSTEM
OUTSIDE AIR TEMPERATURE (OAT) PROBE
0914300
0918121
0.61
0.30
127.24
166.03
4.16
1.46
5.62
149.52
151.73
149.52
3.50
2.38
86.92
86.92
0942200
0941200
2.56
3.48
87.57
151.72
0918103
0928007
0928007
012
0.97
1.36
146.00
142.74
129.28
27-01-R
32-01-R
32-02-R
32-03-O
33-01-S
33-02-R
33-03-S
32 - LANDING GEAR
WHEEL BRAKE AND TIRE, 5.00 X 5 MAIN (2)
- WHEEL ASSY (EACH)
- BRAKE ASSY (EACH)
- TIRE AND TUBE, 4-PLY, 5.00 X 5, BLACKWALL
(EACH)
WHEEL AND TIRE ASSY, 4.00 X 5 NOSE
- WHEEL ASSY
- TIRE AND TUBE, 8-PLY, 4.00 X 5, BLACKWALL
WHEEL FAIRING AND INSTALLATION
- WHEEL FAIRING, NOSE
- WHEEL FAIRINGS, MAIN (EACH)
33 - LIGHTS
COCKPIT LIGHT (LED) - CL5190
NAV/STROBE LIGHT (EACH)
LANDING/TAXI LIGHT
0941000
0942000
Figure 4-1 (Sheet 2)
4-6
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
ITEM NO
34-01-R
34-02-O
34-03-R
34-04-R
34-05-O
61-01-R
61-02-R
71-01-R
71-02-O
72-01-R
77-01-R
77-02-O
78-01-R
79-01-R
79-02-R
79-03-R
79-04-O
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
EQUIPMENT LIST DESCRIPTION
34 - NAVIGATION
PFD DISPLAY
- GDU 370 DISPLAY
MFD DISPLAY
- GDU 375 DISPLAY
ATTITUDE HEADING REFERENCE
(ADAHRS)
- GSU 73 ADAHRS
TRANSPONDER
- GTX-327 TRANSPONDER
- TRANSPONDER ANTENNA
COMPASS, MAGNETIC
REF
DRAWING
WT ARM
LBS INS.
0918101
1.56
121.56
0918502
2.40
121.56
0918109
3.33
104.32
0918101
0918122
0918509
2.40
0.06
1.15
118.76
116.91
124.94
SENSOR
61 - PROPELLER
FIXED PITCH PROPELLER ASSEMBLY
- MCCAULEY 67 INCH PROPELLER
- MCCAULEY 3.115 INCH PROPELLER SPACER
SPINNER INSTALLATION, PROPELLER
- SPINNER SHELL
- SPINNER FRONT SUPPORT ASSEMBLY
- SPINNER BULKHEAD ASSEMBLY
- MOUNTING HARDWARE
71 - POWERPLANT
FILTER, INDUCTION AIR
WINTERIZATION KIT INSTALLATION (STOWED)
(INSTALLED ARM SHOWN)
- BREATHER TUBE INSULATION
- COWL INLET COVERS (INSTALLED)
- COWL INLET COVERS (STOWED)
72 - ENGINES
ENGINE, TELEDYNE CONTINENTAL MOTORS
O-200D
77 - ENGINE INDICATING
ENGINE TACHOMETER SENSOR
EXHAUST THERMOCOUPLE
78 - EXHAUST
EXHAUST SYSTEM
79 - OIL
OIL COOLER INSTALLATION
OIL PRESSURE SENSOR - P165-5281
OIL TEMPERATURE SENSOR - S2335-1
OIL QUICK DRAIN INSTALLATION
1A162/TCD6754 24.40
B-7925
2.00
65.03
65.03
D-7945
C-7961
D-7962
0.90
0.20
1.05
1.50
65.03
65.03
65.03
65.03
0950000
0901260
0.50
1.12
83.00
70.71
0901250-5, -10 0.20
0901250-1, -2 0.92
0901250-1, -2 0.92
75.06
69.77
176.21
0950000
213.78 83.95
0918003
0918506
0.02
0.04
92.29
78.64
9950100
8.00
77.67
0950000
0950000
0950000
0901240
3.83
0.32
0.15
0.06
83.36
80.81
80.81
90.08
Figure 4-1 (Sheet 3)
162PHUS-01
U.S.
4-7
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 162
GARMIN G300
AIRPLANE WEIGHING PROCEDURES
1. Preparation:
a. Inflate tires to recommended operating pressures.
b. Defuel airplane. Refer to the Maintenance Manual.
c. Service engine oil as required to obtain a normal full
indication (approximately 5 quarts on dipstick).
d. Raise flaps to the fully retracted position.
e. Place all control surfaces in neutral position.
f. Remove all non-required items from airplane.
2. Level:
a. Place scales under each wheel (minimum scale capacity,
1000 pounds).
b. Deflate the nose tire to properly center the bubble in the
level (Refer to Figure 4-2).
3. Weigh:
a. Weigh airplane in a closed hangar to avoid errors caused by
air currents.
b. With the airplane level and brakes released, record the
weight shown on each scale. Deduct the tare, if any, from
each reading.
4. Measure:
a. Obtain measurement A by measuring horizontally (along the
airplane centerline) from a line stretched between the main
wheel centers to a plumb bob dropped from the firewall.
b. Obtain measurement B by measuring horizontally and
parallel to the airplane centerline, from center of nosewheel
axle, left side, to a plumb bob dropped from the line between
the main wheel centers. Repeat on right side and average
the measurements.
5. Using weights from step 3 and measurements from step 4, the
Basic Empty Weight and C.G. can be determined by completing
Figure 4-2 (Sheet 3 or Sheet 4).
6. Changes to the Airplane Weight and Balance due to alteration or
repair must be documented in a permanent record within the
POH similar to that shown in Figure 4-3.
7. A new Basic Empty Weight and CG Arm based on actual
airplane weight (as weighed) is required after a major repair or
alteration. It is recommended that the airplane be weighed to
verify Basic Empty Weight and CG Arm at intervals not to
exceed 5 years.
4-8
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
AIRPLANE WEIGHING FORM - U.S. UNITS
Figure 4-2* (Sheet 1 of 4)
162PHUS-01
U.S.
4-9
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 162
GARMIN G300
AIRPLANE WEIGHING FORM - METRIC UNITS
Figure 4-2* (Sheet 2)
4-10
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
AIRPLANE WEIGHING FORM - U.S. UNITS
Figure 4-2 (Sheet 3)
162PHUS-00
U.S.
4-11
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 162
GARMIN G300
AIRPLANE WEIGHING FORM - METRIC UNITS
Figure 4-2 (Sheet 4)
4-12
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
SAMPLE WEIGHT AND BALANCE RECORD - U.S.
Figure 4-3 (Sheet 1 of 2)
162PHUS-00
U.S.
4-13
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 162
GARMIN G300
SAMPLE WEIGHT AND BALANCE RECORD - METRIC
Figure 4-3 (Sheet 2)
4-14
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
WEIGHT AND BALANCE
The following information will enable you to operate your Cessna within
the prescribed weight and center of gravity limitations. To determine
weight and balance, use the Sample Loading Problem (Figure 4-4),
Loading Graph (Figure 4-5), and Center of Gravity Moment Envelope
(Figure 4-8) as follows:
Enter the appropriate basic empty weight and moment/1000 from the
weight and balance records for your airplane in the YOUR AIRPLANE
column of the Sample Loading Problem.
NOTE
In addition to the basic empty weight and moment noted on
these records, the C.G. arm (FS) is also shown, but need
not be used on the Sample Loading Problem. The moment
which is shown must be divided by 1000 and this value
used as the moment/1000 on the loading problem.
Use the Loading Graph to determine the moment/1000 for each
additional item to be carried; then list these on the loading problem.
NOTE
Loading Graph information for the pilot, passenger and
baggage is based on baggage loaded in the center of the
baggage areas as shown on the Loading Arrangements
diagram. For loadings which may differ from these, the
Sample Loading Problem lists fuselage stations (FS) for
these items to indicate their forward and aft C.G. range
limitations (baggage area limitation). Refer to Figures 4-6
and 4-7 for additional loading information. Additional
moment calculations, based on the actual weight and C.G.
arm (FS) of the item being loaded, must be made if the
position of the load is different from that shown on the
Loading Graph.
Total the weights and moments/1000 and plot these values on the
Center of Gravity Moment Envelope to determine whether the point
falls within the envelope, and if the loading is acceptable.
(Continued Next Page)
162PHUS-01
U.S.
4-15
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 162
GARMIN G300
WEIGHT AND BALANCE (Continued)
BAGGAGE TIEDOWN
A nylon baggage net, having four tiedown straps, is provided as
standard equipment to secure baggage on the cabin floor. Six eyebolts
serve as attaching points for the net. A placard located on the right side
of the baggage compartment, below the window, defines the weight
limitations in the baggage areas.
NOTE
Maximum weight in the baggage compartment area is 50
pounds (22.68 kg) with a maximum floor loading of 8
pounds per square foot (39.05 kilograms per square meter).
4-16
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
SAMPLE LOADING PROBLEM - U.S. UNITS
WEIGHT AND MOMENT
TABULATION
ITEM DESCRIPTION
SAMPLE
AIRPLANE
YOUR
AIRPLANE
Weight Moment Weight Moment
(lbs)
(lb-ins/
(lbs)
(lb-ins/
1000)
1000)
1 - Basic Empty Weight
(Use the data pertaining to your airplane
as it is presently equipped. Includes
unusable fuel and full oil)
834
110.1
144
20.6
3 - Pilot and Front Passenger (FS 142)
300
42.6
4 - Baggage (FS 155 to 190)
50 Pounds Maximum
46
7.9
5 - RAMP WEIGHT AND MOMENT
1324
181.2
6 - Fuel allowance for engine start, taxi and
runup
-4.0
-0.6
7 - TAKEOFF WEIGHT AND MOMENT
(Subtract Step 8 from Step 7)
1320
180.6
2 - Usable Fuel (At 6 Lbs./Gal.)
- Standard Fuel - 24 Gallons Maximum
- Reduced Fuel - 12 Gallons
8 - Locate this point (1320 at 180.6) on the Center of Gravity Moment Envelope,
and since this point falls within the envelope, the loading is acceptable.
Figure 4-4 (Sheet 1 of 4)
162PHUS-00
U.S.
4-17
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 162
GARMIN G300
SAMPLE LOADING PROBLEM - METRIC UNITS
WEIGHT AND MOMENT
TABULATION
ITEM DESCRIPTION
SAMPLE
AIRPLANE
YOUR
AIRPLANE
Weight Moment Weight Moment
(kgs) (kg-mm/ (kgs) (kg-mm/
1000)
1000)
1 - Basic Empty Weight
(Use the data pertaining to your airplane
as it is presently equipped. Includes
unusable fuel and full oil)
378.3
1268.4
65.4
244.5
3 - Pilot and Front Passenger (FS 3607)
136.1
490.9
4 - Baggage (FS 3937 to 4826)
22.6 Kilograms Maximum
19.9
86.9
5 - RAMP WEIGHT AND MOMENT
599.7
2090.7
-1.8
-6.6
597.9
2084.1
2 - Usable Fuel (At 0.72 Kg./Liter)
- Standard Fuel - 90.82 Liters Maximum
- Reduced Fuel - 45.41 Liters
6 - Fuel allowance for engine start, taxi and
runup
7 - TAKEOFF WEIGHT AND MOMENT
(Subtract Step 8 from Step 7)
8 - Locate this point (597.9 at 2084.1) on the Center of Gravity Moment Envelope,
and since this point falls within the envelope, the loading is acceptable.
Figure 4-4 (Sheet 2)
4-18
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
SAMPLE LOADING PROBLEM - U.S. UNITS
NOTE
When several loading configurations are representative of
your operations, it may be useful to fill out one or more of
the above columns so specific loadings are available at a
glance.
Figure 4-4 (Sheet 3)
162PHUS-00
U.S.
4-19
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 162
GARMIN G300
SAMPLE LOADING PROBLEM - METRIC UNITS
YOUR
AIRPLANE
Weight
(Kgs)
YOUR
AIRPLANE
Moment
(Kgs-mm/
1000)
Weight
(Kgs)
Moment
(Kgs-mm/
1000)
YOUR
AIRPLANE
Weight
(Kgs)
Moment
(Kgs-mm/
1000)
NOTE
When several loading configurations are representative of
your operations, it may be useful to fill out one or more of
the above columns so specific loadings are available at a
glance.
Figure 4-4 (Sheet 4)
4-20
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
LOADING GRAPH - U.S. UNITS
Figure 4-5 (Sheet 1 of 2)
162PHUS-00
U.S.
4-21
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 162
GARMIN G300
LOADING GRAPH - METRIC UNITS
Figure 4-5 (Sheet 2)
4-22
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
LOADING ARRANGEMENTS - U.S. UNITS
*Pilot and front seat passenger center of gravity for average
occupant.
**Arm measured to the center of the areas shown.
NOTE
•
•
•
All dimensions shown are in inches.
The usable fuel C.G. arm is located at FS 143.26.
The aft baggage wall (approximate FS 190.00) can be
used as a convenient interior reference point for
determining the location of baggage area fuselage
stations.
Figure 4-6* (Sheet 1 of 2)
162PHUS-01
U.S.
4-23
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 162
GARMIN G300
LOADING ARRANGEMENTS - METRIC UNITS
*Pilot and front seat passenger center of gravity for average
occupant.
**Arm measured to the center of the areas shown.
NOTE
•
•
•
All dimensions shown are in millimeters.
The usable fuel C.G. arm is located at FS 3638.80.
The aft baggage wall (approximate FS 4826) can be
used as a convenient interior reference point for
determining the location of baggage area fuselage
stations.
Figure 4-6* (Sheet 2)
4-24
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
INTERNAL CABIN DIMENSIONS - U.S. UNITS
NOTE
•
Maximum weight in the baggage compartment area is
50 pounds with a maximum floor loading of 8 pounds
per square foot.
•
All dimensions shown are in inches.
Figure 4-7 (Sheet 1 of 2)
162PHUS-01
U.S.
4-25
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 162
GARMIN G300
INTERNAL CABIN DIMENSIONS - METRIC UNITS
NOTE
•
Maximum weight in the baggage compartment area is
22.68 kilograms with a maximum floor loading of 39.05
kilograms per square meter.
•
All dimensions shown are in millimeters.
Figure 4-7 (Sheet 2)
4-26
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
CENTER OF GRAVITY MOMENT ENVELOPE - U.S.
Figure 4-8 (Sheet 1 of 2)
162PHUS-00
U.S.
4-27
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 162
GARMIN G300
CENTER OF GRAVITY MOMENT ENVELOPE
METRIC UNITS
Figure 4-8 (Sheet 2)
4-28
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
CENTER OF GRAVITY LIMITS - U.S. UNITS
Figure 4-9 (Sheet 1 of 2)
162PHUS-00
U.S.
4-29
SECTION 4
WEIGHT AND BALANCE/
EQUIPMENT LIST
CESSNA
MODEL 162
GARMIN G300
CENTER OF GRAVITY LIMITS - METRIC UNITS
Figure 4-9 (Sheet 2)
4-30
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 5
PERFORMANCE
PERFORMANCE
TABLE OF CONTENTS
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Use of Performance Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
Sample Problem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
Takeoff. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Fuel Required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Demonstrated Operating Temperature . . . . . . . . . . . . . . . . . . . . . . . 5-9
Airspeed Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
Stall Speeds At 1320 Pounds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
Short Field Takeoff Distance At 1320 Pounds . . . . . . . . . . . . . . . . . 5-12
Short Field Landing Distance At 1320 Pounds . . . . . . . . . . . . . . . . 5-13
Maximum Rate Of Climb At 1320 Pounds . . . . . . . . . . . . . . . . . . . . 5-14
Time, Fuel And Distance To Climb At 1320 Pounds . . . . . . . . . . . . 5-15
Cruise Performance. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Temperature Conversion Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
Crosswind Component . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
162PHUS-00
U.S.
5-1/5-2
CESSNA
MODEL 162
GARMIN G300
SECTION 5
PERFORMANCE
INTRODUCTION
Performance data charts on the following pages are presented so that
you may know what to expect from the airplane under various
conditions and to facilitate the planning of flights in detail with
reasonable accuracy. The data in the charts has been computed from
actual flight tests with the airplane and engine in good condition and
using average piloting techniques.
Fuel flow data for cruise is based on the recommended lean mixture
setting at all altitudes. Some indeterminate variables such as mixture
leaning technique, fuel metering characteristics, engine and propeller
condition, and air turbulence may account for variations of 10% or more
in range and endurance. Therefore, it is important to utilize all available
information to estimate the fuel required for the particular flight and to
flight plan in a conservative manner.
USE OF PERFORMANCE CHARTS
Performance data is presented in tabular form to illustrate the effect of
different variables. Sufficiently detailed information is provided in the
tables so that conservative values can be selected and used to
determine the particular performance figure with reasonable accuracy.
162PHUS-01
U.S.
5-3
SECTION 5
PERFORMANCE
CESSNA
MODEL 162
GARMIN G300
SAMPLE PROBLEM
The following sample flight problem utilizes information from the
various charts to determine the predicted performance data for a typical
flight. Assume the following information has already been determined:
AIRPLANE CONFIGURATION:
Takeoff weight
Usable fuel
1320 Pounds
24.0 Gallons
TAKEOFF CONDITIONS:
Field pressure altitude
Temperature
Wind component along runway
Field length
1500 Feet
28°C (16°C Above Standard)
14 Knot Head Wind
3500 Feet
CRUISE CONDITIONS:
Total distance
Pressure altitude
Temperature
Expected wind enroute
260 Nautical Miles
5500 Feet
20°C (16°C Above Standard)
10 Knot Head Wind
LANDING CONDITIONS:
Field pressure altitude
Temperature
Field length
2000 Feet
25°C
3000 Feet
(Continued Next Page)
5-4
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 5
PERFORMANCE
SAMPLE PROBLEM (Continued)
TAKEOFF
The takeoff distance chart, Figure 5-3, should be consulted, keeping in
mind that distances shown are based on the short field technique.
Conservative distances can be established by reading the chart at the
next higher value of weight, altitude and temperature. For example, in
this particular sample problem, the takeoff distance information
presented for a weight of 1320 pounds, pressure altitude of 2000 feet
and a temperature of 30°C should be used and results in the following:
Ground roll
Total distance to clear a 50-foot obstacle
860 Feet
1495 Feet
These distances are well within the available takeoff field length.
However, a correction for the effect of wind may be made based on
information presented in the note section of the takeoff chart. The
correction for a 14 knot head wind is:
14 Knots
7 Knots
X 10% = 20% Decrease
This results in the following distances, corrected for wind:
Ground roll, zero wind
860 Feet
Decrease in ground roll (860 feet X 20%)
-172 Feet
Corrected ground roll
688 Feet
Total distance to clear a 50-foot obstacle, zero wind
1495 Feet
Decrease in total distance (1495 feet X 20%)
-299 Feet
Corrected total distance to clear 50-foot obstacle
1196 Feet
(Continued Next Page)
162PHUS-01
U.S.
5-5
SECTION 5
PERFORMANCE
CESSNA
MODEL 162
GARMIN G300
SAMPLE PROBLEM (Continued)
CRUISE
The cruising altitude should be selected based on a consideration of
trip length, winds aloft and the airplane's performance. A typical
cruising altitude and the expected wind enroute have been given for
this sample problem. However, the power setting selection for cruise
must be determined based on several considerations. These include
the cruise performance characteristics presented in Figure 5-7, the
maximum rate of climb chart presented in Figure 5-5, and the time, fuel
and distance to climb chart presented in Figure 5-6.
The cruise performance chart, Figure 5-7, is entered at 6000 feet
pressure altitude and 20°C above standard temperature. These values
most nearly correspond to the planned altitude and expected
temperature conditions. The engine speed chosen is 2750 RPM, which
results in the following:
Power
True airspeed
Cruise fuel flow
64%
108 Knots
6.0 GPH
(Continued Next Page)
5-6
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 5
PERFORMANCE
SAMPLE PROBLEM (Continued)
FUEL REQUIRED
The total fuel requirement for the flight may be estimated using the
performance information in Figure 5-6 and Figure 5-7. For this sample
problem, the time, fuel and distance to climb may be determined from
Figure 5-6 for maximum rate of climb. The difference between the
values shown in the table for 5500 feet and 1500 feet results in the
following:
Time:
6.5 Minutes
Fuel:
0.9 Gallons
Distance: 6.0 Nautical Miles
These values are for a standard temperature and are sufficiently
accurate for most flight planning purposes. However, a further
correction for the effect of temperature may be made as noted on the
climb chart. The approximate effect of a nonstandard temperature is to
increase the time, fuel and distance by 10% for each 10°C above
standard temperature, due to the lower rate of climb. In this case,
assuming a temperature 16°C above standard the correction would be:
16°C
10°C
X 10% = 16% Increase
With this factor included, the fuel estimate would be calculated as
follows:
Fuel to climb, standard temperature
0.9 Gallons
Increase due to non-standard temperature (0.9 X 16%) 0.1 Gallons
Corrected fuel to climb
1.0 Gallons
Using a similar procedure for the distance to climb results in 7 nautical
miles.
The resultant cruise distance is:
Total distance
Climb distance
Cruise distance
260 Nautical Miles
-7 Nautical Miles
253 Nautical Miles
(Continued Next Page)
162PHUS-01
U.S.
5-7
SECTION 5
PERFORMANCE
CESSNA
MODEL 162
GARMIN G300
SAMPLE PROBLEM (Continued)
FUEL REQUIRED (Continued)
With an expected 10 knot head wind, the ground speed for cruise is
predicted to be:
108 Knots
-10 Knots
98 Knots
Therefore, the time required for the cruise portion of the trip is:
253 Nautical Miles = 2.6 Hours
98 Knots
The fuel required for cruise is:
2.6 hours 6.0 gallons/hour = 15.6 Gallons
A 30-minute reserve requires:
30
6.0 gallons/hour = 3.0 Gallons
60
The total estimated fuel required is as follows:
Engine start, taxi, and takeoff
0.6 Gallons
Climb
1.0 Gallons
Cruise
15.6 Gallons
Reserve
3.0 Gallons
Total fuel required
20.2 Gallons
Once the flight is underway, ground speed checks will provide a more
accurate basis for estimating the time enroute and the corresponding
fuel required to complete the trip with ample reserve.
(Continued Next Page)
5-8
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 5
PERFORMANCE
SAMPLE PROBLEM (Continued)
LANDING
A procedure similar to takeoff should be used for estimating the landing
distance at the destination airport. Figure 5-4 presents landing distance
information for the short field technique. The distances corresponding
to 2000 feet and 30°C are as follows:
Ground roll
Total distance to clear a 50-foot obstacle
760 Feet
1485 Feet
A correction for the effect of wind may be made based on information
presented in the note section of the landing chart, using the same
procedure as outlined for takeoff.
DEMONSTRATED OPERATING TEMPERATURE
Satisfactory engine cooling has been demonstrated for this airplane
with an outside air temperature 23°C above standard. This is not to be
considered as an operating limitation. Reference should be made to
Section 2 for engine operating limitations.
162PHUS-01
U.S.
5-9
SECTION 5
PERFORMANCE
CESSNA
MODEL 162
GARMIN G300
Figure 5-1
5-10
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 5
PERFORMANCE
NOTE
•
Altitude loss during a stall recovery may be as much as
250 feet.
•
KIAS values are approximate.
Figure 5-2
162PHUS-00
U.S.
5-11
SECTION 5
PERFORMANCE
CESSNA
MODEL 162
GARMIN G300
Figure 5-3*
5-12
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 5
PERFORMANCE
Figure 5-4*
162PHUS-01
U.S.
5-13
SECTION 5
PERFORMANCE
CESSNA
MODEL 162
GARMIN G300
Figure 5-5*
5-14
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 5
PERFORMANCE
Figure 5-6*
162PHUS-01
U.S.
5-15
SECTION 5
PERFORMANCE
CESSNA
MODEL 162
GARMIN G300
Figure 5-7*
5-16
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 5
PERFORMANCE
TEMPERATURE CONVERSION CHART
Figure 5-8
162PHUS-00
U.S.
5-17
SECTION 5
PERFORMANCE
CESSNA
MODEL 162
GARMIN G300
CROSSWIND COMPONENT
NOTE
Maximum demonstrated crosswind velocity is 12 knots (not
a limitation).
Figure 5-9
5-18
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 6
EMERGENCY PROCEDURES
EMERGENCY PROCEDURES
TABLE OF CONTENTS
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Airspeeds For Emergency Operations. . . . . . . . . . . . . . . . . . . . . . . . 6-5
EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
ENGINE FAILURES AND MALFUNCTIONS . . . . . . . . . . . . . . . . . . 6-6
Engine Failure During Takeoff Roll . . . . . . . . . . . . . . . . . . . . . . . . 6-6
Engine Failure Immediately After Takeoff . . . . . . . . . . . . . . . . . . . 6-6
Engine Failure During Flight (Restart Procedures) . . . . . . . . . . . . 6-7
Oil PSI Indicator In Red Band Range (Red Digits) . . . . . . . . . . . . 6-7
Carb °F Indicator In Yellow Band Range (Yellow Digits) . . . . . . . . 6-8
FORCED LANDINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Emergency Landing Without Engine Power . . . . . . . . . . . . . . . . . 6-9
Precautionary Landing With Engine Power. . . . . . . . . . . . . . . . . 6-10
Ditching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
FIRES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
During Start On Ground . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Engine Fire In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
Electrical Fire or Cabin Fire In Flight. . . . . . . . . . . . . . . . . . . . . . 6-13
Wing Fire. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Inadvertent Icing Encounter During Flight. . . . . . . . . . . . . . . . . . 6-15
ABNORMAL LANDINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Landing With Partial or No Flight Instrument Information . . . . . . 6-17
Landing With A Flat Main Tire . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
Landing With A Flat Nose Tire . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Door Open in Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Landing With Door Open. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
(Continued Next Page)
162PHUS-00
U.S.
6-1
SECTION 6
EMERGENCY PROCEDURES
TABLE OF CONTENTS
CESSNA
MODEL 162
GARMIN G300
(Continued)
Page
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS . . .
Loss Of All Electrical Power (Except PFD) . . . . . . . . . . . . . . . .
LOW VOLTS Annunciator Comes On or Volts Indication Below
Green Band Range or Volts Less Than 12.5. . . . . . . . . . . . . .
Volts Indication Above Green Band Range or
Volts More Than 15 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6-19
6-19
6-20
6-22
AIR DATA, ATTITUDE AND HEADING REFERENCE SYSTEM
(ADAHRS) FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
Red X - PFD or MFD Indicators (Airspeed, Altitude, Attitude,
Horizontal Situation Indicator (HSI), or Engine Indicating
System (EIS)) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-23
PFD/MFD DISPLAY MALFUNCTION OR FAILURE . . . . . . . . . . . 6-24
PFD or MFD Display Black (No Information) . . . . . . . . . . . . . . . 6-24
PFD or MFD Display Information Not Updating. . . . . . . . . . . . . 6-25
Electric Pitch Trim Failure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-26
(Continued Next Page)
6-2
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
TABLE OF CONTENTS
SECTION 6
EMERGENCY PROCEDURES
(Continued)
Page
AMPLIFIED EMERGENCY PROCEDURES . . . . . . . . . . . . . . . . . . 6-27
Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-27
Maximum Glide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-28
Forced Landings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-29
Landing Without Elevator Control . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30
Fires . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-30
Emergency Operation In Clouds . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-31
Executing A 180° Turn In Clouds (ADAHRS FAILED) . . . . . . . . 6-31
Emergency Descent Through Clouds (ADAHRS FAILED) . . . . . 6-32
Recovery From Spiral Dive In The Clouds (ADAHRS FAILED) . 6-33
Inadvertent Flight Into Icing Conditions . . . . . . . . . . . . . . . . . . . . . . 6-34
Spins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-35
Rough Engine Operation Or Loss Of Power . . . . . . . . . . . . . . . . . . 6-36
Carburetor Icing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-36
Spark Plug Fouling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-36
Magneto Malfunction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-36
Idle Power Engine Roughness . . . . . . . . . . . . . . . . . . . . . . . . . . 6-37
Low Oil Pressure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-37
Electrical Power Supply System Malfunctions . . . . . . . . . . . . . . . . . 6-38
Excessive Rate Of Charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-38
Insufficient Rate Of Charge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-39
Other Emergencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-40
Windshield Damage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-40
G300 Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-40
162PHUS-00
U.S.
6-3/6-4
CESSNA
MODEL 162
GARMIN G300
SECTION 6
EMERGENCY PROCEDURES
INTRODUCTION
Section 6 provides checklist and amplified procedures for coping with
emergencies that may occur. Emergencies caused by airplane or
engine malfunctions are extremely rare if proper preflight inspections
and maintenance are practiced. Enroute weather emergencies can be
minimized or eliminated by careful flight planning and good judgment
when unexpected weather is encountered. However, should an
emergency arise, the basic guidelines described in this section should
be considered and applied as necessary to correct the problem. In any
emergency situation, the most important task is continued control of the
airplane and maneuver to execute a successful landing.
Emergency procedures associated with optional or supplemental
equipment are found in Section 10, Supplements.
AIRSPEEDS FOR EMERGENCY OPERATIONS
ENGINE FAILURE AFTER TAKEOFF
Wing Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 KIAS
Wing Flaps 10° - FULL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 KIAS
OPERATING MANEUVERING SPEED
1320 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 KIAS
1200 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 KIAS
1100 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 KIAS
MAXIMUM GLIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 KIAS
PRECAUTIONARY LANDING WITH ENGINE POWER. . . . . . 60 KIAS
LANDING WITHOUT ENGINE POWER
Wing Flaps UP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 KIAS
Wing Flaps 10° - FULL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 KIAS
162PHUS-02
U.S.
6-5
SECTION 6
EMERGENCY PROCEDURES
CESSNA
MODEL 162
GARMIN G300
EMERGENCY PROCEDURES
Procedures in the Emergency Procedures Checklist portion of this
section shown in bold faced type are immediate action items which
should be committed to memory.
ENGINE FAILURES AND MALFUNCTIONS
ENGINE FAILURE DURING TAKEOFF ROLL
1.
2.
3.
4.
5.
6.
THROTTLE Control - IDLE (pull full out)
Brakes - APPLY
Wing Flaps - RETRACT
MIXTURE Control - IDLE CUTOFF (pull full out)
MAGNETOS Switch - OFF
MASTER Switch (ALT and BAT) - OFF
ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF
1. Airspeed - 70 KIAS - Flaps UP
65 KIAS - Flaps 10° - FULL
2. MIXTURE Control - IDLE CUTOFF (pull full out)
3. FUEL SHUTOFF Valve - OFF (pull full out)
4. MAGNETOS Switch - OFF
5. Wing Flaps - AS REQUIRED (FULL recommended)
6. MASTER Switch (ALT and BAT) - OFF (when landing is
assured)
7. Land - STRAIGHT AHEAD
8. Doors - UNLATCH (just prior to touchdown)
NOTE
Both cabin doors are equipped with gas struts and should
open automatically when unlatched. Delaying opening until
just prior to touchdown will reduce cabin buffeting and wind
noise. Non-emergency flight with doors open is prohibited.
(Continued Next Page)
6-6
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 6
EMERGENCY PROCEDURES
ENGINE FAILURES AND MALFUNCTIONS (Continued)
ENGINE FAILURE DURING FLIGHT (Restart Procedures)
1.
2.
3.
4.
5.
6.
7.
Airspeed - 70 KIAS (best glide speed)
THROTTLE Control - IDLE (pull full out)
CARB HEAT Control Knob - ON (pull full out)
FUEL SHUTOFF Valve - ON (push full in)
MIXTURE Control - RICH (if restart has not occurred)
PRIMER - IN and LOCKED (if installed)
MAGNETOS Switch - BOTH (or START if propeller is stopped)
NOTE
If the propeller is windmilling, engine will restart
automatically within a few seconds. If propeller has stopped
(possible at low speeds), turn MAGNETOS switch to
START, advance throttle slowly from idle and lean the
mixture from full rich as required to obtain smooth
operation.
OIL PSI INDICATOR IN RED BAND RANGE (RED DIGITS)
1. OIL °F - CHECK
IF OIL °F ABOVE GREEN BAND RANGE OR OIL °F RISING
(engine failure immanent)
2. Throttle Control - REDUCE POWER IMMEDIATELY
3. Airspeed - 70 KIAS (best glide speed)
4. Land as soon as possible (refer to EMERGENCY LANDING
WITHOUT ENGINE POWER)
IF OIL °F WITHIN GREEN BAND RANGE
2. OIL °F - MONITOR
3. OIL PSI - MONITOR
4. Land as soon as practical (nearest
recommended)
suitable
airport
(Continued Next Page)
162PHUS-01
U.S.
6-7
SECTION 6
EMERGENCY PROCEDURES
CESSNA
MODEL 162
GARMIN G300
ENGINE FAILURES AND MALFUNCTIONS (Continued)
CARB °F INDICATOR
(YELLOW DIGITS)
IN
YELLOW
BAND
RANGE
1. ENGINE - MONITOR FOR ROUGHNESS AND/OR RPM LOSS
NOTE
Carb °F indicator in yellow band range
temperatures may support carb icing formation.
indicates
IF ENGINE ROUGHNESS AND/OR RPM LOSS IS DETECTED
(CARB °F IN YELLOW BAND RANGE)
2. CARB HEAT Control Knob - ON (pull full out)
3. THROTTLE Control - FULL (push full in)
4. MIXTURE Control - LEAN (as required)
5. CARB °F Indicator - CHECK
IF ENGINE ROUGHNESS CONTINUES
6. CARB °F Indicator - MONITOR
7. ALTITUDE - CONSIDER CHANGE (to warmer or drier air mass
if terrain permits)
8. Land as soon as practical.
IF ENGINE ROUGHNESS IS NOT DETECTED (CARB °F ABOVE
YELLOW BAND RANGE)
6. CARB °F Indicator - MONITOR
7. CARB HEAT Control Knob - AS REQUIRED
8. Continue flight as normal.
6-8
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 6
EMERGENCY PROCEDURES
FORCED LANDINGS
EMERGENCY LANDING WITHOUT ENGINE POWER
1. Seats and Seat Belts - SECURE
2. Airspeed -70 KIAS - Flaps UP
65 KIAS - Flaps 10° - FULL
3. MIXTURE Control - IDLE CUTOFF (pull full out)
4. FUEL SHUTOFF Valve - OFF (pull full out)
5. Radio - ALERT ATC or TRANSMIT MAYDAY ON 121.5 MHZ,
(give location, intentions and SQUAWK 7700)
6. MAGNETOS Switch - OFF
7. Wing Flaps - AS REQUIRED (FULL recommended)
8. MASTER Switch (ALT and BAT) - OFF (when landing is
assured)
9. ELT - ACTIVATE
10. Doors - UNLATCH (just prior to touchdown)
NOTE
Both cabin doors are equipped with gas struts and should
open automatically when unlatched. Delaying opening until
just prior to touchdown will reduce cabin buffeting and wind
noise. Non-emergency flight with doors open is prohibited.
11. Touchdown - SLIGHTLY TAIL LOW
12. Brakes - APPLY HEAVILY
(Continued Next Page)
162PHUS-00
U.S.
6-9
SECTION 6
EMERGENCY PROCEDURES
CESSNA
MODEL 162
GARMIN G300
FORCED LANDINGS (Continued)
PRECAUTIONARY LANDING WITH ENGINE POWER
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Seats and Seat Belts - SECURE
Airspeed - 70 KIAS
Wing Flaps - 10° or 25°
Radio - ALERT ATC or TRANSMIT MAYDAY ON 121.5 MHZ,
(give location, intentions and SQUAWK 7700)
Selected Field - FLY OVER (noting terrain and obstructions)
Wing Flaps - FULL (on final approach)
Airspeed - 60 KIAS
MASTER Switch (ALT and BAT) - OFF (when landing assured)
ELT - ACTIVATE
Doors - UNLATCH (Just prior to touchdown)
NOTE
Both cabin doors are equipped with gas struts and should
open automatically when unlatched. Delaying opening until
just prior to touchdown will reduce cabin buffeting and wind
noise. Non-emergency flight with doors open is prohibited.
11.
12.
13.
14.
6-10
Touchdown - SLIGHTLY TAIL LOW
MIXTURE Control - IDLE CUTOFF (pull full out)
MAGNETOS Switch - OFF
Brakes - APPLY HEAVILY
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 6
EMERGENCY PROCEDURES
FORCED LANDINGS (Continued)
DITCHING
1. Radio - TRANSMIT MAYDAY on 121.5 MHz, (give location,
intentions and SQUAWK 7700)
2. Heavy Objects (in baggage area) - SECURE OR JETTISON (if
possible)
3. Seats and Seat Belts - SECURE
4. Wing Flaps - 25° or FULL
5. Power - ESTABLISH 300 FT/MIN DESCENT AT 60 KIAS
NOTE
If no power is available, approach at 70 KIAS with Flaps UP
or at 65 KIAS with Flaps 10°.
6. Approach - High Winds, Heavy Seas - INTO THE WIND
Light Winds, Heavy Swells - PARALLEL TO
SWELLS
7. ELT - ACTIVATE
8. Doors - UNLATCH (just prior to touchdown)
NOTE
Both cabin doors are equipped with gas struts and should
open automatically when unlatched. Delaying opening until
just prior to touchdown will reduce cabin buffeting and wind
noise. Non-emergency flight with doors open is prohibited.
9. Touchdown - LEVEL ATTITUDE AT ESTABLISHED 300 FT/MIN
DESCENT
10. Face - CUSHION AT TOUCHDOWN (with folded coat)
11. Airplane - EVACUATE THROUGH CABIN DOORS
162PHUS-00
U.S.
6-11
SECTION 6
EMERGENCY PROCEDURES
CESSNA
MODEL 162
GARMIN G300
FIRES
DURING START ON GROUND
1. MAGNETOS Switch - START (continue cranking to start the
engine)
IF ENGINE STARTS
2. Power - 1800 RPM (for a few minutes)
3. Engine - SHUTDOWN (inspect for damage)
IF ENGINE FAILS TO START
2. THROTTLE Control - FULL (push full in)
3. MIXTURE Control - IDLE CUTOFF (pull full out)
4. MAGNETOS Switch - START (continue cranking)
5. FUEL SHUTOFF Valve - OFF (pull full out)
6. MAGNETOS Switch - OFF
7. MASTER Switch (ALT and BAT) - OFF
8. Engine - SECURE
9. Parking Brake - RELEASE
10. Fire Extinguisher - OBTAIN (have ground attendants obtain if not
installed)
11. Airplane - EVACUATE
12. Fire - EXTINGUISH (using fire extinguisher, wool blanket, or dirt)
13. Fire Damage - INSPECT (repair or replace damaged
components and/or wiring before conducting another flight)
ENGINE FIRE IN FLIGHT
1.
2.
3.
4.
5.
6.
MIXTURE Control - IDLE CUTOFF (pull full out)
FUEL SHUTOFF Valve - OFF (pull full out)
MASTER Switch (ALT Only) - OFF
Cabin Vents - OPEN (as needed)
CABIN HEAT Control Knob - OFF (push full in) (to avoid drafts)
Airspeed - 85 KIAS (If fire is not extinguished, increase glide
speed to find an airspeed, within airspeed limitations, which will
provide an incombustible mixture)
7. Forced Landing - EXECUTE (refer to EMERGENCY LANDING
WITHOUT ENGINE POWER)
(Continued Next Page)
6-12
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 6
EMERGENCY PROCEDURES
FIRES (Continued)
ELECTRICAL FIRE OR CABIN FIRE IN FLIGHT
1. MASTER Switch (ALT and BAT) - OFF
WARNING
OUTSIDE VISUAL REFERENCE MUST BE USED TO
MAINTAIN SITUATIONAL AWARENESS. ALL FLIGHT
INSTRUMENTS, RADIOS, AND PITCH TRIM WILL BE
INOPERATIVE WHEN MASTER SWITCH IS TURNED
OFF.
2. Cabin Vents - CLOSED (to avoid drafts)
3. CABIN HEAT Control Knob - OFF (push full in) (to avoid
drafts)
4. Fire Extinguisher - ACTIVATE (if available)
5. AVN MASTER Switch - OFF
6. All Other Switches (except MAGNETOS switch) - OFF
IF FIRE HAS NOT BEEN EXTINGUISHED
7. MASTER Switch (ALT and BAT) - ON
8. Rapid Descent - EXECUTE (Perform sideslip to rapidly
loose altitude and shorten exposure time).
9. AVN MASTER Switch - ON
10. Radio - ALERT ATC or TRANSMIT MAYDAY ON 121.5 MHZ,
(give location, intentions and SQUAWK 7700)
11. Forced Landing - EXECUTE (refer to PRECAUTIONARY
LANDING WITH ENGINE POWER)
NOTE
The G300 self-test and ADAHRS alignment may take
several minutes to establish thus delaying display of flight
instrument data. It may be necessary to execute landing
without airspeed or altitude information.
(Continued Next Page)
162PHUS-00
U.S.
6-13
SECTION 6
EMERGENCY PROCEDURES
CESSNA
MODEL 162
GARMIN G300
FIRES (Continued)
ELECTRICAL FIRE OR CABIN FIRE IN FLIGHT (Continued)
IF FIRE HAS BEEN EXTINGUISHED AND ELECTRICAL POWER
IS NECESSARY FOR CONTINUED FLIGHT TO NEAREST
SUITABLE AIRPORT OR LANDING AREA
WARNING
AFTER THE FIRE EXTINGUISHER HAS BEEN USED,
MAKE SURE THAT THE FIRE IS EXTINGUISHED
BEFORE EXTERIOR AIR IS USED TO REMOVE SMOKE
FROM THE CABIN.
7. Cabin Vents - OPEN (when sure that fire is completely
extinguished)
8. CABIN HEAT Control Knob - ON (pull full out) (when sure that fire
is completely extinguished)
9. Circuit Breakers - CHECK (for OPEN circuit(s), do not reset)
10.MASTER Switch (ALT and BAT) - ON
11.AVN MASTER Switch - ON
12.Land the airplane as soon as possible to inspect for damage.
WING FIRE
1. LDG Light Switch - OFF
2. NAV Light Switch - OFF
3. STROBE Light Switch - OFF
NOTE
Perform a sideslip to keep the flames away from the fuel
tank and cabin.
4.
6-14
Land as soon as possible.
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 6
EMERGENCY PROCEDURES
ICING
INADVERTENT ICING ENCOUNTER DURING FLIGHT
1. Turn back or change altitude to exit icing conditions.
Consider lateral or vertical flight path reversal to return to last
"known good" flight conditions (to obtain an outside air
temperature that is less conducive to icing). Maintain VFR flight.
WARNING
FAILURE TO ACT QUICKLY MAY RESULT IN AN
UNRECOVERABLE ICING ENCOUNTER.
2. CABIN HEAT Control Knob - ON (pull full out)
3. A/P DISC - PRESS (if installed) (verify autopilot disengages
and aural alert is heard)
WARNING
DO NOT ENGAGE AUTOPILOT WITH VISIBLE ICE ON
AIRFRAME OR AFTER ENCOUNTERING ICING
CONDITIONS.
4. Watch for signs of induction air filter icing and apply carburetor
heat as required. Monitoring the G300 Carb °F Indicator may
assist early detection. A loss of engine RPM could be caused by
carburetor ice or ice blocking the air intake filter. Adjust the
throttle as necessary to hold engine RPM. Adjust mixture as
necessary for any change in power settings or if carburetor heat
is used continuously.
5. Watch for ice accretion on pitot tube and signs of pitot-static
icing. Airspeed and altimeter indications may become
unreliable.
a. Attitude and Heading information will remain reliable in
event of airspeed and altimeter failure. Use attitude indicator
to monitor pitch and bank.
b. Reference GS (ground speed) in conjunction with GPS
derived wind information to determine an approximate
airspeed.
(Continued Next Page)
162PHUS-01
U.S.
6-15
SECTION 6
EMERGENCY PROCEDURES
CESSNA
MODEL 162
GARMIN G300
ICING (Continued)
INADVERTENT ICING ENCOUNTER DURING FLIGHT
(Continued)
c.
Reference GPS ALTITUDE on MFD INFO page (if installed)
or select G300 TERRAIN Profile page. GPS Altitude is
provided by the white arrowhead on the left side of the
TERRAIN Profile display.
d. Navigate using Heading Strip, Lateral Deviation, and GPS
moving map (GPS moving map and TERRAIN Profile can
not be displayed at the same time).
NOTE
GPS information is not as accurate as barometric data but
will provide an approximate value for comparison to pitotstatic instruments or a back-up if barometric instruments
become unreliable.
6. Plan a landing at the nearest airport. With an extremely rapid ice
build-up, select a suitable off airport landing site.
7. With an ice accumulation of 0.25 inch (6.35mm) or more on the
wing leading edges, be prepared for significantly higher power
requirements, higher approach and stall speeds, and a longer
landing roll. Gently pitch and yaw the airplane periodically to
keep ice bridging on the controls to a minimum.
8. Leave wing flaps retracted. With a severe ice build-up on the
horizontal tail, the change in wing wake airflow direction caused
by wing flap extension could result in a loss of elevator
effectiveness.
9. Perform a landing approach using a forward slip, if necessary,
for improved visibility.
10. Approach at 65 to 70 KIAS (estimated 70 KIAS. if using GPS)
depending upon the amount of ice accumulation.
11. Perform landing in level attitude.
12. Missed approaches should be avoided whenever possible
because of severely reduced climb capability.
6-16
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 6
EMERGENCY PROCEDURES
ABNORMAL LANDINGS
LANDING WITH PARTIAL OR NO FLIGHT INSTRUMENT
INFORMATION
1. Transponder - Select Pressure Alt display using FUNC button
(ADAHRS may be providing altitude information to transponder).
2. Selected Field - FLY OVER (noting terrain, obstructions, and
any visual cues that may be used for speed references (i.e.
traffic on nearby highway, etc))
3. Approach - NORMAL
4. Wing Flaps - AS REQUIRED (FULL recommended)
5. Speed - Use best pilot judgment and experience to reference
speed cues such as flap extension forces, slipstream sounds,
etc. Stall warning horn will function and provide approximately 5
knot stall warning.
6. Touchdown - NORMAL
7. Directional Control - MAINTAIN
NOTE
Without accurate speed information, landing may be made
at faster than normal speeds. Gently apply brakes while
continuing to “fly” the airplane during roll-out. Loss of
directional control may result from locked brakes and
skidding tires due to over braking.
LANDING WITH A FLAT MAIN TIRE
1. Approach - NORMAL
2. Wing Flaps - FULL
3. Touchdown - GOOD MAIN TIRE FIRST (hold airplane off flat tire
as long as possible with aileron control)
4. Directional Control - MAINTAIN (using rudder and brake on
good wheel as required)
162PHUS-01
U.S.
6-17
SECTION 6
EMERGENCY PROCEDURES
CESSNA
MODEL 162
GARMIN G300
ABNORMAL LANDINGS (Continued)
LANDING WITH A FLAT NOSE TIRE
1. Approach - NORMAL (choose longest runway if possible)
2. Wing Flaps - AS REQUIRED
a. 65 to 70 KIAS - Flaps UP - 10°
b. Below 65 KIAS - Flaps 10° - FULL
3. Touchdown - ON MAINS (tail slightly low)
4. Elevator - continue stick to full aft as airplane slows (hold
nosewheel off the ground as long as possible)
5. When nosewheel touches down, maintain full up elevator as
airplane slows to stop.
6. Directional Control - MAINTAIN (using full rudder control)
Attempt to limit differential braking.
7. Braking - Use brakes only as needed to lessen chance of prop
strike. Rolling drag of the flat nose tire will increase braking
effect.
DOOR OPEN IN FLIGHT
WARNING
INTENTIONAL
PROHIBITED.
1.
2.
3.
4.
5.
6.
FLIGHT
WITH
DOOR(S)
OPEN
IS
CABIN DOOR - LEAVE OPEN (do not attempt to close)
THROTTLE Control - REDUCE (as necessary)
Airspeed - 80 KIAS (or less)
Seat Belts - CHECK (verify secure and tight)
Cabin - CHECK (stow loose materials)
Land as soon as practical.
LANDING WITH DOOR OPEN
1. Wing Flaps - AS REQUIRED
a. 65 to 70 KIAS - Flaps UP - 10°
b. Below 65 KIAS - Flaps 10° - FULL
2. Landing Approach - NORMAL (limit sideslip angle if possible)
3. Touchdown - NORMAL
6-18
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 6
EMERGENCY PROCEDURES
ELECTRICAL
POWER
MALFUNCTIONS
SUPPLY
SYSTEM
LOSS OF ALL ELECTRICAL POWER (EXCEPT PFD)
1. MAIN CB RESET Switch - PRESS MOMENTARILY
IF ELECTRICAL POWER RESUMES NORMAL OPERATION
2. Continue flight and land as soon as practical.
IF ELECTRICAL POWER REMAINS INOPERATIVE (EXCEPT
PFD)
2. Land as soon as possible.
NOTE
The PFD will be operating on the secondary battery only.
The secondary battery is not a back-up battery. It is
included in the electrical system to limit display presentation
issues that might arise during the voltage drop which
occurs during engine start. In good condition, the
secondary battery may provide 5 to 10 minutes of PFD
operation.
3. Prepare for total loss of electrical power and PFD. Refer to
ABNORMAL LANDINGS, LANDING WITH PARTIAL OR NO
FLIGHT INSTRUMENT INFORMATION
(Continued Next Page)
162PHUS-00
U.S.
6-19
SECTION 6
EMERGENCY PROCEDURES
CESSNA
MODEL 162
GARMIN G300
ELECTRICAL
POWER
MALFUNCTIONS (Continued)
SUPPLY
SYSTEM
LOW VOLTS ANNUNCIATOR COMES ON OR VOLTS
INDICATION BELOW GREEN BAND RANGE OR VOLTS
LESS THAN 12.5
NOTE
Volts indication below the green band range or less than
12.5 volts may occur during low RPM conditions with an
electrical load on the system such as during a low RPM
taxi. Under these conditions, the volts indication will
increase into the green band range (12.5 - 15.0 volts) at
higher RPM. The master switch need not be recycled since
an overvoltage condition has not occurred to deactivate the
alternator system.
1. AVN MASTER Switch - OFF
NOTE
Radio, Transponder, Pitch Trim, and options (MFD,
Autopilot, and PS Intercom), if installed, will be inoperative
with AVN MASTER Switch in the OFF position.
2. START/ALT Circuit Breaker - CHECK IN (if open, reset (close)
circuit breaker. If circuit breaker opens again, do not reset)
3. MASTER Switch (ALT Only) - OFF
4. MASTER Switch (ALT Only) - ON
5. MAIN CB RESET Switch - PRESS MOMENTARILY
6. VOLTS - CHECK 13.5 Volts (minimum)
7. AMPS - CHECK CHARGING (positive)
8. AVN MASTER Switch - ON (only if VOLTS are 12.5 and AMPS
are charging)
6-20
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 6
EMERGENCY PROCEDURES
ELECTRICAL
POWER
MALFUNCTIONS (Continued)
SUPPLY
SYSTEM
IF VOLTS INDICATION REMAINS BELOW GREEN BAND RANGE
OR LESS THAN 12.5 VOLTS
9. MASTER Switch (ALT Only) - OFF
10. Electrical Load - REDUCE as follows:
a. LDG Light Switch - OFF (use as required for landing)
b. NAV Light Switch - OFF
c. STROBE Light Switch - OFF
d. AVN MASTER Switch - OFF
NOTE
Radio, Transponder, Pitch Trim, and options (MFD,
Autopilot, and PS Intercom), if installed, will be inoperative
with AVN MASTER Switch in the OFF position.
11. Land as soon as practical.
NOTE
A fully charged battery in good condition should provide
power under reduced load for 30 minutes.
(Continued Next Page)
162PHUS-00
U.S.
6-21
SECTION 6
EMERGENCY PROCEDURES
CESSNA
MODEL 162
GARMIN G300
ELECTRICAL
POWER
MALFUNCTIONS (Continued)
SUPPLY
SYSTEM
VOLTS INDICATION ABOVE GREEN BAND RANGE OR
VOLTS MORE THAN 15
1. MASTER Switch (ALT Only) - OFF
2. Electrical Load - REDUCE as follows:
a. LDG Light Switch - OFF (use as required for landing)
b. NAV Light Switch - OFF
c. STROBE Light Switch - OFF
d. AVN MASTER Switch - OFF
NOTE
Radio, Transponder, Pitch Trim, and options (MFD,
Autopilot, and PS Intercom), if installed, will be inoperative
with AVN MASTER - OFF.
3. Land as soon as practical.
NOTE
A fully charged battery in good condition should provide
power under reduced load for 30 minutes.
6-22
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 6
EMERGENCY PROCEDURES
AIR DATA, ATTITUDE AND HEADING REFERENCE
SYSTEM (ADAHRS) FAILURE
RED X - PFD OR MFD INDICATORS (AIRSPEED,
ALTITUDE,
ATTITUDE,
HORIZONTAL
SITUTATION
INDICATOR (HSI), OR ENGINE INDICATING SYSTEM (EIS))
1. ADAHRS Circuit Breaker - CHECK IN
a. If open, reset (close) circuit breaker. If circuit breaker opens
again, do not reset.
b. If closed, pull (open) ADAHRS Circuit Breaker, and pull
(open) SEC PWR Circuit Breaker (overhead Panel Light will
go off) then reset (close) both circuit breakers
2. Affected Indicator (other than EIS) - RED-X STILL DISPLAYED
a. Reference GS (ground speed) in conjunction with GPS
derived wind information to determine an approximate
airspeed.
b. Select COMPASS ARC from G300 MAP SET-UP for
approximate GPS derived heading information or monitor
magnetic compass (if installed).
c. Reference GPS ALTITUDE on TERRAIN PROFILE page
(GPS altitude is the white arrowhead on left side) or MFD
INFO page (if installed) for approximate altitude.
d. Navigate using pilotage and GPS moving map if available.
e. Land as soon as possible.
3. EIS Engine Indicating System - RED-X STILL DISPLAYED
a. If only the EIS is RED X (no other PFD or MFD RED X is
present), continue monitoring. Non-emergency full throttle
operation should be limited to prevent engine overspeed or
exceeding temperatures. Descents should be made at idle
with carburetor heat applied.
b. Land as soon as possible.
4. Affected Indicator - RED-X HAS CLEARED (indicator normal)
5. Land as soon as practical.
162PHUS-01
U.S.
6-23
SECTION 6
EMERGENCY PROCEDURES
CESSNA
MODEL 162
GARMIN G300
PFD/MFD DISPLAY MALFUNCTION OR FAILURE
PFD OR MFD DISPLAY BLACK (NO INFORMATION)
WARNING
DO NOT SELECT G300 MANUAL INTENSITY MODE.
BACKLIGHT INTENSITY SHOULD REMAIN IN THE
AUTOMATIC MODE TO PREVENT AN UNREADABLE
DISPLAY CONDITION.
1. PANEL LIGHTS Control Knob - FULL BRIGHT (full clockwise
rotation)
2. PFD/MFD Circuit Breaker - CHECK IN
a. If open, reset (close) circuit breaker. If circuit breaker opens
again, do not reset.
b. If closed, pull (open) PFD/MFD Circuit Breaker, and pull
(open) SEC PWR Circuit Breaker (overhead Panel Light will
go off) then reset (close) both circuit breakers
3. Affected Display - Continued BLACK Screen (No information
displayed) - Use other display (if installed).
a. Transponder - Select Pressure Alt display using FUNC
button (ADAHRS may be providing altitude information to
transponder)
b. Navigate using pilotage and magnetic compass (if installed)
to nearest suitable landing site.
c. Land as soon as possible. Refer to LANDING WITH
PARTIAL OR NO INSTRUMENTATION INFORMATION.
4. Affected Display - NORMAL SCREEN
a. Land as soon as practical.
(Continued Next Page)
6-24
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 6
EMERGENCY PROCEDURES
PFD/MFD DISPLAY MALFUNCTION OR FAILURE
(Continued)
PFD OR MFD DISPLAY INFORMATION NOT UPDATING
1. Pull (open) the following circuit breakers:
a. ADAHRS Circuit Breaker - OPEN
b. PFD/MFD Circuit Breaker - OPEN
c. SEC PWR Circuit Breaker - OPEN (overhead panel light will
go off)
2. Reset (close) all three circuit breakers
a. ADAHRS Circuit Breaker - CLOSE
b. PFD/MFD Circuit Breaker - CLOSE
c. SEC PWR Circuit Breaker - CLOSE
3. Affected Display(s) - NOT UPDATING (use other display (if
installed).
a. Transponder - Select Pressure Altitude display using FUNC
button (ADAHRS may be providing altitude information to
transponder).
b. Navigate using pilotage and magnetic compass (if installed)
to nearest suitable landing site.
c. Land as soon as possible. Refer to LANDING WITH
PARTIAL OR NO INSTRUMENTATION INFORMATION
4. Affected Display - NORMAL SCREEN
a. Land as soon as practical.
162PHUS-01
U.S.
6-25
SECTION 6
EMERGENCY PROCEDURES
CESSNA
MODEL 162
GARMIN G300
ELECTRIC PITCH TRIM FAILURE
1. AVN MASTER Switch - VERIFY ON
2. TRIM/AP Circuit Breaker - CHECK IN
a. If open, reset (close) circuit breaker. If circuit breaker opens
again, do not reset.
b. If closed, pull (open) TRIM/AP Circuit Breaker, then reset
(close) the circuit breaker.
ELECTRIC
PITCH
INOPERATIVE
TRIM
SYSTEM
REMAINS
3. Reduce pitch control forces by changing speed or flap
configuration (within airspeed limitations).
4. CRUISE - Consider range reduction and destination change if
cruise speed is reduced by flap speed limitations.
5. APPROACH - Establish stabilized approach using normal
speeds is preferred. This may include change of destination for
longer runway.
6. LANDING WITH FAILED TRIM - Consider making Flaps UP
landing if pitch control force increases uncomfortably when
lowering landing flaps.
7. Land as soon as practical.
ELECTRIC PITCH TRIM SYSTEM RESUMES NORMAL
OPERATION
3. Land as soon as practical.
6-26
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 6
EMERGENCY PROCEDURES
AMPLIFIED EMERGENCY PROCEDURES
The following Amplified Emergency Procedures provide additional
information beyond that in the Emergency Procedures Checklists
portion of this section. These procedures also include information not
readily adaptable to a checklist format, and material to which a pilot
could not be expected to refer in resolution of a specific emergency.
This information should be reviewed in detail prior to flying the airplane,
as well as reviewed on a regular basis to keep pilot’s knowledge of
procedures fresh.
ENGINE FAILURE
If an engine failure occurs during the takeoff roll, stop the airplane on
the remaining runway. Those extra items on the checklist will provide
added safety after a failure of this type.
If an engine failure occurs immediately after takeoff, in most cases, the
landing should be planned straight ahead with only small changes in
direction to avoid obstructions. Altitude and airspeed are seldom
sufficient to execute the 180° gliding turn necessary to return to the
runway. The checklist procedures assume that adequate time exists to
secure the fuel and ignition systems prior to touchdown.
After an engine failure in flight, the most important task is to continue
flying the airplane. The best glide speed, as shown in Figure 6-1,
should be established as quickly as possible. While gliding toward a
suitable landing area, an effort should be made to identify the cause of
the failure. If time permits, an engine restart should be attempted as
shown in the checklist. If the engine cannot be restarted, a forced
landing without power must be completed.
162PHUS-00
U.S.
6-27
SECTION 6
EMERGENCY PROCEDURES
CESSNA
MODEL 162
GARMIN G300
MAXIMUM GLIDE
Figure 6-1
6-28
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 6
EMERGENCY PROCEDURES
FORCED LANDINGS
If all attempts to restart the engine fail and a forced landing is imminent,
select a suitable field and prepare for the landing as discussed under
the Emergency Landing Without Engine Power checklist. Transmit
Mayday message on 121.5 MHz giving location, intentions and squawk
7700.
Before attempting an off airport landing with engine power available,
one should fly over the landing area at a safe, but low altitude, to
inspect the terrain for obstructions and surface conditions, proceeding
as discussed in the Precautionary Landing With Engine Power
checklist.
Prepare for ditching by securing or jettisoning heavy objects located in
the baggage area and collect folded coats for protection of occupants'
face at touchdown. Transmit Mayday messages on 121.5 MHz giving
location, intentions and squawk 7700. Avoid a landing flare because of
the difficulty in judging height over a water surface. The checklist
assumes the availability of power to make a precautionary water
landing. If power is not available, use of the airspeeds noted with
minimum flap extension will provide a more favorable attitude for a
power off ditching.
In a forced landing situation, DO NOT turn off the MASTER switch (BAT
side) or AVN MASTER switch before the landing is assured unless
specifically instructed by the emergency procedure checklist.
Premature deactivation of these switches will disable all airplane
electrical systems. Note however there are specific emergency
procedures (such as Electrical Fire) which do require the MASTER
switch (ALT side) to be turned off. Exercise caution when performing
these procedures to ensure that only the ALT side is selected off.
Before completing a forced landing, especially in remote and
mountainous areas, activate the ELT by pressing the ELT ON switch
located on the right instrument panel. For complete information on ELT
operation, refer to Section 10, Supplements.
162PHUS-00
U.S.
6-29
SECTION 6
EMERGENCY PROCEDURES
CESSNA
MODEL 162
GARMIN G300
LANDING WITHOUT ELEVATOR CONTROL
Using throttle and electric elevator trim switch, trim for horizontal flight
at 55-60 KIAS with flaps 25° selected. Then do not change the
elevator trim or the flap setting; control the glide angle by making
small changes in power.
Power changes should be made slowly and smoothly. The electric
elevator trim is powerful. It is best to bump, or pulse, the trim switch to
make changes. Holding the trim switch can result in over trimming and
may start a Pilot Induced Oscillation (PIO) condition resulting in chasing
the trim. If this occurs, it is best to let the airplane stabilize then start
again by just bumping the trim switch.
When in the flare, the elevator trim switch should be pulsed aft toward
the full-nose-up position at the same time slowly reducing power so that
the airplane is rotated to a slightly nose-above-the-horizon attitude for
touchdown. During the landing flare or round-out, the nose will come
down when power is reduced and the airplane may touch down on the
nosewheel before the main wheels. Maintain directional control and
close the throttle at touchdown.
FIRES
Although engine fires are extremely rare in flight, if a fire is
encountered, the steps of the appropriate checklist should be followed.
After completion of the checklist procedure, execute a forced landing.
Do not attempt to restart the engine. The first sign of an electrical fire is
usually the smell of burning insulation. The checklist procedure for
electrical fires calls for electrical power to be turned off. All flight
instruments and navigation will be lost at this time. The checklist
procedure should result in the elimination of the fire. When the fire is
extinguished, electrical power may be turned on to those systems not
involved. Navigation and flight information, if unaffected, should be
reposted to instruments within 1-2 minutes. If the fire is not
extinguished, a rapid descent should be initiated and the electrical
system turned back on. This may provide airspeed and altitude data in
preparation for a forced landing.
6-30
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 6
EMERGENCY PROCEDURES
EMERGENCY OPERATION IN CLOUDS
The Model 162 Skycatcher is not equipped or certified for IFR flight.
The following instructions assume that the pilot is not very proficient at
instrument flying and is flying the airplane without the autopilot
engaged.
EXECUTING A 180° TURN IN CLOUDS (ADAHRS FAILED)
Upon inadvertently entering the clouds, an immediate turn to reverse
course and return to VFR conditions should be made. With ADAHRS
FAILED, magnetometer (magnetic) heading information is not
available. The G300 map display should be configured with the
COMPASS ARC from the MAP SET-UP menu. The COMPASS ARC
will provide GPS derived heading information on the moving map
display. GPS derived heading information is not as accurate as
magnetic heading; it will provide a means of situational awareness and
the moving map can provide navigation. Other GPS information such
as track (TRK), etc. are also available with a functioning G300 system.
Refer to the G300 Pilot's Guide.
If the optional magnetic compass is installed, the magnetic compass
maybe used in place of the G300 compass arc. The magnetic compass
will be subject to normal magnetic compass A.N.D.S. variations during
maneuvering.
(Continued Next Page)
162PHUS-01
U.S.
6-31
SECTION 6
EMERGENCY PROCEDURES
CESSNA
MODEL 162
GARMIN G300
EMERGENCY OPERATION IN CLOUDS (Continued)
EMERGENCY DESCENT THROUGH CLOUDS (ADAHRS
FAILED)
When returning to VFR flight after a 180° turn is not practical, a descent
through the clouds to VFR conditions below may be appropriate. If
possible, obtain an ATC assistance and clearance for an emergency
descent through the clouds.
Before descending into the clouds, prepare for a stabilized descent as
follows:
1. Reference optional magnetic compass (if installed) or select
G300 map with COMPASS ARC from MAP SET-UP menu for
GPS derived approximate heading information on moving map
display.
2. If MFD is installed, select the INFO page and reference the GPS
ALTITUDE. GPS ALTITUDE is not the same as barometric
altitude but it will give an altitude approximation.
3. TERRAIN - Select G300 TERRAIN - ON. If RED terrain warning
is issued, apply full power and climb at 58 KIAS estimated. Stall
warning will provide approximate 5 knot stall warning margin.
4. Monitor Ground Speed (GS) - GPS derived GS in combination
with GPS derived wind vector information will allow
approximation of airspeed.
5. MIXTURE Control - RICH (push full in)
6. CARB HEAT Control Knob - ON (pull full out)
7. THROTTLE Control - REDUCE (1700 - 1800 RPM)
8. Approximate Airspeed - 70 - 75 Knots (estimate airspeed from
GS and wind vector data)
9. Elevator Trim - ADJUST (as required)
10. Maintain descent - procedure will provide 500 TO 800 FT/MIN
descent rate.
11. Upon breaking out of clouds, resume normal cruising flight.
(Continued Next Page)
6-32
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 6
EMERGENCY PROCEDURES
EMERGENCY OPERATION IN CLOUDS (Continued)
RECOVERY FROM SPIRAL DIVE IN THE CLOUDS
(ADAHRS FAILED)
ADAHRS FAILURE
If a spiral is entered while in the clouds, continue as follows:
1. THROTTLE Control - IDLE (pull full out)
2. Remove feet from rudder pedals.
3. Stop turn by carefully leveling the wings using aileron control
while referencing COMPASS ARC or optional magnetic
compass (if installed) and moving map for heading and turn
information.
4. Cautiously apply elevator back pressure to slowly reduce
airspeed to approximately 70 KIAS. Monitor speed and do not
reduce airspeed below 70 KIAS. Slowly advance throttle to
approximate 1700-1800 RPM as speed reaches 70-75 Knots.
5. Elevator Trim - ADJUST (maintain 70-75 KIAS glide speed)
6. Use aileron control to maintain wings level and constant
heading.
7. CARB HEAT Control Knob - ON (pull full out)
8. Clear engine occasionally, but avoid using enough power to
disturb the trimmed glide.
9. Resume EMERGENCY DESCENT THROUGH THE CLOUDS
procedure.
10. Upon breaking out of clouds, resume normal cruising flight.
162PHUS-01
U.S.
6-33
SECTION 6
EMERGENCY PROCEDURES
CESSNA
MODEL 162
GARMIN G300
INADVERTENT FLIGHT INTO ICING CONDITIONS
Flight into icing conditions is prohibited and extremely dangerous.
While an inadvertent encounter with these conditions can be resolved
using the checklist procedures, the best action is to turn back or
change altitude immediately to escape icing conditions.
Watch for signs of pitot-static icing and ice accretion on the unheated
pitot tube. If airspeed and altimeter indications become unreliable, GPS
derived flight information can provide approximate values for back-up.
GPS derived ground speed (GS) and GPS ALTITUDE on the MFD
INFO page (if installed) may be used for comparison to barometric
instruments. GPS ALTITUDE information also replaces barometric
altitude in the TERRAIN Page PROFILE window (indicated by a white
arrowhead) when the ADAHRS is inoperative.
In the event of an icing encounter, an unexplained loss of engine power
could be caused by carburetor ice or ice blocking the air intake filter.
Should this happen, apply full carburetor heat and adjust throttle to
obtain maximum RPM. In some instances, the throttle may need to be
reduced for maximum power. The mixture should then be adjusted, as
required, to obtain maximum RPM. The G300 CARB °F indicator
should be monitored during carb heat application to ensure carb
temperature rises. Refer to the CARBUETOR ICING AMPLIFIED
EMERGENCY PROCEDURE section.
Maximum cabin heat should be applied, by pulling the CABIN HEAT
Control Knob to the full out position, in an attempt to clear ice from the
windshield. GPS moving map navigation may assist if ice creates a loss
of visibility. If available, select G300 TERRAIN - ON for additional
altitude and obstacle awareness during reduced visibility. Use of a
forward slip can improve forward and over-the-nose landing visibility
inhibited by windshield ice. FLAPS should NOT be used for landing if
airframe ice is present.
The autopilot, if installed, should be disconnected at first indication of
airframe icing and remain disconnected after any icing encounter due
to the possibility of unseen residual ice on the airframe.
6-34
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 6
EMERGENCY PROCEDURES
SPINS
Should an inadvertent spin occur, the following recovery procedure
should be used:
1. IMMEDIATELY RETARD THROTTLE TO IDLE POSITION.
2. PLACE AILERONS IN NEUTRAL POSITION.
3. APPLY AND HOLD FULL RUDDER OPPOSITE TO THE
DIRECTION OF ROTATION AND MOVE CONTROL STICK
BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL.
Full down elevator may be required at aft center of gravity
loadings to assure optimum recoveries.
4. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.
Premature relaxation of the control inputs may extend the
recovery.
5. AS ROTATION STOPS, NEUTRALIZE RUDDER, WINGS
LEVEL, FLAPS UP AND MAKE A SMOOTH RECOVERY
FROM THE RESULTING DIVE. AVOID OVERSTRESSING
AND OVERSPEEDING THE AIRFRAME.
NOTE
If the rate of the spin makes determining the direction of
rotation difficult, the magenta turn rate trend vector in the
heading strip over the PFD Attitude Indicator will show the
rate and direction of the turn. The HSI compass card will
rotate in the opposite direction. Hold full rudder opposite the
direction of the turn indicated by the turn rate trend vector.
162PHUS-00
U.S.
6-35
SECTION 6
EMERGENCY PROCEDURES
CESSNA
MODEL 162
GARMIN G300
ROUGH ENGINE OPERATION OR LOSS OF POWER
CARBURETOR ICING
A gradual loss of RPM and eventual engine roughness may result from
the formation of carburetor ice. To clear the ice, apply full throttle and
pull the CARB HEAT control knob full out until the engine runs
smoothly; then reduce carburetor heat and readjust throttle as
necessary. Monitor the G300 CARB °F indicator to verify the carburetor
temperature rises out of the amber caution range. If conditions require
the continued use of carburetor heat in cruise flight, use the minimum
amount of heat necessary to prevent ice from forming and lean the
mixture for smoothest engine operation. The G300 CARB °F indicator
provides advisory information but does not replace the need to monitor
engine condition and adjust carburetor heat or mixture as needed for
safe engine performance.
SPARK PLUG FOULING
A slight engine roughness in flight may be caused by one or more spark
plugs becoming fouled by carbon or lead deposits. This may be verified
by turning the MAGNETOS switch momentarily from BOTH to either L
or R position. An obvious power loss in single magneto operation is
evidence of spark plug or magneto trouble. Leaning the mixture to the
recommended lean setting for cruising flight may resolve a spark plug
fouling issue. If the problem does not clear up in several minutes,
determine if a richer mixture setting will produce smoother operation. If
not, proceed to the nearest airport for repairs using the BOTH position
of the MAGNETOS switch unless extreme roughness makes the use of
a single MAGNETO position necessary.
MAGNETO MALFUNCTION
Sudden engine roughness or misfiring is usually a sign of a magneto
problem. Changing the MAGNETOS switch from BOTH to the L and R
switch positions will identify which magneto is malfunctioning. Select
different power settings and enrichen the mixture to determine if
continued operation on BOTH magnetos is possible. If not, change to
the good magneto and continue to the nearest airport for repairs.
(Continued Next Page)
6-36
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 6
EMERGENCY PROCEDURES
ROUGH ENGINE OPERATION OR LOSS OF POWER
(Continued)
IDLE POWER ENGINE ROUGHNESS
An excessively rich idle fuel flow may cause low speed engine
roughness during flight. During most in-flight low engine speeds (power
off stalls, approach to landing, etc.), the mixture control is normally in
the full-rich position. However, to improve engine roughness during low
engine speeds while in flight, you should rotate the vernier mixture
control to lean of fuel mixture. You may also have to lean the fuel
mixture if this low engine speed results in power loss and you need to
restart the engine during flight. In all cases, you should land the
airplane at the nearest airport for repairs if low speed engine roughness
requires you to adjust the fuel mixture control to improve engine
operation.
LOW OIL PRESSURE
If the low oil pressure indicator (OIL PSI) turns red, and oil temperature
indicator (OIL °F) remains normal, it is possible that the oil pressure
sending unit or relief valve is malfunctioning. Land at the nearest airport
to determine the source of the problem.
If a total loss of oil pressure and a rise in oil temperature occur at about
the same time, it could mean that the engine is about to fail. Reduce
power immediately and select a field suitable for a forced landing. Use
only the minimum power necessary to reach the landing site.
162PHUS-00
U.S.
6-37
SECTION 6
EMERGENCY PROCEDURES
ELECTRICAL
POWER
MALFUNCTIONS
CESSNA
MODEL 162
GARMIN G300
SUPPLY
SYSTEM
Malfunctions in the electrical power supply system can be detected
through regular monitoring of the main battery ammeter (AMPS) and
the electrical bus voltmeter (VOLTS); however, the cause of these
malfunctions is usually difficult to determine. A broken alternator shaft,
excessive brush wear, or an internal wiring issue is most likely the
cause of alternator failures, although other factors could cause the
problem. Problems of this nature constitute an electrical emergency
and should be dealt with immediately. Electrical power malfunctions
usually fall into two categories: excessive rate of charge and insufficient
rate of charge. The following paragraphs describe the recommended
remedy for each situation.
EXCESSIVE RATE OF CHARGE
After engine starting and heavy electrical usage at low engine speeds,
such as extended taxiing, the battery condition may be low enough to
accept above normal charging during the initial part of a flight.
However, after thirty minutes of cruising flight, the main battery
ammeter (AMPS) should be indicating less than 5 amps of charging (+)
current. If the charging current remains above this value on a long
flight, the battery electrolyte could overheat and evaporate.
Electronic components in the electrical system can be adversely
affected by higher than normal voltage. The built-in overvoltage
protection circuit will automatically disconnect the alternator if the
charge voltage increases to more than 16.5 volts. If the overvoltage
sensor circuit does not operate correctly, as shown by voltage more
than 16.5 volts on the electrical bus voltmeter, the MASTER switch ALT
section should be set to the OFF position. Unnecessary electrical
equipment should be de-energized and the flight terminated as soon as
practical.
If excessive rate of charge is indicated but the electrical bus voltmeter
indicates less than 15 volts, no immediate action is required. Continue
monitoring and land as soon as practical.
(Continued Next Page)
6-38
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
ELECTRICAL
POWER
MALFUNCTIONS (Continued)
SECTION 6
EMERGENCY PROCEDURES
SUPPLY
SYSTEM
INSUFFICIENT RATE OF CHARGE
When the overvoltage circuit, or other fault, opens the alternator
(START/ALT) circuit breaker and de-energizes the alternator, a
discharge (-) current will be shown on the main battery ammeter
(AMPS) and the red LOW VOLTS annunciator will be displayed on the
PFD. The Alternator Internal Control Unit (AICU) can de-energize the
alternator due to minor disturbances in the electrical system, resulting
in a nuisance opening of the START/ALT circuit breaker. If this
happens, an attempt should be made to energize the alternator system.
To energize the alternator system
1. MASTER Switch (ALT Only) - OFF
2. START/ALT Circuit Breaker - CHECK IN
3. MASTER Switch (ALT Only) - ON
If the problem was a minor AICU disturbance in the electrical system,
normal main battery charging will start. A charge (+) current will be
shown on the main battery ammeter (AMPS) and the LOW VOLTS
annunciator will go off.
If the red LOW VOLTS annunciator is displayed and a discharge (-)
current is still shown on the AMPS Indicator, there is an alternator
system problem. Do not repeat steps to energize the alternator system.
Decrease the electrical load on the battery by de-energizing
nonessential electrical equipment and avionics (consider exterior lights
and radio equipment) because the battery can supply the electrical
system for only a short time. Reduce electrical load as soon as possible
to extend the life of the battery for landing. Land as soon as practical.
162PHUS-00
U.S.
6-39
SECTION 6
EMERGENCY PROCEDURES
CESSNA
MODEL 162
GARMIN G300
OTHER EMERGENCIES
WINDSHIELD DAMAGE
If a bird strike or other incident should damage the windshield in flight to
the point of creating an opening, a significant loss in performance may
be expected. Decrease airspeed and set power as necessary to
maintain best glide speed (70 KIAS) to minimize stress on windshield
and airframe structure. If airplane performance or other adverse
conditions prevent landing at an airport, prepare for an off airport
landing in accordance with the PRECAUTIONARY LANDING WITH
ENGINE POWER or DITCHING checklists.
G300 FAILURES
The Garmin G300 system provides all flight and engine instrument
information via the Air Data Attitude and Heading Reference System
(ADAHRS) unit. Individual sensors within the ADAHRS unit provide air
and flight data information as well as serve as the central gateway for
the engine data displayed on the Primary Flight Display (PFD) and
optional Multi-Function Display (MFD).
Failure of the ADAHRS unit or the individual sensors may leave only
GPS derived flight data for situational awareness and navigation. The
pilot should be thoroughly familiar with the G300 operation, page and
information location, and methods of accessing the GPS flight data
before beginning any flight in the Model 162 Skycatcher. It is
recommended that the pilot step through each of the G300 emergency
procedures in the Emergency Procedures Checklist for familiarization
before operating the aircraft.
Failure of the G300 PFD display will cause an automatic reversion of
the PFD display to the MFD display (if installed). Failure of the PFD
without an installed MFD display will leave the pilot to rely largely on
external cues for pilotage and navigation. The Emergency Procedures
Checklist contains suggestions for managing a successful PFD failure
and landing. It is recommended that the pilot become familiar with this
checklist before operating the airplane.
6-40
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
NORMAL PROCEDURES
TABLE OF CONTENTS
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Airspeeds For Normal Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
NORMAL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Preflight Inspection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Cabin. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Left Wing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Left Wing Leading Edge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Left Wing Trailing Edge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Empennage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Right Wing Trailing Edge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Right Wing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
Nose . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Before Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Starting Engine (With Battery) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Starting Engine (With External Power) . . . . . . . . . . . . . . . . . . . . . . 7-15
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-18
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
Normal Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
Short Field Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-19
Enroute Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Before Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-20
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Normal Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Short Field Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-21
After Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
Securing Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-22
(Continued Next Page)
162PHUS-01
U.S.
7-1
SECTION 7
NORMAL PROCEDURES
TABLE OF CONTENTS
CESSNA
MODEL 162
GARMIN G300
(Continued)
Page
AMPLIFIED NORMAL PROCEDURES. . . . . . . . . . . . . . . . . . . . . 7-23
Preflight Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-23
Before Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-25
Recommended Starter Duty Cycle . . . . . . . . . . . . . . . . . . . . . . 7-26
Leaning For Ground Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
Taxiing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-27
Before Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30
Warm Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30
Magneto Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-30
Alternator Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-31
Electric Elevator Trim. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-31
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-31
Power Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-31
Wing Flap Settings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-32
Crosswind Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
Enroute Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-33
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-34
Leaning Without Exhaust Gas Temperature (EGT) Indicator . . 7-35
Leaning With Exhaust Gas Temperature (EGT) Indicator . . . . . 7-36
Fuel Savings Procedures For Flight Training Operations . . . . . 7-38
Stalls. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-39
Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
Normal Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
Short Field Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-40
Crosswind Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
Balked Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
High Winds Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-41
Cold Weather Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-42
Starting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-43
Winterization Kit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45/7-46
Hot Weather Operations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-45/7-46
7-2
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
INTRODUCTION
Section 7 provides procedures and amplified instructions for normal
operations using standard and simply operated optional equipment.
Normal procedures associated with more complex optional equipment
can be found in Section 10, Supplements.
AIRSPEEDS FOR NORMAL OPERATION
Unless otherwise noted, the following speeds are based on a maximum
weight of 1320 pounds and may be used for any lesser weight.
TAKEOFF
Normal Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 - 75 KIAS
Short Field Takeoff, Flaps 10°, Speed at 50 Feet . . . . . . . . . 55 KIAS
ENROUTE CLIMB, FLAPS UP
Normal, Sea Level. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 - 75 KIAS
Best Rate of Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 KIAS
Best Angle of Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 KIAS
LANDING APPROACH
Normal Approach, Flaps UP . . . . . . . . . . . . . . . . . . . . . 60 - 70 KIAS
Normal Approach, Flaps FULL . . . . . . . . . . . . . . . . . . . 55 - 65 KIAS
Short Field Approach, Flaps FULL . . . . . . . . . . . . . . . . . . . . 50 KIAS
BALKED LANDING
Maximum Power, Flaps 25° . . . . . . . . . . . . . . . . . . . . . . . . . 50 KIAS
MAXIMUM
RECOMMENDED
PENETRATION SPEED
TURBULENT
AIR
1320 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89 KIAS
1200 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85 KIAS
1100 POUNDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 KIAS
MAXIMUM DEMONSTRATED CROSSWIND VELOCITY
Takeoff or Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12 KNOTS
MAXIMUM RECOMMENDED WIND VELOCITY
All Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22 KNOTS
162PHUS-02
U.S.
7-3
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
NORMAL PROCEDURES
PREFLIGHT INSPECTION
NOTE
Visually check airplane for general condition during walkaround inspection. Airplane should be parked in a normal
ground attitude (refer to Figure 1-1) to make sure that fuel
drain valves allow for accurate sampling. In cold weather,
remove even small accumulations of frost, ice or snow from
wing, tail and control surfaces. Also, make sure that control
surfaces contain no internal accumulations of ice or debris.
If a night flight is planned, check operation of all lights, and
make sure a flashlight is available.
Figure 7-1
7-4
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
PREFLIGHT INSPECTION (Continued)
1 CABIN
1.
2.
3.
4.
5.
6.
7.
Pilot's Operating Handbook - AS REQUIRED
Garmin G300 Pilot’s Guide - AS REQUIRED
Pilot’s Checklist - AS REQUIRED
Parking Brake - SET
Control Stick Lock - REMOVE
Wing Flaps - UP
Fuel Quantity Indicators - CHECK (L and R)
WARNING
•
TAKEOFF IS PROHIBITED WITH LESS THAN ¼
TANK OF FUEL.
MIN
GRND
•
8.
9.
10.
11.
12.
13.
T.O.
MARKING ON FUEL INDICATOR
WHEN THE MASTER SWITCH IS ON, USING AN
EXTERNAL POWER SOURCE, OR MANUALLY
ROTATING
THE
PROPELLER,
TREAT
THE
PROPELLER AS IF THE MAGNETOS SWITCH WERE
ON. DO NOT STAND, NOR ALLOW ANYONE ELSE
TO STAND, WITHIN THE ARC OF THE PROPELLER
SINCE A LOOSE OR BROKEN WIRE, OR A
COMPONENT MALFUNCTION, COULD CAUSE THE
ENGINE TO START.
MAGNETOS Switch - OFF
MASTER Switch (ALT and BAT) - ON
AVN MASTER Switch - ON
Primary Flight Display (PFD) - CHECK (verify PFD is ON and
software current)
Multifunction Flight Display (MFD) - CHECK (if installed) (verify
MFD is ON)
PFD ADAHRS Test and MFD SELF TEST - COMPLETE (verify
no red X’s shown)
(Continued Next Page)
162PHUS-01
U.S.
7-5
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
PREFLIGHT INSPECTION (Continued)
1 CABIN (Continued)
14. LOW VOLTS Annunciator - CHECK (verify annunciator is
shown)
NOTE
LOW VOLTS Annunciator will only be shown if battery
voltage is less than 12.5 volts. Verify battery voltage on
PFD/MFD ENG page.
15.
16.
17.
18.
19.
20.
Elevator Trim Control - T/O POSITION
Avionics Cooling Fan - CHECK (verify fan is operational)
Airplane Weight and Balance - CHECKED and ENTERED
AVN MASTER Switch - OFF
MASTER Switch (ALT and BAT) - OFF
Fire Extinguisher - CHECK (if installed) (verify gage pointer in
green arc)
2 LEFT WING
1. Cabin Door - CHECK (security and condition)
2. Main Wheel Tire - CHECK (proper inflation and general
condition (weather checks, tread depth and wear, etc.))
3. Brake Line - CHECK (security and condition)
4. Wheel Fairings - CHECK (security and condition) (if installed)
5. Fresh Air Vent - CHECK (blockage)
6. Fuel Quantity - CHECK VISUALLY (for desired level)
WARNING
TAKEOFF IS PROHIBITED WITH LESS THAN ¼ TANK
OF FUEL.
MIN
GRND
T.O.
MARKING ON FUEL INDICATOR
7. Fuel Filler Cap - SECURE and VENT CLEAR
(Continued Next Page)
7-6
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
PREFLIGHT INSPECTION (Continued)
2 LEFT WING (Continued)
8. Fuel Tank Sump Quick Drain Valves - DRAIN
Drain at least a cupful of fuel (using sampler cup) from each
sump location to check for water, sediment, and proper fuel
grade before each flight and after each refueling. If water is
observed, take further samples until clear and then gently rock
wings and lower tail to the ground to move any additional
contaminants to the sampling points. Take repeated samples
from all fuel drain points until all contamination has been
removed. If contaminants are still present, refer to WARNING
below and do not fly airplane.
NOTE
Collect all sampled fuel in a safe container. Dispose of the
sampled fuel so that it does not cause a nuisance, hazard,
or damage to the environment.
WARNING
IF, AFTER REPEATED SAMPLING, EVIDENCE OF
CONTAMINATION STILL EXISTS, THE AIRPLANE
SHOULD NOT BE FLOWN. TANKS SHOULD BE
DRAINED AND SYSTEM PURGED BY QUALIFIED
MAINTENANCE PERSONNEL. ALL EVIDENCE OF
CONTAMINATION MUST BE REMOVED BEFORE
FURTHER FLIGHT.
(Continued Next Page)
162PHUS-00
U.S.
7-7
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
PREFLIGHT INSPECTION (Continued)
3 LEFT WING Leading Edge
1.
2.
3.
4.
Fuel Tank Vent Opening - CHECK (blockage)
Wing Tiedown - DISCONNECT (check security and condition)
Pitot Tube Cover - REMOVE (check for pitot blockage)
Landing Light - CHECK (condition, operation and cleanliness of
cover)
5. Strobe/Nav Light - CHECK (condition, operation and cleanliness
of cover)
4 LEFT WING Trailing Edge
1. Aileron - CHECK (freedom of movement and security)
NOTE
Check for proper aileron movement by pushing the aileron
up from the neutral (or faired with the flaps in the Flaps UP
position) and returning the aileron back to the neutral or
faired position. Pushing down on the aileron may create an
over-centered condition requiring re-centering of the cockpit
control stick.
2. Flap - DEFLECT and CHECK (flap/aileron cables, up-spring
tension and general condition)
3. Com Antenna and OAT Temp Probe - CHECK (security of
attachment and general condition)
5 EMPENNAGE
1. Rudder Gust Lock (if installed) - REMOVE
2. Control Surfaces - CHECK (freedom of movement and security)
3. Elevator Trim Tab - CHECK (security) (verify tab is faired with
elevator and trim indicator in T/O position)
4. Tail Tiedown - DISCONNECT
(Continued Next Page)
7-8
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
PREFLIGHT INSPECTION (Continued)
6 RIGHT WING Trailing Edge
1. ELT and GPS Antennas - CHECK (security of attachment and
general condition)
2. Flap - DEFLECT and CHECK (flap/aileron cables, up-spring
tension and general condition)
3. Aileron - CHECK (freedom of movement and security)
NOTE
Check for proper aileron movement by pushing the aileron
up from the neutral (or faired with the flaps in the Flaps UP
position and returning the aileron back to the neutral or
faired position. Pushing down on the aileron may create an
over-centered condition requiring re-centering of the cockpit
control stick.
7 RIGHT WING
1. Strobe/Nav Light - CHECK (condition, operation and cleanliness
of cover)
2. Wing Tiedown - DISCONNECT (check security and condition)
3. Stall Warning Opening - CHECK (blockage)
NOTE
To check the system, place a clean handkerchief over the
vent opening and apply suction; a sound from the warning
horn will confirm system operation.
4. Fuel Quantity - CHECK VISUALLY (for desired level)
WARNING
TAKEOFF IS PROHIBITED WITH LESS THAN ¼ TANK
OF FUEL.
MIN
GRND
T.O.
MARKING ON FUEL INDICATOR
(Continued Next Page)
162PHUS-01
U.S.
7-9
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
PREFLIGHT INSPECTION (Continued)
7 RIGHT WING (Continued)
5. Fuel Filler Cap - SECURE and VENT CLEAR
6. Main Wheel Tire - CHECK (proper inflation and general
condition (weather checks, tread depth and wear, etc.))
7. Brake Line - CHECK (security and condition)
8. Wheel Fairings - CHECK (security and condition) (if installed)
9. Fuel Tank Sump Quick Drain Valves - DRAIN
Drain at least a cupful of fuel (using sampler cup) from each
sump location to check for water, sediment, and proper fuel
grade before each flight and after each refueling. If water is
observed, take further samples until clear and then gently rock
wings and lower tail to the ground to move any additional
contaminants to the sampling points. Take repeated samples
from all fuel drain points until all contamination has been
removed. If contaminants are still present, refer to WARNING
below and do not fly airplane.
NOTE
Collect all sampled fuel in a safe container. Dispose of the
sampled fuel so that it does not cause a nuisance, hazard
or damage to the environment.
WARNING
IF, AFTER REPEATED SAMPLING, EVIDENCE OF
CONTAMINATION STILL EXISTS, THE AIRPLANE
SHOULD NOT BE FLOWN. TANKS SHOULD BE
DRAINED AND SYSTEM PURGED BY QUALIFIED
MAINTENANCE PERSONNEL. ALL EVIDENCE OF
CONTAMINATION MUST BE REMOVED BEFORE
FURTHER FLIGHT.
10. Cabin Door - CHECK (security and condition)
11. Fresh Air Vent - CHECK (blockage)
7-10
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
PREFLIGHT INSPECTION (Continued)
8 NOSE
1. Engine Cooling Air Inlets - CHECK (clear of obstructions)
2. Propeller and Spinner - CHECK (for nicks and security)
3. Air Filter - CHECK (for condition and blockage by dust or other
foreign matter)
4. Nosewheel Strut and Tire - CHECK (strut and general condition
of tire (weather checks, tread depth and wear, etc.))
5. Nosewheel Fairing - CHECK (security and condition) (if
installed)
6. Engine Exhaust Outlet - CHECK (security and condition)
7. Engine Oil Dipstick/Filler Cap:
a. Oil level - CHECK
b. Dipstick/filler cap - SECURE (lever horizontal and facing aft)
NOTE
Do not operate with less than 3.5 quarts. Fill to 5 quarts
for extended flight.
8. Fuel Strainer Quick Drain Valve - DRAIN (bottom left side of
engine cowling)
Drain at least a cupful of fuel (using sampler cup) from valve to
check for water, sediment, and proper fuel grade before each
flight and after each refueling. If water is observed, take further
samples until clear and then gently rock wings and lower tail to
the ground to move any additional contaminants to the sampling
points. Take repeated samples from all fuel drain points,
including the fuel strainer and fuel sump valve, until all
contamination has been removed. If contaminants are still
present, refer to WARNING below and do not fly the airplane.
NOTE
Collect all sampled fuel in a safe container. Dispose of the
sampled fuel so that it does not cause a nuisance, hazard,
or damage to the environment.
(Continued Next Page)
162PHUS-00
U.S.
7-11
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
PREFLIGHT INSPECTION (Continued)
8 NOSE (Continued)
WARNING
IF, AFTER REPEATED SAMPLING, EVIDENCE OF
CONTAMINATION STILL EXISTS, THE AIRPLANE
SHOULD NOT BE FLOWN. TANKS SHOULD BE
DRAINED AND SYSTEM PURGED BY QUALIFIED
MAINTENANCE PERSONNEL. ALL EVIDENCE OF
CONTAMINATION MUST BE REMOVED BEFORE
FURTHER FLIGHT.
9. Fuselage Fuel Sump Quick Drain Valve (bottom center rear of
engine cowling) - DRAIN
Drain at least a cupful of fuel (using sampler cup) from valve to
check for water, sediment, and proper fuel grade before each
flight and after each refueling. If water is observed, take further
samples until clear and then gently rock wings and lower tail to
the ground to move any additional contaminants to the sampling
points. Take repeated samples from all fuel drain points,
including the fuel strainer and fuel sump valve, until all
contamination has been removed. If contaminants are still
present, refer to WARNING below and do not fly the airplane.
NOTE
Collect all sampled fuel in a safe container. Dispose of the
sampled fuel so that it does not cause a nuisance, hazard,
or damage to the environment.
WARNING
IF, AFTER REPEATED SAMPLING, EVIDENCE OF
CONTAMINATION STILL EXISTS, THE AIRPLANE
SHOULD NOT BE FLOWN. TANKS SHOULD BE
DRAINED AND SYSTEM PURGED BY QUALIFIED
MAINTENANCE PERSONNEL. ALL EVIDENCE OF
CONTAMINATION MUST BE REMOVED BEFORE
FURTHER FLIGHT.
10. Static Source Opening (left side of fuselage) - CHECK (verify
opening is clear)
7-12
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
BEFORE STARTING ENGINE
1.
2.
3.
4.
5.
6.
7.
8.
9.
Preflight Inspection - COMPLETE
Passenger Briefing - COMPLETE
Rudder Pedals - ADJUST
Seat Belts - ADJUST and SECURE
Cabin Doors - AS DESIRED
Brakes - TEST and SET
Circuit Breakers - CHECK IN
Electrical Equipment - OFF
AVN Master Switch - OFF
CAUTION
THE AVIONICS MASTER SWITCH MUST BE OFF
DURING ENGINE START TO PREVENT POSSIBLE
DAMAGE TO AVIONICS.
10. FUEL SHUTOFF Valve - ON (push full in)
STARTING ENGINE (With Battery)
IF FUEL PRIMER CONTROL INSTALLED
1. Fuel PRIMER Control - AS REQUIRED
a. Engine COLD - PUMP (1 to 3 strokes)
b. Engine WARM - NONE
IF FUEL PRIMER CONTROL NOT INSTALLED
1. THROTTLE Control - AS REQUIRED
a. Engine COLD - PUMP (3 to 6 strokes)
b. Engine WARM - PUMP ONCE (push full in and pull full out)
STARTING ENGINE (With Battery) (Continued)
2. CARB HEAT Control Knob - OFF (push full in)
3. THROTTLE Control - AS REQUIRED
a. Engine COLD - OPEN 1/4 INCH
b. Engine WARM - CLOSED
4. MIXTURE Control - FULL RICH (push full in)
(Continued Next Page)
162PHUS-01
U.S.
7-13
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
STARTING ENGINE (With Battery) (Continued)
5. AVN MASTER Switch - OFF
6. MASTER Switch (ALT and BAT) - ON
7. Engine Indicating System - CHECK PARAMETERS (verify no
red X's through indicators)
8. VOLTS - CHECK EIS ENGINE PAGE
NOTE
A red LOW VOLTS annunciator will come on when battery
voltage is less than 12.5 volts. As battery voltage
decreases, the Garmin G300 display will become less
bright and eventually unreadable. If the starter fails to crank
the engine or the G300 display becomes unreadable,
service battery or apply external power.
9. AMPS - CHECK (verify discharge shown (negative))
10. Propeller Area - CLEAR (verify that all people and equipment
are at a safe distance from the propeller)
11. STROBE Light Switch - ON
12. MAGNETOS Switch - START (release when engine starts)
NOTE
If the engine is primed too much (flooded), place the
mixture control in the IDLE CUTOFF position, open the
throttle control 1/2 to full, and engage the starter motor
(START). When the engine starts, advance the mixture
control to the FULL RICH position and promptly retard the
throttle control.
13. Oil Pressure - CHECK (verify that oil pressure increases above
10 PSI into the YELLOW BAND range in 30 seconds)
14. AMPS - CHECK (verify charge shown (positive))
15. NAV Light Switch - ON (as required)
16. STROBE Light Switch - OFF
17. AVN MASTER Switch - ON
18. MIXTURE Control - LEAN (as required)
7-14
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
STARTING ENGINE (With External Power) (if installed)
IF FUEL PRIMER CONTROL INSTALLED
1. Fuel PRIMER Control - AS REQUIRED
a. Engine COLD - PUMP (1 to 3 strokes)
b. Engine WARM - NONE
IF FUEL PRIMER CONTROL NOT INSTALLED
1. THROTTLE Control - AS REQUIRED
a. Engine COLD - PUMP (3 to 6 strokes)
b. Engine WARM - PUMP ONCE (push full in and pull full out)
STARTING ENGINE (With External Power) (Continued)
2. CARB HEAT Control Knob - OFF (push full in)
3. THROTTLE Control - AS REQUIRED
a. Engine COLD - OPEN 1/4 INCH
b. Engine WARM - CLOSED
4. MIXTURE Control - FULL RICH (push full in)
5. AVN MASTER Switch - OFF
6. MASTER Switch (ALT and BAT) - ON
7. Engine Indicating System - CHECK PARAMETERS (verify no
red X's through indicators)
8. VOLTS - CHECK EIS ENGINE PAGE
NOTE
A red LOW VOLTS annunciator will come on when battery
voltage is less than 12.5 volts. As battery voltage
decreases, the Garmin G300 display will become less
bright and eventually unreadable. If the G300 display
becomes unreadable, connect external power per the
following procedure. The battery may require servicing.
9. AMPS - CHECK (verify discharge shown (negative))
10. MASTER Switch (ALT and BAT) - OFF
11. EXTERNAL POWER - CONNECT (to external
receptacle)
12. MASTER Switch (ALT and BAT) - ON
power
(Continued Next Page)
162PHUS-01
U.S.
7-15
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
STARTING ENGINE (With External Power)
(if installed)
(Continued)
13. Engine Indicating System - CHECK PARAMETERS (verify no
red X's through indicators)
14. VOLTS - CHECK EIS ENGINE PAGE (verify 12.5 to 15.0 volts
indication and LOW VOLTS annunciation is not shown)
15. AMPS - CHECK (verify charge shown (positive))
16. Propeller Area - CLEAR (verify that all people and equipment
are at a safe distance from the propeller)
17. STROBE Lights Switch - ON
18. MAGNETOS Switch - START (release when engine starts)
NOTE
If the engine is primed too much (flooded), place the
mixture control in the IDLE CUTOFF position, open the
throttle control 1/2 to full, and engage the starter motor
(START). When the engine starts, advance the mixture
control to the FULL RICH position and promptly retard the
throttle control.
19. Oil Pressure - CHECK (verify that oil pressure increases above
10 PSI into the YELLOW BAND range in 30 seconds)
20. Power - REDUCE TO IDLE
21. EXTERNAL POWER - DISCONNECT FROM GROUND
POWER (latch external power receptacle door)
22. Power - INCREASE (to approximately 1500 RPM for several
minutes to charge battery)
23. AMPS - CHECK (verify charge shown (positive))
24. VOLTS - CHECK EIS ENGINE PAGE (verify 12.5 VOLTS
minimum shown)
25. LOW VOLTS Annunciator - CHECK (verify annunciator is not
shown)
(Continued Next Page)
7-16
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
STARTING ENGINE (With External Power)
(if installed)
(Continued)
26. Internal Power - CHECK
a. MASTER Switch (ALT) - OFF
b. LDG Light Switch - ON
c. NAV Light Switch - ON
d. THROTTLE Control - REDUCE TO IDLE
e. MASTER Switch (ALT) - ON
f. THROTTLE Control - INCREASE (to approximately 1500
RPM)
g. AMPS - CHECK (verify charge shown (positive))
WARNING
IF AMMETER DOES NOT SHOW POSITIVE CHARGE (+
AMPS), REMOVE THE BATTERY FROM THE AIRPLANE
AND SERVICE OR REPLACE THE BATTERY BEFORE
FLIGHT.
27.
28.
29.
30.
LDG Light Switch - OFF (as required)
STROBE Light Switch - OFF
AVN MASTER Switch - ON
MIXTURE Control - LEAN (as required)
162PHUS-00
U.S.
7-17
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
BEFORE TAKEOFF
1. Parking Brake - SET
a. Brakes - Apply
b. PARKING BRAKE Control Knob - ON (pull full out)
2. Seats and Seat Belts - CHECK SECURE
3. Cabin Doors - CLOSED and LOCKED
4. Flight Controls - FREE and CORRECT
5. Flight Instruments (PFD) - CHECK (verify no red X's through
indicators)
6. Engine Indicating System - CHECK PARAMETERS (verify no
red X's through indicators)
7. Altimeter - SET
8. Fuel Quantity Indicators - CHECK (verify level is correct)
WARNING
TAKEOFF IS PROHIBITED WITH LESS THAN ¼ TANK
OF FUEL.
MIN
GRND
T.O.
MARKING ON FUEL INDICATOR
9. PRIMER Control Knob (if installed) - IN and LOCKED
10. MIXTURE Control - RICH
11. Autopilot - ENGAGE (if installed) (push AP button on autopilot
control panel)
a. Flight Controls - CHECK (verify autopilot can be
overpowered in both pitch and roll axes)
b. A/P DISC Button - PRESS (if installed)
(verify autopilot disengages and aural alert is heard)
12. Elevator Trim Control Switch - SET FOR T/O
13. THROTTLE Control - 1700 RPM (once oil temperature is above
75°F and oil pressure in green band range)
a. MAGNETOS Switch - CHECK (RPM drop should not
exceed 150 RPM on either magneto or 50 RPM differential
between magnetos)
b. Engine Indicators - CHECK
c. CARB HEAT Control Knob - ON
(1) Engine RPM - CHECK (verify RPM decreases)
(2) CARB °F - CHECK (verify temp increases)
d. AMPS and VOLTS - CHECK
(Continued Next Page)
7-18
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
BEFORE TAKEOFF (Continued)
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
Annunciators - CHECK (verify no annunciators are shown)
THROTTLE Control - CHECK IDLE (900 RPM or LESS)
THROTTLE Control Friction Lock - ADJUST
COM Frequency - SET
GPS Flight Plan - AS DESIRED
XPDR - SET
Wing Flaps - UP - 10° (10° recommended)
NAV Light Switch - ON
STROBE Light Switch - ON
PARKING BRAKE Control Knob - OFF (push full in)
TAKEOFF
NORMAL TAKEOFF
1.
2.
3.
4.
5.
6.
7.
8.
Wing Flaps - UP - 10° (10° recommended)
CARB HEAT Control Knob - OFF (push full in)
THROTTLE Control - FULL (push full in)
MIXTURE Control - RICH (above 5000 feet pressure altitude,
lean for maximum RPM)
Directional Control - MAINTAIN (use differential braking until
rudder control becomes effective)
Elevator Control - LIFT NOSEWHEEL AT 50 KIAS
Climb Airspeed - 65 - 75 KIAS
Wing Flaps - RETRACT (at safe altitude)
SHORT FIELD TAKEOFF
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
Wing Flaps - 10°
CARB HEAT Control Knob - OFF (push full in)
Brakes - APPLY
THROTTLE Control - FULL (push full in)
MIXTURE Control - RICH (above 5000 feet pressure altitude,
lean for maximum RPM)
Brakes - RELEASE
Elevator Control - SLIGHTLY TAIL LOW
Directional Control - MAINTAIN (use differential braking until
rudder control becomes effective)
Climb Airspeed - 55 KIAS (until all obstacles are cleared)
Wing Flaps - RETRACT SLOWLY (when airspeed is more than
60 KIAS)
162PHUS-01
U.S.
7-19
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
ENROUTE CLIMB
1. Airspeed - 65 - 75 KIAS
2. THROTTLE Control - FULL (push full in)
3. MIXTURE Control - RICH (above 5000 feet pressure altitude,
lean for maximum RPM)
NOTE
For maximum performance climb speeds, refer to Section
5, Figure 5-5, Maximum Rate of Climb at 1320 Pounds.
CRUISE
1. Power - 2400 - 2750 RPM (75% recommended)
2. Elevator Trim Control Switch - ADJUST
3. MIXTURE Control - LEAN (for best power setting)
DESCENT
1. Power - AS DESIRED (2750 RPM maximum)
2. MIXTURE Control - ADJUST (if necessary to make engine run
smoothly)
3. Altimeter - SET
4. Wing Flaps - AS DESIRED (UP - 10° below 100 KIAS)
(10° - 25° below 85 KIAS)
(25° - FULL below 70 KIAS)
5. CARB HEAT Control Knob - ON (as required)
BEFORE LANDING
1. Seats and Seat Belts - SECURED and LOCKED
2. MIXTURE Control - RICH (push full in) (below 5000 feet
pressure altitude)
3. CARB HEAT Control Knob - ON (pull full out) (apply full heat
before reducing power)
4. LDG Light Switch - ON
5. Autopilot - OFF (if installed)
7-20
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
LANDING
NORMAL LANDING
1. Airspeed - 60 - 70 KIAS (Flaps UP)
2. Wing Flaps - AS DESIRED (UP - 10° below 100 KIAS)
(10° - 25° below 85 KIAS)
(25° - FULL below 70 KIAS)
3. Airspeed - 55 - 65 KIAS (Flaps FULL)
4. Elevator Trim Control Switch - ADJUST
5. Touchdown - MAIN WHEELS FIRST
6. Landing Roll - LOWER NOSEWHEEL GENTLY
7. Braking - MINIMUM REQUIRED
8. Directional Control - MAINTAIN (with rudder and differential
braking)
SHORT FIELD LANDING
1.
2.
3.
4.
5.
6.
7.
8.
Airspeed - 60 - 70 KIAS (Flaps UP)
Wing Flaps - FULL
Airspeed - 50 KIAS (until flare)
Elevator Trim Control - ADJUST
Power - REDUCE TO IDLE (as obstacle is cleared)
Touchdown - MAIN WHEELS FIRST
Brakes - APPLY HEAVILY (while maintaining directional control)
Wing Flaps - UP
BALKED LANDING
1.
2.
3.
4.
5.
6.
THROTTLE Control - FULL (push full in)
CARB HEAT Control Knob - OFF (push full in)
Wing Flaps - RETRACT to 25°
Climb Speed - 50 KIAS (until obstacle is cleared)
Climb Speed - 60 KIAS (after obstacle is cleared)
Wing Flaps - 10°, then UP (after reaching a safe altitude and 60
KIAS)
162PHUS-01
U.S.
7-21
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
AFTER LANDING
1.
2.
3.
4.
CARB HEAT Control Knob - OFF (push full in)
Wing Flaps - UP
STROBE Light Switch - OFF
Transponder - STBY
SECURING AIRPLANE
1. Parking Brake - SET
a. Brakes - APPLY
b. PARKING BRAKE Control Knob - ON (pull full out)
2. THROTTLE Control - IDLE (pull full out)
3. Electrical Equipment - OFF
4. AVN MASTER Switch - OFF
5. MIXTURE Control - IDLE CUTOFF (pull full out)
6. MAGNETOS Switch - OFF
7. MASTER Switch (ALT and BAT) - OFF
8. Control Lock - INSTALL
7-22
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
AMPLIFIED NORMAL PROCEDURES
PREFLIGHT INSPECTION
The preflight inspection, described in Figure 7-1 and adjacent checklist,
is required prior to each flight. If the airplane has been in extended
storage, has had recent major maintenance, or has been operated from
rough runways, a more extensive exterior inspection is recommended.
Before every flight, check the condition of main and nose landing gear
tires. Keep tires inflated to the pressure specified in Section 8, Airplane
Handling, Service And Maintenance. Examine tire sidewalls for
patterns of shallow cracks called weather checks. These cracks are
evidence of tire deterioration caused by age, improper storage, or
prolonged exposure to weather. Check the tread of the tire for depth,
wear, and cuts. Replace the tire if fibers are visible.
After major maintenance has been performed, the flight and trim tab
controls should be double checked for free and correct movement and
security. The security of all inspection plates on the airplane should be
checked following periodic inspections. If the airplane has been waxed
or polished, check the external static pressure source hole for
stoppage.
If the airplane has been kept in a crowded hangar, it should be checked
for dents and scratches on wings, fuselage, and tail surfaces, damage
to navigation/strobe light assemblies, wing tip fairings and avionics
antennas. Check for damage to the nosewheel travel stops and wheel
fairings (if installed), resulting from exceeding nosewheel turning limits
while towing.
Outside storage for long periods may result in dust and dirt
accumulation on the induction air filter, obstructions in airspeed system
lines, water contaminants in fuel tanks, and insect/bird/rodent nests in
any opening. If any water is detected in the fuel system, the fuel tank
sump quick drain valves, fuel sump quick drain valve, and fuselage
sump quick drain valve should all be thoroughly drained again. The
wings should then be gently rocked and the tail lowered to the ground
to move any further contaminants to the sampling points. Repeated
samples should then be taken at all quick drain points until all
contamination has been removed.
(Continued Next Page)
162PHUS-00
U.S.
7-23
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
PREFLIGHT INSPECTION (Continued)
NOTE
Collect all sampled fuel in a safe container. Dispose of the
sampled fuel so that it does not cause a nuisance, hazard,
or damage to the environment.
WARNING
IF, AFTER REPEATED SAMPLING, EVIDENCE OF
CONTAMINATION STILL EXISTS, THE AIRPLANE
SHOULD NOT BE FLOWN. TANKS SHOULD BE
DRAINED AND SYSTEM PURGED BY QUALIFIED
MAINTENANCE PERSONNEL. ALL EVIDENCE OF
CONTAMINATION MUST BE REMOVED BEFORE
FURTHER FLIGHT.
When parked on the ramp, care should be exercised to make sure
wings are level or the left wing slightly higher to prevent fuel from
dripping from the fuel vent when fuel tanks are full. To prevent loss of
fuel in flight, make sure the fuel tank filler caps are tightly sealed after
any fuel system check or servicing. Fuel system vents should also be
inspected for obstructions, ice or water, especially after exposure to
cold, wet weather.
If the airplane has been stored outside in windy or gusty areas, or tied
down adjacent to taxiing airplanes, special attention should be paid to
control surface stops, hinges, and brackets to detect the presence of
potential wind damage.
Airplanes that are operated from rough fields, especially at high
altitudes, are subjected to abnormal landing gear abuse. Frequently
check all components of the landing gear, strut, tires, and brakes. If the
airplane has been operated from muddy fields or in snow or slush,
check the main and nose gear wheel fairings for obstructions and
cleanliness.
Operation from a gravel or cinder field will require extra attention to
propeller tips and abrasion on leading edges of the horizontal tail.
Stone damage to the propeller can seriously reduce the fatigue life of
the blades.
7-24
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
BEFORE STARTING ENGINE
Rudder pedals should be adjusted fore and aft as needed to ensure the
pilot has full brake deflection with the rudder fully deflected. A small
percentage of pilots may require additional cushions to correctly
position themselves for visibility and control.
Ideally, the pilot should be positioned so that the outboard elbow
naturally rests on the door armrest and the control stick falls within the
hand of that arm. Correct positioning allows for relaxed flying using
wrist movements and assists the new pilot to adjusting to the
Skycatcher flight controls.
STARTING ENGINE
Engine starting can differ depending on the temperature of the engine
and surrounding ambient air which affects the amount of fuel priming
required. Standard priming is done using the throttle control. Pumping
the throttle, by rapidly advancing the throttle control fully in and out,
works an accelerator pump in the engine carburetor for priming. In this
way, the throttle may be pumped or given some number of "strokes" to
provide the required prime. An optional plunger style primer may be
used to provide fuel prime (if installed).
If the engine is already warm, pump the throttle once then leave the
throttle closed to start. No additional priming should be required. A cold
engine with moderately warm (room temperature) ambient air will
require 1 or 2 strokes of the throttle (or primer). A cold engine with cold
ambient air (temperatures above freezing) will require up to 3 or 4
strokes of throttle (or primer). A cold engine should have the throttle
open approximately ¼ inch for start.
In extremely cold temperatures, it may be necessary to continue
priming while cranking the engine. If the engine is under primed, most
likely in cold weather with a cold engine, it will not fire at all, and
additional priming will be necessary. As soon as the cylinders begin to
fire, open the throttle slightly to keep it running.
(Continued Next Page)
162PHUS-01
U.S.
7-25
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
STARTING ENGINE (Continued)
Weak intermittent firing followed by puffs of black smoke from the
exhaust stack indicates over priming or flooding. Excess fuel can be
cleared from the combustion chambers by the following procedure: set
parking brake and hold brakes, set the mixture control full lean (idle
cutoff) and the place throttle control to full open; then crank the engine
through several revolutions with the starter. Be prepared to immediately
reduce throttle control to idle once engine starts. Repeat the starting
procedure without any additional priming.
After starting, if the oil pressure gage does not begin to show pressure
within 30 seconds in the summertime and about twice that long in very
cold weather, stop the engine and investigate. Lack of oil pressure can
cause serious engine damage. After starting, avoid the use of
carburetor heat unless icing conditions prevail.
NOTE
Additional details concerning cold weather starting and
operation may be found under COLD WEATHER
OPERATION paragraphs in this section.
After the completion of normal engine starting procedures, it is a good
practice to verify that the engine starter has disengaged. If the starter
contactor were to stick closed, causing the starter to remain engaged,
an excessively high charge indication (full scale at 1000 RPM) would
be evident on the ammeter. In this event, immediately shut down
engine and have electrical system inspected by qualified maintenance
personnel prior to next flight.
RECOMMENDED STARTER DUTY CYCLE
Operate the starter motor for 10 seconds followed by a 20 second cool
down period. This cycle can be repeated five additional times, followed
by a thirty minute cool down period before resuming cranking. After
cool down, operate the starter motor again, six cycles of 10 seconds
followed by 20 seconds of cool down. If the engine still does not start,
try to find the cause.
7-26
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
LEANING FOR GROUND OPERATIONS
For all ground operations, after starting the engine and when the
engine is running smoothly:
1. THROTTLE Control - 1200 RPM
2. Mixture Control - ADJUST (lean for maximum RPM)
3. THROTTLE Control - ADJUST for ground operation (800 to
1000 RPM recommended)
NOTE
If ground operation will be required after the BEFORE
TAKEOFF checklist is completed, lean the mixture again
(as described above) until ready for the TAKEOFF
checklist.
TAXIING
CAUTION
DUE TO LOWER WEIGHTS AND SLOWER STALL
SPEEDS THAN LARGER AIRPLANES, PROPER TAXI
TECHNIQUES SHOULD BE USED IN WINDY
CONDITIONS. OPERATIONS IN WIND CONDITIONS
ABOVE 22 KNOTS ARE NOT RECOMMENDED.
When taxiing, the combination of differential braking and free-castoring
nose wheel provide excellent ground maneuvering in tight spaces as
well as control during normal taxiing. Differential brake application
should be done by firm, short taps of the brake pedal so as to nudge
the airplane in the desired direction. Excess speed and "riding a brake"
should be avoided since this can cause brake heating, brake fade, or
loss of braking effectiveness resulting in loss of control or stopping
ability.
It is important that taxi speed be held to that of a brisk walk and all flight
controls be utilized up to their maximum deflection (refer to Figure 7-2,
Taxiing Diagram) to aid in maintaining directional control. This is
particularly important in windy conditions.
(Continued Next Page)
162PHUS-00
U.S.
7-27
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
TAXIING (Continued)
NOTE
Strong or gusty tail winds can over power the wing flap
return springs causing the flaps to randomly blow down
while taxiing. Selecting flaps to FULL when taxing with a
tailwind can prevent the blow down. Use caution to prevent
a build-up of taxi speed due to blowing by strong tailwinds.
Flaps should be retracted when turning away from the
tailwind condition and the BEFORE TAKEOFF Checklist
should be used to insure flaps are properly reset before
takeoff.
The CARB HEAT control knob should be pushed full in to the OFF
position during all ground operations unless carb heat is absolutely
necessary to correct engine roughness. When the CARB HEAT control
knob is pulled out to the ON position, air entering the engine is not
filtered. However, if needed, use FULL CARB HEAT until engine
roughness clears. Monitoring the CARB ºF Indicator will assist in
amount of carb heat required to keep the carburetor temperature out of
the yellow caution range and prevent engine roughness.
Taxiing over loose gravel or cinders should be done at the lowest
engine RPM possible to avoid abrasion and stone damage to the
propeller tips.
(Continued Next Page)
7-28
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
TAXIING (Continued)
TAXIING DIAGRAM
NOTE
Strong quartering tail winds require caution. Avoid sudden
bursts of the throttle and sharp braking when the airplane is
in this attitude. Use differential braking and rudder to
maintain direction.
Figure 7-2
162PHUS-00
U.S.
7-29
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
BEFORE TAKEOFF
WARM UP
If the engine idles with the throttle against the idle stop, approximately
700 to 800 RPM and accelerates smoothly, the engine is warm enough
for takeoff. Since the engine is closely cowled for efficient in-flight
engine cooling, the airplane should be pointed into the wind to avoid
overheating during prolonged engine operation on the ground. Refer to
Leaning For Ground Operations procedures to prevent spark plug
fouling that can occur from long periods of idling and prolonged ground
operations.
MAGNETO CHECK
CAUTION
MAKE SURE ENGINE OIL TEMPERATURE IS ABOVE
75ºF AND OIL PRESSURE IS WITHIN THE GREEN BAND
RANGE PRIOR TO PREFORMING A MAGNETO CHECK.
The magneto check must be made at 1700 RPM. Turn the
MAGNETOS switch from the BOTH position to the R position. Note the
new RPM, then turn the MAGNETOS switch back to the BOTH position
to clear the spark plugs. Turn the MAGNETOS switch to the L position,
note the new RPM, then turn the switch back to the BOTH position.
RPM decrease should not be more than 150 RPM on either magneto or
be greater than 50 RPM differential between magnetos. If there is a
doubt concerning operation of the ignition system, RPM checks at
higher engine speeds will usually confirm whether a deficiency exists.
No RPM drop may indicate a faulty ground to one magneto or magneto
timing set in advance of the angle specified.
(Continued Next Page)
7-30
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
BEFORE TAKEOFF (Continued)
ALTERNATOR CHECK
The alternator should be checked for proper operation before every
flight. Electrical power is essential for all flight instrumentation,
navigation, and radio operation. Check the electrical system during the
MAGNETO check (1700 RPM) by setting all electrical equipment
required for the flight to the ON position. When the alternator is
operating properly, the ammeters will show zero or positive current (+
amps), the voltmeter will show 13 to 15 volts, and the LOW VOLTS
annunciator will not be shown on the PFD. Reduce the electrical load
before reducing engine speed so the battery will not discharge while
the engine is at idle.
ELECTRIC ELEVATOR TRIM
Make sure the elevator trim tab is in the takeoff position when the trim
pointer is aligned with the T/O index mark on the EIS TRIM indicator.
Adjust the trim during flight as necessary to make control wheel forces
more neutral.
TAKEOFF
POWER CHECK
It is important to check full throttle engine operation early in the takeoff
roll. Any sign of rough engine operation or sluggish engine acceleration
is good cause for discontinuing the takeoff. If this occurs, you are
justified in making a thorough full throttle static run-up before another
takeoff is attempted. The engine should run smoothly and turn
approximately 2375 - 2475 RPM with carburetor heat off and the
mixture leaned to provide maximum RPM.
NOTE
Carburetor heat should not be used during takeoff unless it
is absolutely necessary to obtain smooth engine
acceleration.
(Continued Next Page)
162PHUS-01
U.S.
7-31
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
TAKEOFF (Continued)
POWER CHECK (Continued)
Full throttle run-ups over loose gravel are especially harmful to
propeller tips. When takeoffs must be made over a gravel surface,
advance the throttle slowly. This allows the airplane to start rolling
before high RPM is developed, and the gravel will be blown behind the
propeller rather than pulled into it.
Prior to takeoff from fields above 5000 feet pressure altitude, the
mixture should be leaned to give maximum RPM at full throttle, with the
airplane not moving.
After full throttle is applied, adjust the throttle friction lock clockwise to
prevent the throttle from moving back from a maximum power position.
Similar friction lock adjustments should be made as required in other
flight conditions to hold the throttle setting.
WING FLAP SETTINGS
Normal takeoffs use wing flaps UP - 10°. Using 10° wing flaps reduces
the ground roll to lift off while keeping the total distance over an
obstacle by equivalent to the flaps UP distances. Flap deflections
greater than 10° are not approved for takeoff. If 10° wing flaps are
used for takeoff, the flaps should stay at 10° until all obstacles are
cleared and a safe flap retraction speed of 60 KIAS is reached. For a
short field, 10° wing flaps and an obstacle clearance speed of 55 KIAS
should be used.
Soft or rough field takeoffs are performed with 10° flaps by lifting the
airplane off the ground as soon as practical in a slightly tail low attitude.
If no obstacles are ahead, the airplane should be leveled off
immediately to accelerate to a higher climb speed. When departing a
soft field with an aft C.G. loading, the elevator trim control should be
adjusted towards the nose down direction to give comfortable control
wheel forces during the initial climb.
7-32
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
TAKEOFF (Continued)
CROSSWIND TAKEOFF
Takeoffs under strong crosswind conditions normally are performed
with the minimum flap setting necessary for the field length, to minimize
the drift angle immediately after takeoff. Begin the takeoff with ailerons
fully deflected into the wind. As the airplane is accelerated, reduce
aileron deflection maintaining directional control down the runway.
Reaching a speed slightly higher than normal rotation speed, apply
gentle back pressure to the elevator control and quickly, but carefully,
lift the airplane off the ground. Do not over rotate but keep positive pitch
angle and airspeed to prevent possible settling back to the runway.
When well clear of the ground, make a coordinated turn into the wind to
correct for drift.
ENROUTE CLIMB
Normal enroute climbs are performed with flaps up, at full throttle and
65 to 75 KIAS for the best combination of performance, visibility and
engine cooling. The mixture should be full rich during climb at altitudes
up to 5000 feet pressure altitude. Above 5000 feet pressure altitude,
the mixture can be leaned as needed for increased power or to provide
smoother engine operation.
If it is necessary to climb more rapidly to clear mountains or reach
favorable winds at higher altitudes, the best rate of climb speed is 62
KIAS and should be used with Maximum Continuous Power (MCP).
If an obstruction dictates the use of a steep climb angle, the best angle
of climb speed is 57 KIAS and should be used with flaps UP and MCP.
This type of climb should be of the minimum duration and engine
temperatures should be carefully monitored due to the low climb speed.
162PHUS-01
U.S.
7-33
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
CRUISE
Normal cruise is performed between 40% and 75% power. The engine
RPM and corresponding fuel consumption for various altitudes can be
determined by using the data in Section 5.
NOTE
Cruise flight should use 75% power as much as possible
until the engine has operated for a total of 50 hours or oil
consumption has stabilized. Operation at this higher power
will ensure proper seating of the piston rings and is
applicable to new engines, and engines in service following
cylinder replacement or top overhaul of one or more
cylinders.
The Cruise Performance charts in Section 5 provide the pilot with flight
planning information for the Model 162 in still air at maximum gross
weight without speed fairings installed. Cruise performance may differ
slightly due to differences in weight and center of gravity location.
The Cruise Performance charts should be used as a guide, along with
the available winds aloft information, to determine the most favorable
altitude, power setting and fuel needed for a given flight.
The selection of cruise altitude on the basis of the most favorable wind
conditions and the use of low power settings are significant factors that
should be considered on every trip to reduce fuel consumption.
Proper leaning techniques also contribute to greater range and are
figured into cruise performance tables. To achieve the recommended
lean mixture fuel consumption figures shown in Section 5, the mixture
should be leaned per recommended procedures.
In the event that unusual conditions cause the intake air filter to
become clogged or iced over, apply carburetor heat immediately to
bypass the intake air filter therefore providing unfiltered heated air as
the alternate air intake. Engine RPM can decrease from a cruise power
setting. This RPM loss should be recovered by increasing the throttle
setting to maintain desired power.
(Continued Next Page)
7-34
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
CRUISE (Continued)
Carburetor ice, as evidenced by an unexplained drop in RPM, can be
removed by application of full carburetor heat. Upon regaining the
original RPM (with heat off), use the minimum amount of heat
(reference EIS CARB ºF display) to prevent ice from forming. Since the
heated air causes a richer mixture, readjust the mixture setting when
carburetor heat is to be used continuously in cruise flight.
The use of full carburetor heat is recommended during flight in heavy
rain to avoid the possibility of engine stoppage due to excessive water
ingestion or carburetor ice. The mixture setting should be readjusted for
smoothest operation. Power changes should be made cautiously,
followed by prompt adjustment of the mixture for smoothest operation.
LEANING WITHOUT EXHAUST GAS TEMPERATURE
(EGT) INDICATOR
BEST POWER CRUISE
Use the mixture control vernier adjustment to lean the fuel mixture by
slowly turning the mixture control knob in the counterclockwise
direction while monitoring engine RPM. As RPM increases, continue to
carefully lean the mixture until it reaches peak RPM. Slightly enrichen
mixture (turn mixture control knob clockwise) until a slight drop in
engine RPM is indicated. This is the Best Power Cruise setting.
CAUTION
EXCESSIVE LEANING WILL INCREASE ENGINE
TEMPERATURES AND MAY DAMAGE ENGINE. WHEN
INCREASING POWER, ENRICHEN MIXTURE, THEN
ADVANCE THE THROTTLE TO INCREASE RPM. WHEN
REDUCING POWER, RETARD THROTTLE, THEN
ADJUST THE MIXTURE CONTROL.
Lean the mixture for maximum RPM during all operations at any
altitude, including those below 3000 feet, when using 75% or less
power. Above 5000 feet, mixture may be leaned for maximum RPM
during full throttle climbs (after engine has accumulated 50 hours).
(Continued Next Page)
162PHUS-01
U.S.
7-35
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
CRUISE (Continued)
LEANING WITH EXHAUST GAS TEMPERATURE (EGT)
INDICATOR (if installed)
The cruise performance data in this POH is based on the
recommended lean mixture setting determined from the maximum or
peak EGT at power settings of 75% MCP and lower.
EGT °F is displayed with a vertical scale and pointer on the EIS
ENGINE page. The numerical value for the EGT is located above the
vertical scale.
Use the mixture control vernier adjustment to lean the fuel mixture by
slowly turning the mixture control knob in the counterclockwise
direction while monitoring EGT. As EGT °F increases, continue to lean
the mixture until it reaches peak EGT. Enrichen the mixture by slowly
turning the mixture control clockwise and monitor EGT °F until EGT
decreases slightly.
NOTE
The Model 162 engine manufacturer, Teledyne Continental
Motors, has not approved operation of the engine at fuel
flow rates (mixture settings) less than necessary to reach
peak EGT. Refer to Section 5, Figure 5-7, Cruise
Performance, for specific power settings and lean for best
power cruise.
Continuous operation at mixture settings lean of peak EGT is
prohibited.
(Continued Next Page)
7-36
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
CRUISE (Continued)
LEANING WITH EXHAUST GAS TEMPERATURE (EGT)
INDICATOR (if installed) (Continued)
CAUTION
EXCESSIVE LEANING WILL INCREASE ENGINE
TEMPERATURES AND MAY DAMAGE ENGINE. WHEN
INCREASING POWER, ENRICHEN MIXTURE, THEN
ADVANCE THE THROTTLE TO INCREASE RPM. WHEN
REDUCING POWER, RETARD THROTTLE, THEN
ADJUST THE MIXTURE CONTROL.
NOTE
•
Any change in altitude or power setting will require a
change in the recommended lean mixture setting and a
recheck of the EGT setting.
•
The EGT indicator takes several seconds, after a
mixture adjustment, to start to show an EGT change.
Finding peak EGT and adjusting the mixture to the
applicable setting should take approximately one minute
when the adjustments are made carefully and
accurately. Adjusting the mixture quickly is not
recommended.
(Continued Next Page)
162PHUS-01
U.S.
7-37
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
CRUISE (Continued)
FUEL SAVINGS PROCEDURES FOR FLIGHT TRAINING
OPERATIONS
For best fuel economy during flight training operations, the following
procedures are recommended.
1. After engine start and for all ground operations, set the throttle to
1200 RPM and lean the mixture for maximum RPM. After
leaning, set the throttle to the appropriate RPM for ground
operations. Leave the mixture at this setting until beginning the
BEFORE TAKEOFF checklist. If TAKEOFF is delayed after
completing the BEFORE TAKEOFF checklist, lean the mixture
again as described above until ready to perform the TAKEOFF
checklist.
2. Lean the mixture for maximum RPM during full throttle climbs
above 5000 feet. The mixture may remain leaned (maximum
RPM at full throttle) for practicing maneuvers such as stalls and
slow flight.
3. Lean the mixture for maximum RPM during all operations at any
altitude, including those below 3000 feet, when using 75% or
less power.
NOTE
7-38
•
When cruising or maneuvering at 75% power or less, the
mixture may be further leaned to best power cruise. This
is especially applicable to cross-country training flights,
but should be practiced during transition flight to and
from the practice area as well.
•
Using the above recommended procedures can provide
fuel savings in excess of 5% when compared to typical
training operations at full rich mixture. In addition, the
above procedures will minimize spark plug fouling since
the reduction in fuel consumption results in a
proportional reduction in tetraethyl lead passing through
the engine.
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
STALLS
The stall characteristics are conventional for the flaps up and flaps
down conditions and aural warning is provided by a stall warning horn
which sounds between 5 and 10 knots above the stall in all
configurations. Power-on stall recovery should be initiated by
simultaneously lowering the nose while reducing power after which
normal power-off stall recovery techniques should be applied.
CAUTION
INTENTIONAL POWER-ON STALLS SHOULD BE
LIMITED TO 30 DEGREES NOSE UP PITCH ANGLE.
EXCEEDING 30 DEGREES REQUIRES HIGH POWER
AND ACCELERATED STALL ENTRY WHICH MAY
RESULT IN DISORIENTATION
WARNING
INTENTIONAL SPINS ARE PROHIBITED. REFER TO
SECTION 6, EMERGENCY PROCEDURES, SPINS. IT IS
RECOMMENDED
THAT
THESE
EMERGENCY
PROCEDURES BE MEMORIZED TO ENSURE PROMPT
AND PROPER RECOVERY TECHNIQUES ARE USED IN
THE
EVENT
AN
INADVERTENT
SPIN
IS
ENCOUNTERED.
Refer to Section 5, Figure 5-2, for power-off stall speeds at 1320
pounds.
DESCENT
Normal descent from altitude may be made with flaps retracted or with
flaps extended to increase drag for a steepened descent angle.
Caution should be used to observe flap limit speeds. Slips may be
made in all flap configurations and are useful to increase descent rates
while allowing power to be kept above idle. Carburetor heat should be
used as needed for engine roughness and applied before reducing
power to prevent carburetor ice from forming during low power descent.
Since heated air causes a richer fuel mixture, readjust the mixture
setting when carburetor heat is to be used for extended descent. If a
low power descent is made, it is recommended that the throttle be
cycled occasionally to check for engine roughness at higher power.
NOTE
Extended low power descents should be avoided during the
first 25 hours of operation of a new engine.
162PHUS-01
U.S.
7-39
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
LANDING
NORMAL LANDING
Normal landing approaches can be made with power on or power off
with any flap setting within the flap airspeed limits. Surface winds and
air turbulence are usually the primary factors in determining the most
comfortable approach speeds. Slips to landing are very effective may
be performed in all flap configurations.
Landing at slower speeds will result in shorter landing distances and
minimum wear to tires and brakes. Power should be at idle as the main
wheels touch the ground. The main wheels must touch the ground
before the nosewheel. The nosewheel must be lowered to the runway
carefully after the speed has diminished to avoid unnecessary nose
gear loads. This procedure is very important for rough or soft field
landings. Directional control should be maintained using up to full
rudder deflection and differential braking as necessary.
SHORT FIELD LANDING
For a short field landing in smooth air conditions, approach at 50 KIAS
with FULL flaps using enough power to control the glide path. Slightly
higher approach speeds should be used in turbulent air conditions.
After all approach obstacles are cleared, smoothly reduce power and
hold the approach speed by lowering the nose of the airplane. The
main wheels must touch the ground before the nosewheel with power
at idle. Immediately after the main wheels touch the ground, carefully
lower the nosewheel and apply heavy braking as required. For
maximum brake performance, retract the flaps, hold the control stick full
back, and apply maximum brake pressure without skidding the tires or
loosing directional control. Use of full rudder authority will assist
directional control.
(Continued Next Page)
7-40
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
LANDING (Continued)
CROSSWIND LANDING
When landing in a strong crosswind, use the minimum flap setting
required for the field length. Sideslips with full rudder deflection, may be
made in all flap configurations. Although the crab or combination
method of drift correction may be used, the wing low method gives the
best control. After touchdown, hold a straight course with the rudder
and use up to full aileron deflection as required, and differential braking
as necessary.
The maximum allowable crosswind velocity is dependent upon pilot
capability as well as airplane limitations. Operation in direct crosswinds
of 12 knots has been demonstrated (not an operating limitation).
BALKED LANDING
In a balked landing (go-around) climb, reduce the flap setting to 25°
immediately after full power is applied and climb at 50 KIAS. Above
3000 feet pressure altitude, lean the mixture to obtain maximum RPM.
After clearing any obstacles, allow the airplane to accelerate to 60 KIAS
and carefully retract the flaps to 10°. After clearing any obstacles,
carefully retract the flaps and allow the airplane to accelerate to normal
climb airspeed.
HIGH WIND OPERATIONS
Takeoff and landings have been demonstrated in winds up to 22 knots
and crosswinds up to 12 knots. The pilot should be cautious of gusts
and turbulence from terrain or buildings when in close proximity to
ground during takeoff and landing. Prompt and positive control inputs
should be used to counter flight path deviations.
Proper taxi control techniques must be used at all times during ground
operations. Operations in wind conditions above 22 knots are not
recommended.
162PHUS-01
U.S.
7-41
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
COLD WEATHER OPERATIONS
Special consideration should be given to the operation of the airplane
fuel system during the winter season or prior to any flight in cold
temperatures. Proper preflight draining of the fuel system is especially
important and will eliminate any free water accumulation. The use of
additives such as isopropyl alcohol or Diethylene Glycol Monomethyl
Ether (DIEGME) may also be desirable. Refer to Section 8, Fuel
Additives, for more information on the proper use of fuel additives.
Cold weather often causes conditions that require special care during
airplane operations. Even small accumulations of frost, ice, or snow
must be removed, particularly from wing, tail and all control
surfaces to assure satisfactory flight performance and handling.
Also, control surfaces must be free of any internal accumulations of ice
or snow.
If snow or slush covers the takeoff surface, allowance must be made for
takeoff distances which will be increasingly extended as the snow or
slush depth increases. The depth and consistency of this cover can, in
fact, prevent takeoff in many instances.
The Garmin G300 Instrumentation Liquid Crystal Displays (LCD) may
acquire a frosted or cloudy appearance at extremely cold temperatures.
The displays may also be very slow to update information when cold
soaked. Proper flight display clarity and flight data update rates may
require extended warm-up.
The Garmin G300 EIS engine information is recommended for engine
start due to possibility of engine damage resulting from inability to
monitor engine upon start.
Takeoff is not recommended until displays are clearly legible and
information updates (as indicated by heading change during taxi, RPM
changes with throttle, etc) are shown in real-time without hesitation.
The Garmin G300 display warm-up is best accomplished by placing the
airplane in a warm hangar and leaving the cabin doors open. If a
hangar is not available, attach External Power (if installed) and set the
MASTER Switch (BAT) and AVN MASTER Switch to the ON position.
Allow display units to warm internally until legible and display controls
(softkeys and knob) function normally when operated.
(Continued Next Page)
7-42
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
COLD WEATHER OPERATIONS (Continued)
NOTE
If external power is not available, do not attempt the self
warming procedure. The battery will likely become depleted
below the minimum voltage necessary for engine start.
External warm-air preheat may be applied to the cabin area. Use
caution as excessively hot preheated air may damage interior or
instrumentation. Due to fuel lines routed through cabin area, gas fired
or exposed flame heaters should not be used to warm the cabin area.
STARTING
When air temperatures are below 20°F (-6°C), use an external
preheater and an external power source, if external power receptacle is
installed, whenever possible to obtain positive starting and to reduce
wear and abuse to both the engine and electrical system. Preheat will
thaw the oil trapped in the oil cooler, which probably will be congealed
prior to starting in extremely cold temperatures.
WARNING
WHEN TURNING THE PROPELLER BY HAND, TREAT IT
AS IF THE MAGNETOS SWITCH IS IN THE ON
POSITION. A LOOSE OR BROKEN GROUND WIRE ON
EITHER MAGNETO COULD ENERGIZE THE ENGINE.
Prior to starting on cold mornings, it is advisable to turn the propeller
manually through several engine compression cycles by hand to loosen
the oil, so the engine cranks (motors) more easily and uses less battery
power. When the propeller is turned manually, turn it in the opposite
direction to normal engine rotation for greater safety. Opposite rotation
disengages the magneto impulse couplings and prevents possible
unwanted ignition.
When using an external power source, the MASTER Switch (ALT and
BAT) sections must be in the OFF position before connecting the
external power source to the external power receptacle. Refer to
Section 7, Starting Engine with External Power, for system description
and operations.
(Continued Next Page)
162PHUS-00
U.S.
7-43
SECTION 7
NORMAL PROCEDURES
CESSNA
MODEL 162
GARMIN G300
COLD WEATHER OPERATION (Continued)
STARTING (Continued)
Cold weather starting procedures are the same as the normal starting
procedures. Refer to Amplified Normal Procedures, Starting Engine in
this section. The amount of fuel priming required for engine start is
dependant upon temperature. The colder the engine, the more prime is
required. In extremely cold temperatures, it may be necessary to
continue priming while cranking the engine. If the engine is under
primed it will not fire at all, and additional priming will be necessary. As
soon as the cylinders begin to fire, open the throttle slightly to keep it
running. Use caution to prevent inadvertent forward movement of the
airplane during starting when parked on snow or ice.
CAUTION
HEAVY PRIMING AND THROTTLE PUMPING DURING
START INCREASES THE RISK OF INDUCTION SYSTEM
FIRE RESULTING FROM A BACKFIRE OR OTHER
ABNORMALITY DURING START. IN THE EVENT OF AN
ENGINE FIRE, CONTINUE CRANKING TO SUCK THE
FLAMES INTO THE ENGINE. REFER TO SECTION 6,
EMERGENCY PROCEDURES, FIRES, DURING START
ON GROUND.
NOTE
If the engine does not start during the first few attempts, or
if engine firing diminishes in strength, the spark plugs may
be frosted over. Preheat must be used before another start
is attempted.
(Continued Next Page)
7-44
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 7
NORMAL PROCEDURES
COLD WEATHER OPERATION (Continued)
STARTING (Continued)
During cold weather operations, the oil temperature indicator may not
be in the green band range when ready to perform the BEFORE
TAKEOFF checklist if outside air temperatures are very cold. After a
suitable warm up period of 2 to 5 minutes at 1000 RPM, slowly
accelerate the engine to higher engine RPM. The engine should not
exceed 1700 RPM until oil temperature indicates more than 75°F
(24°C) and oil pressure is within the green band range (30 to 60 PSI).
Once engine oil pressure and oil temperature reach normal operating
range perform the BEFORE TAKEOFF checklist followed by a
immediate takeoff. If engine is allowed to idle for a extended period of
time between the completion of the BEFORE TAKEOFF checklist and
prior to TAKEOFF, oil temperature may fall below 75°F (24°C) requiring
a slow engine acceleration to warm the engine oil prior to performing
TAKEOFF.
WINTERIZATION KIT
An optional winterization kit is available and may be utilized when cold
weather operations are conducted. Refer to Section 10, Supplement 4
for installation and operational details.
HOT WEATHER OPERATIONS
Refer to the general warm engine starting information under Starting
Engine in this section. Cabin doors may be left open for engine start
and taxi if desired to aid cabin cooling. Face the airplane into the wind
when possible for additional cooling airflow and avoid prolonged engine
operation on the ground. Cabin doors must be closed for flight.
162PHUS-01
U.S.
7-45/7-46
CESSNA
MODEL 162
GARMIN G300
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
TABLE OF CONTENTS
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Identification Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Cessna Owner Advisories . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
United States Airplane Owners . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
International Airplane Owners. . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-5
Airplane File . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Airplane Inspection Periods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
FAA Required Inspections. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Cessna Inspection Programs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Cessna Customer Care Program . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Pilot Conducted Preventive Maintenance . . . . . . . . . . . . . . . . . . . . . 8-9
Alterations Or Repairs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
Ground Handling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-10
Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
Tiedown. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-11
Jacking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-12
Leveling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
Flyable Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14
Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Oil Specification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-15
Recommended Viscosity For Temperature Range . . . . . . . . . . . 8-15
Capacity Of Engine Sump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
Oil And Oil Filter Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-16
(Continued Next Page)
162PHUS-00
U.S.
8-1
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
TABLE OF CONTENTS
CESSNA
MODEL 162
GARMIN G300
(Continued)
Page
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17
Approved Fuel Grades (And Colors) . . . . . . . . . . . . . . . . . . . . . 8-17
Fuel Capacity. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-17
Fuel Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-18
Fuel Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-21
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
Cleaning And Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
Windshield And Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-22
Painted Surfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-23
Propeller Care . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-24
Engine Care. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-24
Interior Care. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-25/8-26
Avionics Care. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-25/8-26
8-2
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
INTRODUCTION
This section contains factory recommended procedures for proper
ground handling and routine care and servicing of your airplane. It also
identifies certain inspection and maintenance requirements which must
be followed if your airplane is to retain that new airplane performance
and dependability. It is important to follow a planned schedule of
lubrication and preventive maintenance based on climatic and flying
conditions encountered in your local area.
Keep in touch with a Cessna Service Station and take advantage of
their knowledge and experience. Your Cessna Service Station knows
your airplane and how to maintain it, and will remind you when
lubrications and oil changes are necessary, as well as other seasonal
and periodic services.
The airplane should be regularly inspected and maintained in
accordance with information found in the airplane maintenance manual
and in company issued Service Bulletins, Safety Alerts and Service
Newsletters. All service bulletins pertaining to the airplane by serial
number should be accomplished and the airplane should receive
repetitive and required inspections. Modifications not approved by
Cessna may void warranties on the airplane since Cessna has no way
of knowing the full effect on the overall airplane. Operation of an
airplane that has been modified may be a risk to the occupants, and
operating procedures and performance data set forth in the POH may
no longer be considered accurate for the modified airplane.
162PHUS-01
U.S.
8-3
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
CESSNA
MODEL 162
GARMIN G300
IDENTIFICATION PLATE
All correspondence regarding your airplane should include the Serial
Number. The Serial Number, Model Number and ASTM Standard
Number can be found on the Identification Plate, located on the aft left
tailcone.
CESSNA OWNER ADVISORIES
Cessna Owner Advisories are sent to Cessna Aircraft FAA Registered
owners of record at no charge to inform them about Safety Alerts,
mandatory Notice of Corrective Actions and/or beneficial airplane
service requirements and product changes. Copies of the actual
bulletins are available from Cessna Service Stations and Cessna
Propeller Aircraft Customer Services.
UNITED STATES AIRPLANE OWNERS
If your airplane is registered in the U.S., appropriate Cessna Owner
Advisories will be mailed to you automatically according to the latest
airplane registration name and address which you have provided to
Cessna. Therefore, it is important that you provide correct and up to
date mailing information to Cessna.
If you require a duplicate Owner Advisory to be sent to an address
different from the aircraft registration address on file at Cessna, please
complete and return an Owner Advisory Application (otherwise no
action is required on your part).
INTERNATIONAL AIRPLANE OWNERS
To receive Cessna Owner Advisories, please complete and return an
Owner Advisory Application.
8-4
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
PUBLICATIONS
Various publications and flight operation aids are furnished in the
airplane when delivered from the factory. These items are listed below.
•
Pilot’s Operating
Supplement
•
•
Pilot’s Checklist
•
Garmin G300 Cockpit Reference Guide (CRG) (latest
revision)
•
•
Passenger Briefing Card
Garmin G300
revision)
Handbook
Pilot's
Guide
and
Flight
Training
190-00921-00
(latest
Customer Care Handbook
To obtain additional publications or owner advisory information, you
may contact Cessna Customer Service at (316) 517- 5800, Fax (316)
517-7271 or write to Cessna Aircraft Company, P.O. Box 7706, Wichita,
KS 67277, Dept 569C.
To obtain additional Garmin publications, you may contact Garmin
Customer Service at Garmin International, Inc, (913) 397-8200, Fax
(913) 397-8282, 1200 East 151st Street, Olathe, Kansas 66062, USA
or visit the Garmin website (www.Garmin.com) for current updates and
supplemental information.
The following additional publications, plus many other supplies that are
applicable to your airplane, are available from a Cessna Service
Station.
•
Information Manual (contains
Handbook Information)
•
Maintenance Manual, Wiring Diagram Manual and
Illustrated Parts Catalog
Pilot’s
Operating
(Continued Next Page)
162PHUS-01
U.S.
8-5
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
CESSNA
MODEL 162
GARMIN G300
PUBLICATIONS (Continued)
Cessna Service Stations have a Customer Care Supplies and
Publications Catalog covering all available items, many of which the
Service Station keeps on hand. The Service Station can place an order
for any item which is not in stock.
NOTE
A Pilot's Operating Handbook which is lost or destroyed
may be replaced by contacting a Cessna Service Station.
8-6
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
AIRPLANE FILE
There are miscellaneous data, information and licenses that are a part
of the airplane file. The following is a checklist for that file. In addition, a
periodic check should be made of the latest Federal Aviation
Regulations to ensure that all data requirements are met.
To be displayed in the airplane at all times:
1. Aircraft Special Airworthiness Certificate (FAA Form 8130-7)
2. Aircraft Registration Certificate (FAA Form 8050-3)
3. Aircraft Radio Station License, (if applicable)
To be carried in the airplane at all times:
1. Current Pilot's Checklist
Recommended to be carried in the airplane at all times:
1. Current Pilot's Operating Handbook and Flight Training
Supplement
2. Garmin G300 Pilot's Guide 190-00921-00 (latest revision)
3. Garmin G300 Cockpit Reference Guide (CRG) (latest revision)
4. Weight and Balance, and associated papers
5. Equipment List
To be made available upon request:
1. Airframe Logbook
2. Engine Logbook
3. Propeller Logbook
Most of the items listed are required by the United States Federal
Aviation Regulations. Since the regulations of other nations may
require other documents and data, owners of airplanes not registered in
the United States should check with their own aviation officials to
determine their individual requirements.
Cessna recommends that these items, plus the Customer Care
Handbook and Customer Care Card, be carried in the airplane at all
times.
162PHUS-01
U.S.
8-7
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
CESSNA
MODEL 162
GARMIN G300
AIRPLANE INSPECTION PERIODS
FAA REQUIRED INSPECTIONS
As required by U.S. Federal Aviation Regulations, all civil aircraft of
U.S. registry must undergo a complete inspection (annual) each twelve
calendar months. In addition to the required annual inspection, aircraft
operated for in-flight instruction must have a complete inspection every
100 hours of operation.
Cessna and the FAA may require other inspections by the issuance of
Service Bulletins, Safety Alerts and Airworthiness Directives applicable
to the airplane, engine, propeller and components. It is the
responsibility of the owner/operator to ensure compliance with all
applicable Service Bulletins, Safety Alerts and Airworthiness Directives
and when the inspections are repetitive, to take appropriate steps to
prevent inadvertent noncompliance.
CESSNA INSPECTION PROGRAMS
Airplane owners should keep in mind that 14 CFR 61 and 14 CFR 65
establishes the requirement that properly certified agencies or
personnel accomplish all required FAA inspections and most of the
manufacturer recommended inspections.
CESSNA CUSTOMER CARE PROGRAM
Specific benefits and provisions of the Cessna Warranty plus other
important benefits for you are contained in your Customer Care
Handbook supplied with your airplane. The Customer Care Handbook
should be thoroughly reviewed and kept in the airplane at all times.
You will also want to return to your Cessna Service Station at 25, 50
and 100 hours inspections. These important inspections will be
performed for you by any Cessna Service Station, in most cases you
will prefer to have the Cessna Service Station from whom you
purchased the airplane accomplish this work.
8-8
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
PILOT CONDUCTED PREVENTIVE MAINTENANCE
A certified pilot who owns or operates an airplane not used as an air
carrier is authorized by 14 CFR 43 to perform limited maintenance on
his/her airplane. Refer to 14 CFR 43 for a list of the specific
maintenance operations which are allowed.
NOTE
Pilots operating airplanes of other than U.S. registry should
refer to the regulations of the country of certification for
information on preventive maintenance that may be
performed by pilots.
A current Maintenance Manual must be obtained prior to performing
any preventive maintenance to ensure that proper procedures are
followed. A Cessna Service Station should be contacted for further
information or for required maintenance which must be accomplished
by appropriately licensed personnel.
ALTERATIONS OR REPAIRS
It is essential that a Cessna Service Station be contacted prior to any
alterations on the airplane to ensure that airworthiness of the airplane is
not violated. Alterations or repairs to the airplane must be
accomplished by licensed personnel, utilizing only Cessna Aircraft
Company Approved components and Cessna Approved data, such as
Cessna Service Bulletins, Cessna Approved Modification Kits and/or
Cessna Approved Maintenance Manuals.
162PHUS-01
U.S.
8-9
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
CESSNA
MODEL 162
GARMIN G300
GROUND HANDLING
TOWING
The airplane is most easily and safely maneuvered by hand with a tow
bar attached to the nosewheel. When towing with a vehicle, do not
exceed the nose gear turning angle of 57.5° either side of center, or
damage to the nose landing gear will result.
CAUTION
REMOVE ANY INSTALLED RUDDER LOCK BEFORE
TOWING.
If the airplane is towed or pushed over a rough surface during
hangaring, watch that the normal cushioning action of the nose strut
does not cause excessive vertical movement of the tail and the
resulting contact with low hangar doors or structure. A flat nose tire will
also increase tail height.
CAUTION
DO NOT APPLY PRESSURE ON THE ELEVATOR OR
HORIZONTAL
STABILIZER
SURFACES.
WHEN
PUSHING ON THE TAILCONE, ALWAYS APPLY
PRESSURE AT A FUSELAGE BULKHEAD TO AVOID
BUCKLING THE SKIN.
(Continued Next Page)
8-10
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
GROUND HANDLING (Continued)
PARKING
When parking the airplane, head into the wind and set the parking
brake. Failure to park into the wind may allow wing flaps to blow down
randomly. If forced to park with the tail into the wind, place the flaps
FULL down and secure the airplane per the TIEDOWN procedure. Do
not set the parking brake during cold weather when accumulated
moisture may freeze the brakes, or when the brakes are overheated.
Install the control stick lock and chock the wheels. In severe weather
and high wind conditions, tie the airplane down as outlined in the
following paragraph.
TIEDOWN
Proper tiedown procedure is the best precaution against damage to the
parked airplane by gusty or strong winds. To tiedown the airplane
securely, proceed as follows:
1. Set the parking brake and install the control wheel lock.
2. Install a surface control lock over the fin and rudder.
3. Tie sufficiently strong ropes or chains (700 pounds tensile
strength) to the wing, tail and nose tiedown fittings and secure
each rope or chain to a ramp tiedown.
4. Install a pitot tube cover.
(Continued Next Page)
162PHUS-00
U.S.
8-11
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
CESSNA
MODEL 162
GARMIN G300
GROUND HANDLING (Continued)
JACKING
When a requirement exists to jack the entire airplane off the ground, or
when wing jack points are used in the jacking operation, refer to the
Maintenance Manual for specific procedures and equipment required.
Individual main gear may be jacked by using the jack pad which is
incorporated in the main landing gear strut. When using the individual
gear strut jack pad, flexibility of the gear strut may cause the main
wheel to slide inboard as the wheel is raised, tilting the jack. The jack
must then be lowered for a second jacking operation. Do not jack both
main wheels simultaneously using the individual main gear jack pads.
CAUTION
DO NOT APPLY PRESSURE ON THE ELEVATOR OR
HORIZONTAL
STABILIZER
SURFACES.
WHEN
PUSHING ON THE TAILCONE, ALWAYS APPLY
PRESSURE AT A FUSELAGE BULKHEAD TO AVOID
BUCKLING THE SKIN.
If nose gear maintenance is required, the nosewheel may be raised off
the ground by pressing down on a aft fuselage tailcone bulkhead, just
forward of the horizontal stabilizer, and allowing the tail to rest on the
tail tiedown ring.
To assist in raising and holding the nosewheel off the ground, ground
anchors should be utilized at the tail tiedown point.
NOTE
Ensure that the nose will be held off the ground under all
conditions by means of suitable stands or supports under
weight supporting bulkheads near the nose of the airplane
or the engine truss mount.
(Continued Next Page)
8-12
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
GROUND HANDLING
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
(Continued)
LEVELING
Longitudinal leveling of the airplane is accomplished by placing a level
on leveling screws located on the left side of the tailcone. Deflate the
nose tire and raise the main landing gear to properly center the bubble
in the level. The fuselage wing carry through spar in the cabin may be
used to level the airplane laterally.
FLYABLE STORAGE
Engines in airplanes that are flown every 30 days or less may not
achieve normal service life because of internal corrosion. Corrosion
occurs when moisture from the air and the products of combustion
combine to attack cylinder walls and bearing surfaces during periods
when the airplane is not flown.
The minimum recommended operating frequency for the engine is one
continuous flight hour (not counting taxi, takeoff and landing time) with
oil temperatures of 170°F to 220°F every 30 days or less (depending on
location and storage conditions). Airplanes operated close to oceans,
lakes, rivers and in humid regions are in greater need of engine
preservation than airplanes operated in arid regions. Appropriate
engine preservation procedures must be practiced by the owner or
operator of the airplane based on present environmental conditions and
the frequency of airplane activity.
NOTE
The engine manufacturer does not recommend pulling the
engine through by hand during storage periods.
If the airplane is to remain inactive for more than 30 days, consult the
latest revision of Teledyne Continental Motors (TCM) Service
Information Letter SIL99-1 or later revision (www.tcmlink.com).
It is recommended when storing the airplane for any period of time to
keep fuel tanks full to minimize condensation in tanks. Keep the battery
fully charged to prevent the electrolyte from freezing in cold weather.
Refer to the Maintenance Manual for proper airplane storage
procedures.
162PHUS-01
U.S.
8-13
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
CESSNA
MODEL 162
GARMIN G300
SERVICING
In addition to the Preflight Inspection covered in Section 7 of this POH,
complete servicing, inspection and test requirements for your airplane
are detailed in the Maintenance Manual. The Maintenance Manual
outlines all items which require attention at specific intervals plus those
items which require servicing, inspection, and/or testing at special
intervals.
Since Cessna Service Stations conduct all service, inspection, and test
procedures in accordance with applicable Maintenance Manuals, it is
recommended that you contact a Cessna Service Station concerning
these requirements and begin scheduling your airplane for service at
the recommended intervals.
Depending on various flight operations, your local government aviation
agency may require additional service, inspections, or tests. For these
regulatory requirements, owners should check with local aviation
officials where the airplane is being operated.
For quick and ready reference, quantities, materials and specifications
for frequently used service items are as follows.
8-14
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
OIL
OIL SPECIFICATION
SAE J1966 Aviation Grade Non-Dispersant Mineral Oil: Used when the
airplane was delivered from the factory and should be used to replenish
the supply during the first 25 hours. This oil should be drained and the
filter changed after the first 25 hours of operation. Refill the engine with
SAE J1966 Aviation Grade Non-Dispersant Mineral Oil and continue to
use until a total of 50 hours has accumulated or oil consumption has
stabilized.
SAE J1899 Aviation Grade Ashless Dispersant Oil: Oil conforming to
Teledyne Continental Motors (TCM) Service Information Letter SIL992B, and all revisions and supplements thereto, must be used after first
50 hours or oil consumption has stabilized.
RECOMMENDED
RANGE
VISCOSITY
FOR
TEMPERATURE
Multiviscosity or straight grade oil may be used throughout the year for
engine lubrication. Refer to the following table for temperature versus
viscosity ranges.
Temperature
Above 4°C (40°F)
Below 4°C (40°F)
All Temperatures
SAE J1966
Non-Dispersant
Mineral Oil
SAE Grade
SAE J1899
Ashless Dispersant Oil
SAE Grade
50
30
M20W-50
50, 15W-50, 20W-50 or 25W-60
30, 15W-50, 20W-50 or 25W-60
15W-50, 20W-50 or 25W-60
NOTE
When operating temperatures overlap, use the lighter
grade of oil.
(Continued Next Page)
162PHUS-00
U.S.
8-15
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
CESSNA
MODEL 162
GARMIN G300
OIL (Continued)
CAPACITY OF ENGINE SUMP
The engine has a total capacity of 5.5 U.S. quarts, with the oil filter
accounting for approximately 0.33 U.S. quarts of that total. The engine
must not be operated on less than 3.5 U.S. quarts (as measured by the
dipstick). For extended flights, the engine should be filled to capacity.
OIL AND OIL FILTER CHANGE
After the first 25 hours of operation, drain the engine oil sump and
replace the filter. Refill sump with non-dispersant mineral oil and use
until a total of 50 hours has accumulated or oil consumption has
stabilized; then change to ashless dispersant oil. Ashless dispersant oil
(and oil filter) should be changed at time intervals set forth by the
engine manufacturer.
NOTE
During the first 25 hour oil and filter change, a general
inspection of the overall engine compartment is required.
Items which are not normally checked during a preflight
inspection should be given special attention. Hoses, metal
lines and fittings should be inspected for signs of oil and
fuel leaks, and checked for abrasions, chafing, security,
proper routing and support, and evidence of deterioration.
Inspect the intake and exhaust systems for cracks,
evidence of leakage, and security of attachment. Engine
controls and linkages should be checked for freedom of
movement through their full range, security of attachment
and evidence of wear. Inspect wiring for security, chafing,
burning, defective insulation, loose or broken terminals,
heat deterioration, and corroded terminals. A periodic
check of these items during subsequent servicing
operations is recommended.
8-16
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
FUEL
APPROVED FUEL GRADES (AND COLORS)
100LL Grade Aviation Fuel (Blue)
100
Grade Aviation Fuel (Green)
NOTE
Isopropyl alcohol or Diethylene Glycol Monomethyl Ether
(DiEGME) may be added to the fuel supply in quantities not
to exceed 1% (alcohol) or 0.15% (DiEGME) of total volume.
Refer to Fuel Additives in later paragraphs for additional
information.
FUEL CAPACITY
Total Capacity . . . . . . . . . . . . . . . . . . 25.46 U.S. GALLONS (96.34 l)
Total Usable . . . . . . . . . . . . . . . . . . . 24.00 U.S. GALLONS (90.82 l)
Total Capacity Each Tank . . . . . . . . . 12.73 U.S. GALLONS (48.17 l)
Total Usable Each Tank. . . . . . . . . . . 12.00 U.S. GALLONS (45.41 l)
NOTE
•
To ensure maximum fuel capacity and minimize
crossfeeding when refueling, always park the airplane in
a wings level, normal ground attitude. Refer to Figure 11 for normal ground attitude dimensions.
•
The fuel filler assembly is equipped with indicator tabs
for 3/4, 1/2 and 1/4 fuel quantities.
•
Maximum full capacity is indicated when fuel reaches the
upper hole of the indicator tab. This fuel level allows for
proper thermal expansion. Filling the fuel tank above the
upper hole eliminates expansion space resulting in fuel
venting overboard through the fuel vent.
(Continued Next Page)
162PHUS-00
U.S.
8-17
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
FUEL
CESSNA
MODEL 162
GARMIN G300
(Continued)
FUEL ADDITIVES
Strict adherence to recommended preflight draining instructions as
called for in Section 7 will eliminate any free water accumulations from
the tank sumps. While small amounts of water may still remain in
solution in the gasoline, it will normally be consumed and go unnoticed
in the operation of the engine.
One exception to this can be encountered when operating under the
combined effect of: (1) use of certain fuels, with (2) high humidity
conditions on the ground (3) followed by flight at high altitude and low
temperature. Under these unusual conditions, small amounts of water
in solution can precipitate from the fuel stream and freeze in sufficient
quantities to induce partial icing of the engine fuel system.
While these conditions are quite rare and will not normally pose a
problem to owners and operators, they do exist in certain areas of the
world and consequently must be dealt with, when encountered.
Therefore, to help alleviate the possibility of fuel icing occurring under
these unusual conditions, it is permissible to add isopropyl alcohol or
Diethylene Glycol Monomethyl Ether (DiEGME) compound to the fuel
supply.
The introduction of alcohol or DiEGME compound into the fuel provides
two distinct effects: (1) it absorbs the dissolved water from the gasoline
and (2) alcohol has a freezing temperature depressant effect.
NOTE
When using fuel additives, it must be remembered that the
final goal is to obtain a correct fuel to additive ratio in the
tank, and not just with fuel coming out of the refueling
nozzle. For example, adding 15 gallons of correctly
proportioned fuel to a tank which contains 20 gallons of
untreated fuel will result in a lower than acceptable
concentration level to the 35 gallons of fuel which now
reside in the tank.
(Continued Next Page)
8-18
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
FUEL
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
(Continued)
FUEL ADDITIVES (Continued)
Alcohol, if used, is to be blended with the fuel in a concentration of 1%
by volume. Concentrations greater than 1% are not recommended
since they can be detrimental to fuel tank materials.
The manner in which the alcohol is added to the fuel is significant
because alcohol is most effective when it is completely dissolved in the
fuel. To ensure proper mixing, the following is recommended:
1. For best results, the alcohol should be added during the fueling
operation by pouring the alcohol directly on the fuel stream
issuing from the fueling nozzle.
2. An alternate method that may be used is to premix the complete
alcohol dosage with some fuel in a separate clean container
(approximately 2-3 gallon capacity) and then transferring this
mixture to the tank prior to the fuel operation.
Diethylene Glycol Monomethyl Ether (DiEGME) compound must be
carefully mixed with the fuel in concentrations between 0.10%
(minimum) and 0.15% (maximum) of total fuel volume. Refer to Figure
8-1 for a DiEGME-to-fuel mixing chart.
WARNING
ANTI-ICING ADDITIVE IS DANGEROUS TO HEALTH
WHEN BREATHED AND/OR ABSORBED INTO THE
SKIN.
CAUTION
MIXING OF DIEGME WITH FUEL IS EXTREMELY
IMPORTANT. A CONCENTRATION IN EXCESS OF THAT
RECOMMENDED (0.15% BY VOLUME MAXIMUM) MAY
RESULT IN DETRIMENTAL EFFECTS TO THE FUEL
TANK AND SEALANT, AND DAMAGE TO O-RINGS AND
SEALS USED IN THE FUEL SYSTEM AND ENGINE
COMPONENTS. A CONCENTRATION OF LESS THAN
THAT RECOMMENDED (0.10% BY TOTAL VOLUME
MINIMUM) WILL RESULT IN INEFFECTIVE TREATMENT.
USE ONLY BLENDING EQUIPMENT THAT IS
RECOMMENDED BY THE MANUFACTURER TO OBTAIN
PROPER PROPORTIONING.
(Continued Next Page)
162PHUS-01
U.S.
8-19
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
FUEL
CESSNA
MODEL 162
GARMIN G300
(Continued)
FUEL ADDITIVES (Continued)
FUEL MIXING RATIO
Figure 8-1*
Prolonged storage of the airplane will result in a water buildup in the
fuel which leeches out the additive. An indication of this is when an
excessive amount of water accumulates in the fuel tank sumps. The
concentration can be checked using a differential refractometer. It is
imperative that the technical manual for the differential refractometer be
followed explicitly when checking the additive concentration.
(Continued Next Page)
8-20
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
FUEL
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
(Continued)
FUEL CONTAMINATION
Fuel contamination is usually the result of foreign material present in
the fuel system, and may consist of water, rust, sand, dirt, microbes or
bacterial growth. In addition, additives that are not compatible with fuel
or fuel system components can cause the fuel to become
contaminated.
Before each flight and after each refueling, use a clear sampler cup and
drain at least a cupful of fuel from each fuel tank drain location and from
the fuel strainer quick drain valve to determine if contaminants are
present, and to ensure the airplane has been fueled with the proper
grade of fuel.
If contamination is detected, drain all fuel drain points again, including
the fuel strainer and fuel sump valve, and then gently rock the wings
and lower the tail to the ground to move any additional contaminants to
the sampling points. Take repeated samples from all fuel drain points
until all contamination has been removed. If, after repeated sampling,
evidence of contamination still exists, the airplane should not be flown.
Tanks should be drained and system purged by qualified maintenance
personnel. All evidence of contamination must be removed before
further flight. If the airplane has been serviced with the improper fuel
grade, defuel completely and refuel with the correct grade. Do not fly
the airplane with contaminated or unapproved fuel.
In addition, Owners/Operators who are not acquainted with a particular
fixed base operator should be assured that the fuel supply has been
checked for contamination and is properly filtered before allowing the
airplane to be serviced. Fuel tanks should be kept full between flights,
provided weight and balance considerations will permit, to reduce the
possibility of water condensing on the walls of partially filled tanks.
To further reduce the possibility of contaminated fuel, routine
maintenance of the fuel system should be performed in accordance
with the airplane Maintenance Manual. Only the proper fuel, as
recommended in this POH, should be used, and fuel additives should
not be used unless approved by Cessna and the Federal Aviation
Administration.
162PHUS-01
U.S.
8-21
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
CESSNA
MODEL 162
GARMIN G300
LANDING GEAR
Consult the following table for servicing information on the landing gear.
COMPONENT
SERVICING CRITERIA
Nose Wheel (4.00-5, 8-Ply Rated Tire)
38.0 PSI +/- 2.0 PSI
Main Wheel (5.00-5, 4-Ply Rated Tire)
30.0 PSI +/- 2.0 PSI
Brakes
MIL-H-5606
CLEANING AND CARE
WINDSHIELD AND WINDOWS
The plastic windshield and windows should be cleaned with an airplane
windshield cleaner. Apply the cleaner sparingly with soft cloths, and rub
with moderate pressure until all dirt, oil scum and bug stains are
removed. Allow the cleaner to dry, then wipe it off with soft flannel
cloths. The inside of the windshield should be cleaned with a anti-fog
cleaning agent.
CAUTION
NEVER USE GASOLINE, BENZENE, ALCOHOL,
ACETONE, FIRE EXTINGUISHER, ANTI-ICE FLUID,
LACQUER THINNER OR GLASS CLEANER TO CLEAN
THE PLASTIC. THESE MATERIALS WILL ATTACK THE
PLASTIC AND MAY CAUSE IT TO CRAZE.
If a windshield cleaner is not available, the plastic can be cleaned with
soft cloths moistened with Stoddard solvent to remove oil and grease.
Follow by carefully washing with a mild detergent and plenty of water.
Rinse thoroughly, then dry with a clean moist chamois.
Do not rub the plastic with a dry cloth since this builds up an
electrostatic charge which attracts dust. Waxing with a good
commercial wax will finish the cleaning job. A thin, even coat of wax,
polished out by hand with clean soft flannel cloths, will fill in minor
scratches and help prevent further scratching.
Do not use a canvas cover on the windshield unless freezing rain or
sleet is anticipated since the cover may scratch the plastic surface.
(Continued Next Page)
8-22
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
CLEANING AND CARE (Continued)
PAINTED SURFACES
The painted exterior surfaces of your new Cessna have a durable, long
lasting finish.
Generally, the painted surfaces can be kept bright by washing with
water and mild soap, followed by a rinse with water and drying with
cloths or a chamois. Remove stubborn oil and grease with a cloth
moistened with Stoddard solvent. Take special care to make sure that
the exterior graphics are not touched by the solvent. For complete care
of exterior graphics, refer to the Maintenance Manual.
CAUTION
HARSH OR ABRASIVE SOAPS OR DETERGENTS
WHICH CAUSE CORROSION OR SCRATCHES SHOULD
NEVER BE USED ON THE PAINTED ALUMINUM
STRUCTURE.
To seal any minor surface chips or scratches and protect against
corrosion, the airplane should be waxed regularly with a good
automotive wax applied in accordance with the manufacturer's
instructions. If the airplane is operated in a seacoast or other salt water
environment, it must be washed and waxed more frequently to assure
adequate protection. Special care should be taken to seal around rivet
heads and skin laps, which are the areas most susceptible to corrosion.
A heavier coating of wax on the leading edges of the wings and tail and
on the cowl nose cap and propeller spinner will help reduce the
abrasion encountered in these areas. Reapplication of wax will
generally be necessary after cleaning with soap solution or after
chemical deicing operations.
When the airplane is parked outside in cold climates and it is necessary
to remove ice before flight, care should be taken to protect the painted
surfaces during ice removal with chemical liquids. Isopropyl alcohol will
satisfactorily remove ice accumulations without damaging the paint.
However, keep the isopropyl alcohol away from the windshield and
cabin windows since it will attack the plastic and may cause it to craze.
(Continued Next Page)
162PHUS-01
U.S.
8-23
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
CESSNA
MODEL 162
GARMIN G300
CLEANING AND CARE (Continued)
PROPELLER CARE
Preflight inspection should include inspection of the propeller blades for
nicks and scratches. Small nicks on the propeller, particularly near the
tips and on the leading edges, should be monitored.
WARNING
OPERATION WITH NICKS OR SCRATCHES IN THE
LEADING EDGE GREATER THAN 0.125 INCHES MAY
RESULT IN CRACKS OR FAILURE OF THE
PROPELLER BLADE.
ENGINE CARE
The engine may be cleaned, using a suitable solvent, in accordance
with instructions in the Maintenance Manual. Most efficient cleaning is
done using a spray type cleaner. Before spray cleaning, ensure that
protection is afforded for components which might be adversely
affected by the solvent. Refer to the airplane Maintenance Manual for
proper lubrication of controls and components after engine cleaning.
The induction air filter should be replaced when its condition warrants,
not to exceed 500 hours.
(Continued Next Page)
8-24
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 8
AIRPLANE HANDLING, SERVICE
AND MAINTENANCE
CLEANING AND CARE (Continued)
INTERIOR CARE
To remove dust and loose dirt from the upholstery and interior, clean
the interior regularly with a vacuum cleaner.
Blot up any spilled liquid promptly with cleansing tissue or rags. Do not
pat the spot; press the blotting material firmly and hold it for several
seconds. Continue blotting until no more liquid is taken up. Scrape off
sticky materials with a dull knife, then spot clean the area.
Oily spots may be cleaned with household spot removers, used
sparingly. Before using any solvent, read the instructions on the
container and test it on an obscure place on the fabric to be cleaned.
Never saturate the fabric with a volatile solvent; it may damage the
padding and backing materials.
Soiled upholstery may be cleaned with foam type detergent, used
according to the manufacturer's instructions. To minimize wetting the
fabric, keep the foam as dry as possible and remove it with a vacuum
cleaner.
CAUTION
HARSH OR ABRASIVE SOAPS OR DETERGENTS
WHICH CAUSE CORROSION OR SCRATCHES SHOULD
NEVER BE USED ON THE PAINTED ALUMINUM
STRUCTURE.
For complete information related to interior cleaning, refer to the
Maintenance Manual.
AVIONICS CARE
The Garmin G300 and avionics displays have an anti-reflective coating
that is very sensitive to skin oils, waxes, ammonia, and abrasive
cleaners. Clean the displays as described in the G300 Pilot’s Guide.
162PHUS-01
U.S.
8-25/8-26
CESSNA
MODEL 162
GARMIN G300
SECTION 9
PLACARDS AND MARKINGS
PLACARDS AND MARKINGS
TABLE OF CONTENTS
Page
Airspeed Indicator Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
Powerplant Instrument Markings . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Placards. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
162PHUS-00
U.S.
9-1/9-2
CESSNA
MODEL 162
GARMIN G300
SECTION 9
PLACARDS AND MARKINGS
AIRSPEED INDICATOR MARKINGS
Airspeed indicator markings and their color code significance are
shown in Figure 9-2.
AIRSPEED INDICATOR MARKINGS
MARKING
KIAS VALUE OR
RANGE
Red Band
<37
White Band
37 - 70
Full Flap Operating Range. Lower limit is
maximum weight VSO in landing configuration.
Upper limit is maximum speed permissible with
flaps extended.
Green Band
41 - 124
Normal Operating Range. Lower limit is
maximum weight VS1 at most forward C.G.
with flaps retracted. Upper limit is maximum
structural cruising speed.
Yellow
Band
124 - 148
Operations must be conducted with caution
and only in smooth air.
Red Line
>149
Flaps 25°
Tick Mark
85
Maximum Flaps 25° Operation
Flaps 10°
Tick Mark
100
Maximum Flaps 10° Operation
Vx
Tick Mark
57
Best Angle of Climb Air Speed
Vy
Tick Mark
62
Best Rate of Climb Air Speed
SIGNIFICANCE
Low airspeed warning.
Maximum speed for all operations.
Figure 9-1
162PHUS-01
U.S.
9-3
SECTION 9
PLACARDS AND MARKINGS
CESSNA
MODEL 162
GARMIN G300
POWERPLANT AND ELECTRICAL INSTRUMENT
MARKINGS
Powerplant and electrical instrument markings and their color code
significance are shown in Figure 9-3. Operation with indications in the
red range is prohibited. Avoid operating with indicators in the yellow
range.
POWERPLANT AND ELECTRICAL INSTRUMENT MARKINGS
GREEN
(NORMAL
OPERATING
RANGE)
RED
(LOWER
WARNING)
YELLOW
(LOWER
CAUTION)
Tachometer
(RPM)
----
----
2000 to 2750
RPM
Oil
Temperature
(OIL °F)
----
0 to 75°F
75 to 220°F
220 to 240°F
Oil Pressure
(OIL PSI)
0 to 10 PSI
10 to 30 PSI
30 to 60 PSI
60 to 100 PSI 100* to 140 PSI
Exhaust Gas
Temperature
(if installed)
(EGT °F)
----
----
1000 to 1600°F
White Advisory
INSTRUMENT
Carburetor
Temperature
(CARB °F)
RED
(UPPER
WARNING)
2750* to 3500
RPM
240* to 265°F
5 to 40°F
Battery
Current
(AMPS)
Bus Voltage
(VOLTS)
YELLOW
(UPPER
CAUTION)
-35 to 35
White Advisory
-30 to 12.5
12.5 to 15
15 to 16
16 to 30
*Maximum operating limit is lower end of red.
Figure 9-2
9-4
U.S.
162PHUS-00
CESSNA
MODEL 162
GARMIN G300
SECTION 9
PLACARDS AND MARKINGS
PLACARDS
The following information must be displayed in the form of composite or
individual placards.
1. In full view of the pilot: (The DAY-NIGHT-VFR entry, shown on
the example below, will vary with installed equipment):
The markings and placards installed in this airplane contain operating
limitations which must be complied with when operating this airplane.
Other operating limitations which must be complied with when
operating this airplane in this category are contained in the Pilot’s
Operating Handbook.
No acrobatic maneuvers, including spins, are approved.
Flight into known icing conditions prohibited.
This airplane is approved for the following flight operations as of the
date of original airworthiness certificate:
DAY - NIGHT - VFR
2. On control lock:
3. Silk-screened on left instrument panel above magnetos switch:
TAKEOFF PROHIBITED WITH LESS THAN 1/4 FUEL
MIN
TO
(Continued Next Page)
162PHUS-00
U.S.
9-5
SECTION 9
PLACARDS AND MARKINGS
CESSNA
MODEL 162
GARMIN G300
PLACARDS (Continued)
4. Silk-screened on the lower left instrument panel:
WARNING
Assure that all contaminants,
including water, are removed
from fuel and fuel systems
before flight. Failure to assure
contaminant free fuel and heed
all safety instructions and
owner advisories prior to flight
can result in bodily injury or death.
5. Silk-screened on the upper left instrument panel:
NO INTENTIONAL SPINS
6. On the instrument panel directly above the PFD:
MAXIMUM OPERATING MANEUVERING SPEED: 89 KIAS
DESIGN MANEUVERING SPEED: 102 KIAS
7. Silk-screened on the upper right instrument panel:
8. Silk-screened on the right instrument panel:
This aircraft was
manufactured in
accordance with Light
Sport Aircraft airworthiness
standards and does not conform
to standard category airworthiness
requirements.
(Continued Next Page)
9-6
U.S.
162PHUS-02
CESSNA
MODEL 162
GARMIN G300
SECTION 9
PLACARDS AND MARKINGS
PLACARDS (Continued)
9. On the right side of the baggage compartment below the
window:
10. Near both fuel tank filler cap:
11. On the engine oil access door:
(Continued Next Page)
162PHUS-01
U.S.
9-7
SECTION 9
PLACARDS AND MARKINGS
CESSNA
MODEL 162
GARMIN G300
PLACARDS (Continued)
12. On firewall adjacent to battery box and second placard on
external power receptacle door if external power receptacle
option is installed:
13. Located on both left and right fuel sight tubes:
9-8
U.S.
162PHUS-01
CESSNA
MODEL 162
GARMIN G300
SECTION 10
SUPPLEMENTS
SUPPLEMENTS
INTRODUCTION
The supplements in this section contain amended operating limitations,
operating procedures, performance data and other necessary
information for airplanes conducting special operations for both
standard and optional equipment installed in the airplane. Operators
should refer to each supplement to ensure that all limitations and
procedures appropriate for their airplane are observed.
A Cessna Approved Log Of Approved Supplements is provided for
convenience only. This log is a numerical list of all Cessna Approved
supplements applicable to this airplane by name, supplement number
and revision level. This log should be used as a checklist to ensure all
applicable supplements have been placed in the Pilot's Operating
Handbook (POH). Supplements for both standard and installed optional
equipment must be maintained to the latest revision. Those
supplements applicable to optional equipment which is not installed in
the airplane, do not have to be retained.
Each individual supplement contains its own Log of Effective Pages.
This log lists the page number and revision level of every page in the
supplement. The log also lists the dates on which revisions to the
supplement occurred. Supplement page numbers will include an S and
the supplement number preceding the page number.
The part number of the supplement provides information on the
revision level. Refer to the following example:
162PHUS
-S1 -00
Revision Level of Supplement
Supplement Number
Cessna 162 U.S. Pilot’s Operating
Handbook (Serials 16200001 and On)
162PHUS-00
U.S.
10-1/10-2
CESSNA
MODEL 162
GARMIN G300
SECTION 10
SUPPLEMENTS
LOG OF APPROVED SUPPLEMENTS
NOTE
It is the airplane owner's responsibility to make sure that he
or she has the latest revision to each supplement of a
Pilot's Operating Handbook, and the latest issued "Log Of
Approved Supplements". This "Log Of Approved
Supplements" was the latest version as of the date it was
shipped by Cessna; however, some changes may have
occurred, and the owner should verify this is the latest,
most up-to-date version by contacting Cessna Customer
Service at (316) 517-5800.
Supplement
Name
Revision Equipment
Number
Level
Installed
1
Ameri-King AK-450 Emergency
0
Locator Transmitter (ELT)
2
Ameri-King AK-451 Emergency
Locator Transmitter (ELT)
0
3
PS Engineering PM3000 Intercom
0
System
4
Reserved
5
Reserved
6
Garmin GTX 327 Transponder
0
7
Garmin SL 40 VHF Comm
0
Transceiver
162PHUSLOG-01
19 November 2009
U.S.
Log 1/Log 2
CESSNA MODEL 162
Serials 16200001 and On
SUPPLEMENT 1
AMERI-KING AK-450
EMERGENCY LOCATOR TRANSMITTER (ELT)
SERIAL NO.
REGISTRATION NO.
This supplement must be inserted into Section 10 of the Pilot's Operating
Handbook and Airplane Flight Manual when the Ameri-King AK-450 Emergency
Locator Transmitter (ELT) is installed.
COPYRIGHT © 2009
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA
162PHUS-S1-00
2 NOVEMBER 2009
U.S.
S1-1
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 1
CESSNA
MODEL 162
GARMIN G300
SUPPLEMENT 1
AMERI-KING
AK-450
TRANSMITTER (ELT)
EMERGENCY
LOCATOR
Use the Log of Effective Pages to determine the current status of this
supplement.
Pages affected by the current revision are indicated by an asterisk (*)
preceding the page number.
Supplement Status
Original Issue
Date
2 November 2009
LOG OF EFFECTIVE PAGES
Page
Number
S1-1 thru S1-8
S1-2
U.S.
Page
Status
Revision
Number
Original
0
162PHUS-S1-00
CESSNA
MODEL 162
GARMIN G300
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 1
SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable to the
operation of the airplane, and have been incorporated into this
supplement. This list contains only those Service Bulletins that are
currently active.
Airplane Serial Revision
Number Title
162PHUS-S1-00
Effectivity
Incorporated
Incorporated in Airplane
U.S.
S1-3
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 1
AMERI-KING AK-450
TRANSMITTER (ELT)
GENERAL
CESSNA
MODEL 162
GARMIN G300
EMERGENCY
LOCATOR
The Ameri-King AK-450 Emergency Locator Transmitter (ELT)
installation uses a solid-state 2-frequency transmitter, 121.5 and 243.0
MHz, powered by six “D” cell alkaline batteries (Duracell MN 1300 or
manufactures’ approved equivalent). The AK-450 is also equipped with
an panel-mounted remote switch assembly and an external antenna
mounted on the top of the tailcone. The remote switch assembly is
installed on the right instrument panel and receives power from a single
lithium cell battery (Duracell DL1/3 NB or manufactures’ approved
equivalent).
CAUTION
USE OF NON-APPROVED BATTERIES WILL VOID
MANUFACTURERS’
TSO-91A
AND
PRODUCT
WARRANTIES.
The remote switch controls ELT operating modes from the flight crew
station. When the ELT main unit control switch is set to the ARM
position, the transmitter is energized only when the internal "G” switch
senses longitudinal inertia forces per TSO-C91a/TSO-C126. In
emergency situations the transmitter can also be immediately
energized by pressing the ON switch located within the remote switch
assembly.
The AK-450 transmitter unit is located in the tailcone behind the
baggage area. On the ELT transmitter unit is a panel containing an ON/
OFF/ARM switch and a transmitter warning light.
The ELT installation uses two different warnings to tell the pilot when
the ELT is energized. The aural warning is an unusual sound that is
easily heard by the pilot. The visual warning is a steady RED light
located within the panel-mounted remote switch that shows the pilot
that the ELT has been activated.
When the AK-450 is energized, the ELT transmits the standard swept
tone signal on the international VHF frequency of 121.5 MHz and UHF
frequency of 243.0 MHz until battery power is gone. The 121.5 MHz
signal is mainly used to pinpoint the beacon during search and rescue
operations, and is monitored by general aviation, commercial aircraft,
and government agencies.
(Continued Next Page)
S1-4
U.S.
162PHUS-S1-00
CESSNA
MODEL 162
GARMIN G300
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 1
AMERI-KING AK-450 ELT MAIN CONTROL PANEL
1.
2.
3.
4.
5.
ANT - Antenna receptacle connects to the antenna mounted on
top of tailcone.
REMOTE - Remote cable jack connects to the ELT remote
switch assembly located on the upper right instrument panel.
RESET - Reset button deactivates transmitter.
TRANSMITTER WARNING LIGHT - Light comes on RED to
indicate the transmitter is transmitting a distress signal.
ELT PANEL SWITCH (3-Position Toggle Switch):
a. ON - Activates transmitter instantly. The ON position
bypasses the automatic activation switch. The RED warning
light on ELT main control panel and the remote panelmounted switch assembly will come on and aural warning
will sound.
b. OFF - Turns OFF transmitter for handling, following rescue
and to reset the automatic activation function if unable to
reset using the remote panel-mounted reset button.
c. ARM - ARMS transmitter for automatic activation if “G”
switch senses a predetermined deceleration level.
162PHUS-S1-00
U.S.
S1-5
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 1
CESSNA
MODEL 162
GARMIN G300
AMERI-KING AK-450 ELT REMOTE SWITCH PANEL
1. ON Button - Remotely activates the transmitter for testing or
emergency situations. The RED warning light comes on to
indicate that the transmitter is transmitting a distress signal.
2. ON Light - Transmitter warning light comes on RED to indicate
the transmitter is transmitting a distress signal.
3. RESET - Reset button deactivates or de-energizes the
transmitter.
OPERATING LIMITATIONS
There are no additional airplane operating limitations when the AmeriKing AK-450 ELT is installed.
Refer to 14 CFR 91.207 for ELT inspection requirements. The AK-450
must be inspected and tested by an approved technician using the
correct test equipment under the appropriate civil aviation authorities
approved conditions.
S1-6
U.S.
162PHUS-S1-00
CESSNA
MODEL 162
GARMIN G300
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 1
EMERGENCY PROCEDURES
If a forced landing is necessary, press the ON switch within the remote
switch panel before landing. This is very important in remote or
mountainous terrain. The RED warning light will illuminate and the aural
warning will be heard.
After a landing when search and rescue aid is needed, use the ELT as
follows:
NOTE
The ELT remote switch assembly could be inoperative if
damaged during a forced landing. If inoperative, the inertia
“G” switch will activate automatically. However, to turn the
ELT OFF and ON again requires manual switching of the
ELT main control panel switch which is located on the ELT
transmitter unit located in the tailcone.
1. MAKE SURE THE ELT IS ENERGIZED:
a. If the RED warning light in the remote switch panel is not
illuminated, press the ON switch within the remote switch
panel to energize the ELT transmitter.
b. Listen for the aural warning. If the COM radio(s) operate and
can be energized safely (no threat of fire or explosion),
energize a COM radio and set the frequency to 121.5 MHz.
The ELT tone should be heard on the COM radio if the ELT
is working correctly. When done, de-energize the COM
radio(s) to conserve the airplane battery power.
c. Make sure that nothing is touching or blocking the ELT
antenna.
2. AFTER RESCUE - Press the RESET button in the remote
switch panel to de-energize the ELT. If the remote switch does
not de-energize the ELT, press the RESET button on the ELT
main control panel located in the tailcone.
162PHUS-S1-00
U.S.
S1-7
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 1
CESSNA
MODEL 162
GARMIN G300
NORMAL PROCEDURES
When operating in a remote area or over hazardous terrain, it is
recommended that the ELT be inspected by an approved technician
more frequently than required by 14 CFR 91.207.
NORMAL OPERATION
Normal operation of the AK-450 ELT from the flight crew station is only
to de-energize and arm the ELT after it has been accidentally energized
(no emergency).
For normal operation of the AK-450ELT, the main switch on the ELT
main control panel must be set to the ARM position. You cannot disarm
or disable the ELT transmitter from the cockpit; you can only deactivate
the ELT after it has been activated.
The ELT can be energized by a lightning strike or hard landing. If the
RED light, within the remote switch panel, is illuminated and the aural
warning is heard, the ELT is energized. Check for the emergency signal
on a COM radio set to 121.5 MHz. To stop the transmissions, press the
RESET button on the remote switch panel to de-energize the ELT. Tell
the nearest Air Traffic Control facility about the accidental
transmissions as soon as possible to hold search and rescue work to a
minimum.
PERFORMANCE
There is no change to the airplane performance when the Ameri-King
AK-450 ELT is installed.
S1-8
U.S.
162PHUS-S1-00
CESSNA MODEL 162
Serials 16200001 and On
SUPPLEMENT 2
AMERI-KING AK-451
EMERGENCY LOCATOR TRANSMITTER (ELT)
SERIAL NO.
REGISTRATION NO.
This supplement must be inserted into Section 10 of the Pilot's Operating
Handbook and Airplane Flight Manual when the Ameri-King AK-451 Emergency
Locator Transmitter (ELT) is installed.
COPYRIGHT © 2009
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA
162PHUS-S2-00
19 NOVEMBER 2009
U.S.
S2-1
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 2
CESSNA
MODEL 162
GARMIN G300
SUPPLEMENT 2
AMERI-KING
AK-451
TRANSMITTER (ELT)
EMERGENCY
LOCATOR
Use the Log of Effective Pages to determine the current status of this
supplement.
Pages affected by the current revision are indicated by an asterisk (*)
preceding the page number.
Supplement Status
Original Issue
Date
19 November 2009
LOG OF EFFECTIVE PAGES
Page
Number
S2-1 thru S2-9/S2-10
S2-2
U.S.
Page
Status
Revision
Number
Original
0
162PHUS-S2-00
CESSNA
MODEL 162
GARMIN G300
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 2
SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable to the
operation of the airplane, and have been incorporated into this
supplement. This list contains only those Service Bulletins that are
currently active.
Airplane Serial Revision
Number Title
162PHUS-S2-00
Effectivity
Incorporated
Incorporated in Airplane
U.S.
S2-3
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 2
AMERI-KING AK-451
TRANSMITTER (ELT)
CESSNA
MODEL 162
GARMIN G300
EMERGENCY
LOCATOR
GENERAL
The Ameri-King AK-451 Emergency Locator Transmitter (ELT)
installation uses a solid-state 3-frequency transmitter, 121.5, 243.0 and
406.0 MHz, powered by an internal lithium battery. The AK-451 is also
equipped with a panel-mounted remote switch assembly and an
external antenna mounted on the top of the tailcone. The remote switch
assembly is installed on the right instrument panel and receives power
from a single lithium cell battery (Duracell DL1/3 NB or manufactures’
approved equivalent).
CAUTION
USE OF NON-APPROVED BATTERIES WILL VOID
MANUFACTURERS’
TSO-91A
AND
PRODUCT
WARRANTIES.
The remote switch controls ELT operating modes from the flight crew
station. When the ELT main unit control switch is set to the ARM
position, the transmitter is energized only when the internal "G” switch
senses longitudinal inertia forces per TSO-C91a/TSO-C126. In
emergency situations the transmitter can also be immediately
energized by pressing the ON switch located within the remote switch
assembly.
The AK-451 transmitter unit is located in the tailcone behind the
baggage area. On the ELT transmitter unit is a panel containing an ON/
OFF/ARM switch and a transmitter ON light.
The ELT installation uses two different warnings to tell the pilot when
the ELT is energized. The aural warning is an unusual sound that is
easily heard by the pilot. The visual warning is a flashing GREEN ON
light located within the panel-mounted remote switch that shows the
pilot that the ELT has been activated.
(Continued Next Page)
S2-4
U.S.
162PHUS-S2-00
CESSNA
MODEL 162
GARMIN G300
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 2
GENERAL (Continued)
When the AK-451 is energized, the ELT transmits the standard swept
tone signal on the international VHF frequency of 121.5 MHz and UHF
frequency of 243.0 MHz until battery power is gone. The 121.5 MHz
signal is mainly used to pinpoint the beacon during search and rescue
operations, and is monitored by general aviation, commercial aircraft,
and government agencies.
In addition, for the first 24 hours of the ELT being energized, a 406.028
MHz signal is transmitted at 50 second intervals. This transmission
lasts 520 milliseconds and contains identification data programmed into
the ELT and is received by COSPAS/SARSAT satellites. The
transmitted data may include the Aircraft ID, ELT Serial Number,
Country Code, and COSPAS/SARSAT ID.
162PHUS-S2-00
U.S.
S2-5
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 2
CESSNA
MODEL 162
GARMIN G300
GENERAL (Continued)
AMERI-KING AK-451 ELT MAIN CONTROL PANEL
1. ANT - Antenna receptacle connects to the antenna mounted on
top of tailcone.
2. REMOTE - Remote cable jack connects to the ELT remote
switch assembly located on the upper right instrument panel.
3. RESET - Reset button deactivates transmitter.
4. TRANSMITTER ON LIGHT - Light flashes GREEN to indicate
the transmitter is transmitting a distress signal.
5. ELT PANEL SWITCH (3-Position Toggle Switch):
a. ON - Activates transmitter instantly. The ON position
bypasses the automatic activation switch. The GREEN ON
light on ELT main control panel and the remote panelmounted switch assembly will flash and aural warning will
sound, at a rate of 1 second ON, 4 seconds OFF.
b. OFF - Turns OFF transmitter for handling, following rescue
and to reset the automatic activation function if unable to
reset using the remote panel-mounted reset button.
c. ARM - ARMS transmitter for automatic activation if “G”
switch senses a predetermined deceleration level.
S2-6
U.S.
162PHUS-S2-00
CESSNA
MODEL 162
GARMIN G300
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 2
GENERAL (Continued)
AMERI-KING AK-451 ELT REMOTE SWITCH PANEL
1. ON Button - Remotely activates the transmitter for testing or
emergency situations. The GREEN ON light flashes to indicate
the ELT transmitter is transmitting a distress signal.
2. ON Light - Transmitter ON light flashes GREEN to indicate the
transmitter is transmitting a distress signal.
3. RESET - Reset button deactivates or de-energizes the
transmitter.
OPERATING LIMITATIONS
There are no additional airplane operating limitations when the AmeriKing AK-451 ELT is installed.
The airplane owner or operator must register the AK-451 ELT with the
applicable civil aviation authority before use to make sure that the
identification code transmitted by the ELT is in the COSPAS/SARSAT
database. Refer to www.cospas-sarsat.org for registration information.
Refer to 14 CFR 91.207 for ELT inspection requirements. The AK-451
must be inspected and tested by an approved technician using the
correct test equipment under the appropriate civil aviation authorities
approved conditions.
162PHUS-S2-00
U.S.
S2-7
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 2
CESSNA
MODEL 162
GARMIN G300
EMERGENCY PROCEDURES
If a forced landing is necessary, press the ON switch within the remote
switch panel before landing. This is very important in remote or
mountainous terrain. The GREEN ON light will flash and the aural
warning will be heard.
After a landing when search and rescue aid is needed, use the ELT as
follows:
NOTE
The ELT remote switch assembly could be inoperative if
damaged during a forced landing. If inoperative, the inertia
“G” switch will activate automatically. However, to turn the
ELT OFF and ON again requires manual switching of the
ELT main control panel switch which is located on the ELT
transmitter unit located in the tailcone.
1. MAKE SURE THE ELT IS ENERGIZED:
a. If the GREEN ON light in the remote switch panel is not
flashing, press the ON switch within the remote switch panel
to energize the ELT transmitter.
b. Listen for the aural warning. If the COM radio(s) operate and
can be energized safely (no threat of fire or explosion),
energize a COM radio and set the frequency to 121.5 MHz.
The ELT tone should be heard on the COM radio if the ELT
is working correctly. When done, de-energize the COM
radio(s) to conserve the airplane battery power.
c. Make sure that nothing is touching or blocking the ELT
antenna.
2. AFTER RESCUE - Press the RESET button in the remote
switch panel to de-energize the ELT. If the remote switch does
not de-energize the ELT, press the RESET button on the ELT
main control panel located in the tailcone.
S2-8
U.S.
162PHUS-S2-00
CESSNA
MODEL 162
GARMIN G300
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 2
NORMAL PROCEDURES
When operating in a remote area or over hazardous terrain, it is
recommended that the ELT be inspected by an approved technician
more frequently than required by 14 CFR 91.207.
NORMAL OPERATION
Normal operation of the AK-451 ELT from the flight crew station is only
to de-energize the ELT after it has been accidentally energized (no
emergency).
For normal operation of the AK-451 ELT, the main switch on the ELT
main control panel must be set to the ARM position. You cannot disarm
or disable the ELT transmitter from the cockpit; you can only deactivate
the ELT after it has been activated.
The ELT can be energized by a lightning strike or hard landing. If the
GREEN ON light, within the remote switch panel, is flashing and the
aural warning is heard, the ELT is energized. Check for the emergency
signal on a COM radio set to 121.5 MHz. To stop the transmissions,
press the RESET button on the remote switch panel to de-energize the
ELT. Tell the nearest Air Traffic Control facility about the accidental
transmissions as soon as possible to hold search and rescue work to a
minimum.
PERFORMANCE
There is no change to the airplane performance when the Ameri-King
AK-451 ELT is installed.
162PHUS-S2-00
U.S.
S2-9/S2-10
CESSNA MODEL 162
Serials 16200001 and On
SUPPLEMENT 3
PS ENGINEERING
PM3000 INTERCOM SYSTEM
SERIAL NO.
REGISTRATION NO.
This supplement must be inserted into Section 10 of the Pilot's Operating
Handbook and Airplane Flight Manual when the PS Engineering PM3000 Intercom
System is installed.
COPYRIGHT © 2009
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA
162PHUS-S3-00
19 NOVEMBER 2009
U.S.
S3-1
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 3
CESSNA
MODEL 162
GARMIN G300
SUPPLEMENT 3
PS ENGINEERING PM3000 INTERCOM SYSTEM
Use the Log of Effective Pages to determine the current status of this
supplement.
Pages affected by the current revision are indicated by an asterisk (*)
preceding the page number.
Supplement Status
Original Issue
Date
19 November 2009
LOG OF EFFECTIVE PAGES
Page
Number
S3-1 thru S3-10
S3-2
U.S.
Page
Status
Revision
Number
Original
0
162PHUS-S3-00
CESSNA
MODEL 162
GARMIN G300
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 3
SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable to the
operation of the airplane, and have been incorporated into this
supplement. This list contains only those Service Bulletins that are
currently active.
Airplane Serial Revision
Number Title
162PHUS-S3-00
Effectivity
Incorporated
Incorporated in Airplane
U.S.
S3-3
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 3
CESSNA
MODEL 162
GARMIN G300
PS ENGINEERING PM3000 INTERCOM SYSTEM
GENERAL
The PM3000 is a 2-place panel-mounted InterCom System (ICS)
allowing voice activated radio communications through the Garmin
SL40 VHF Comm radio, conversations between the pilot and copilot
and a audio input function connected to the AUX AUDIO INPUT jack or
the optional XM radio receiver.
The PM3000 utilizes integrated volume and squelch controls for both
pilot and copilot headsets. Both output amplifiers are changed
simultaneously whenever an adjustment is made utilizing the VOLUME
control knob. Likewise, when an adjustment is made to the SQUELCH
control knob, both Voice Activated Squelch (VOX) circuits are changed
at the same time. Since the PM3000 ICS is designed to use modern
aviation-style stereo headsets, it is not necessary to balance the
volume and squelch controls.
The PM3000 has an automatic fail-safe interconnect to the Garmin
SL40 VHF Comm radios. If power is disrupted to the PM3000 intercom,
for any reason, an internal relay will connect the pilot's headset directly
to the SL40 Comm radio allowing uninterrupted radio communications
to the pilot’s headset only. If there is a power failure of the PM3000 ICS
or the power switch is selected to the off position, the copilot will not
hear radio communications.
The PM3000 is also equipped with a two-position mode selector switch,
located in the center of the control panel, with positions for ISO (Pilot
Only) and ALL (Pilot and Copilot). The Isolation Mode (ISO) connects
the pilot directly to the SL40 Comm radios when the pilot must have
priority to all radio transmissions. With the mode selector switch in the
ALL mode, both pilot and copilot have transmit capabilities over the
SL40 Comm radios.
(Continued Next Page)
S3-4
U.S.
162PHUS-S3-00
CESSNA
MODEL 162
GARMIN G300
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 3
GENERAL (Continued)
The PM3000 only allows the voice of the person who presses the pushto-talk switch (PTT) first to be transmitted over the Comm radios using
remote microphones. When either the pilot or copilot presses the PTT
switch, the other microphone is disabled. If both pilot and copilot press
the PTT switch at the same time, the copilot will override any
transmission from the pilot. The pilot can regain priority of radio
transmissions by pressing the PM3000 VOLUME control knob to power
the intercom off. With the intercom powered off, an internal relay will
connect the pilot's headset directly to the SL40 Comm radio allowing
uninterrupted radio communications to the pilot’s headset only.
AUDIO ENTERTAINMENT
The entertainment input function of the PM3000 ICS allows the pilot
and copilot the option of listening to audio files during flight from either
the XM radio feed (if installed) or from any entertainment audio device
connected to the AUX AUDIO INPUT jack located on the center
pedestal. It allows entertainment audio devices such as cassette,
compact disc, and MP3 players to play music over the airplane's
headsets.
During intercom communication or airplane radio reception, the
entertainment audio level will automatically mute to allow
communications without distraction. When the communication activity
ceases, the circuitry gradually returns the entertainment audio level to
the original listening volume.
The optional XM weather and XM radio data link provides weather
information and digital audio entertainment in the cockpit through a
input on the optional MFD display. A subscription to the XM satellite
radio service is required for the XM weather and radio data link to be
used. Refer to the Garmin G300 Pilot’s Guide for operational
instructions for the XM weather and XM radio data link.
NOTE
Audio input from the optional XM radio data link will be
disconnected when any audio device is connected to the
AUX AUDIO INPUT jack.
(Continued Next Page)
162PHUS-S3-00
U.S.
S3-5
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 3
CESSNA
MODEL 162
GARMIN G300
GENERAL (Continued)
AUDIO ENTERTAINMENT (Continued)
Since the entertainment audio input is not controlled by a switch, there
is no way to deselect the entertainment source except to disconnect the
source at the audio input connector. In the event of a high pilot
workload and/or heavy traffic, it is wise to disable the entertainment
audio to eliminate a source of distraction for the flight crew.
NOTE
•
Passenger briefing should specify that AUX AUDIO
INPUT (entertainment audio input) and Portable
Electronic Device (PED) use is permitted only during the
enroute phase of flight.
•
Disconnect the cable from the AUX AUDIO INPUT jack
when not in use.
•
Use caution with audio cables in the cabin to avoid
entangling occupants or cabin furnishings and to prevent
damage to cables.
The PM3000 Pilot’s Guide & User Manual, publication no. 202-1930001, or other PS Engineering publications can be obtained by
contacting PS Engineering, Inc., 9800 Martel Road, Lenoir City, TN
37772, (865) 988-9800, or visit the PS Engineering website (www.psengineering.com) for current updates and supplemental information.
S3-6
U.S.
162PHUS-S3-00
CESSNA
MODEL 162
GARMIN G300
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 3
GENERAL (Continued)
PS ENGINEERING PM3000 INTERCOM SYSTEM
CONTROL PANEL
1. Power/Volume Control Knob
a. Power ON/OFF - Pressing the VOLUME control knob will
power on the unit ON and OFF.
b. Volume - Turn the VOLUME control knob clockwise to
increase the volume level and counterclockwise to decrease
the volume level. The VOLUME control knob adjusts the
volume level of the intercom and audio input only and does
not affect the volume level of the SL40 Comm radio. This
feature allows the airplane radio and intercom volume to be
balanced independently.
NOTE
The PM3000 volume level affects the audio level for both
the pilot and copilot headsets and will not change with the
number of headset connected.
2. PWR/XMT Indicator Light - The fixed intensity LED indicator,
located above the mode selector switch, will illuminate green
when the unit is powered on. The LED indicator will illuminate
red during radio transmissions by either the pilot or copilot. The
LED indicator will also illuminate red during a "stuck mic"
condition.
(Continued Next Page)
162PHUS-S3-00
U.S.
S3-7
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 3
CESSNA
MODEL 162
GARMIN G300
GENERAL (Continued)
PS ENGINEERING PM3000
CONTROL PANEL (Continued)
INTERCOM
SYSTEM
3. ISO/ALL Mode Selector Switch - The mode selector switch
allows the pilot to select the intercom function best suited for the
current flight conditions. Regardless of configuration, the pilot
will always hear radio communications through the SL40 Comm
radio.
NOTE
If power is disrupted to the PM3000 intercom, for any
reason, an internal relay will connect the pilot's headset
directly to the intercom function of the SL40 Comm radio
allowing uninterrupted radio communications to the pilot’s
headset only.
a. ISO (Up Position): The pilot is isolated from the intercom
and is connected only to the SL40 Comm radios. He will
hear the airplane radio reception (and sidetone during radio
transmissions). The copilot will hear himself and music but
not the airplane radio traffic.
b. ALL (Down position): Pilot and copilot will hear all radio
communications, intercom, and music. However, during any
ICS conversation, the music volume automatically mutes.
The music volume increases gradually back to the original
level after radio communications have been completed.
(Continued Next Page)
S3-8
U.S.
162PHUS-S3-00
CESSNA
MODEL 162
GARMIN G300
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 3
GENERAL (Continued)
PS ENGINEERING PM3000
CONTROL PANEL (Continued)
INTERCOM
SYSTEM
4. SQUELCH Control Knob - Separate squelch circuits for the pilot
and copilot are controlled by the single Squelch control knob.
Normal speech levels should open the channel when the
microphone is positioned properly near the lips. This VOX
operated intercom keeps the microphone channels off (silent)
when the pilot or copilot is not speaking to reduce the
background noise coming from the airplane.
When talking is stopped, a delay of about one half second
occurs before the channel closes. Proper setting of the squelch
level prevents "squelch closure" between words to eliminate
choppy intercom conversations.
a. SQUELCH Control - Set the squelch level with the engine
running by slowly rotating the SQUELCH control knob
clockwise until you no longer hear background noise in the
headsets.
b. MUTE Control - Normally, any radio traffic or intercom
conversations will automatically mute the audio signal with
the mode selector switch in ALL position. However, the
PM3000 can be placed in an uninterrupted music mode by
activating the mute control circuit. Pressing the SQUELCH
control knob once will activate this mode. In this mode, it is
possible to have the music remain at a constant level,
regardless of any ICS or radio traffic. When music is at a
constant level, both music and ICS (intercom and radio)
communications will be heard at the same time. Press the
MUTE control knob again will restore the music auto-muting
function.
NOTE
It is recommended that the MUTE mode (uninterrupted
music) not be active when radio communications are being
conducted or monitored with any air traffic control facility,
ground facility, or other airplane.
162PHUS-S3-00
U.S.
S3-9
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 3
CESSNA
MODEL 162
GARMIN G300
OPERATING LIMITATIONS
Headsets are required for audio communications. In the event of pilot
and copilot simultaneously pressing the PTT, the copilot will override. If
desired, the pilot may regain priority by switching the intercom unit off.
EMERGENCY PROCEDURES
If power is disrupted to the PM3000 intercom, for any reason, an
internal relay will connect the pilot's headset directly to the intercom
function of the SL40 Comm radio allowing uninterrupted radio
communications to the pilot’s headset only. If there is a power failure of
the PM3000 ICS or the power switch is selected to the off position, the
copilot will not hear radio communications. If flight instruction is being
given, the instructor in the copilot's seat may desire to retain radio
communications. This emergency situation will require the pilot and
copilot to swap headsets or switch headset jacks. The pilot's control
stick PTT switch will still control all radio transmissions.
NORMAL PROCEDURES
There is no change to the airplane normal procedures when the PS
Engineering PM3000 Intercom System is installed.
PERFORMANCE
There is no change to the airplane performance when the PS
Engineering PM3000 Intercom System is installed.
S3-10
U.S.
162PHUS-S3-00
CESSNA MODEL 162
Serials 16200001 and On
SUPPLEMENT 6
GARMIN GTX 327 TRANSPONDER
SERIAL NO.
REGISTRATION NO.
This supplement must be inserted into Section 10 of the Pilot's Operating
Handbook and Airplane Flight Manual when the Garmin GTX 327 Transponder is
installed.
COPYRIGHT © 2009
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA
162PHUS-S6-00
2 NOVEMBER 2009
U.S.
S6-1
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 6
CESSNA
MODEL 162
GARMIN G300
SUPPLEMENT 6
GARMIN GTX 327 TRANSPONDER
Use the Log of Effective Pages to determine the current status of this
supplement.
Pages affected by the current revision are indicated by an asterisk (*)
preceding the page number.
Supplement Status
Date
Original Issue
2 November 2009
LOG OF EFFECTIVE PAGES
Page
Number
S6-1 thru S6-7/S6-8
S6-2
U.S.
Page
Status
Revision
Number
Original
0
FAA APPROVED
162PHUS-S6-00
CESSNA
MODEL 162
GARMIN G300
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 6
SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable to the
operation of the airplane, and have been incorporated into this
supplement. This list contains only those Service Bulletins that are
currently active.
Number
Title
FAA APPROVED
162PHUS-S6-00
Airplane Serial Revision
Effectivity
Incorporated
U.S.
Incorporated
in Airplane
S6-3
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 6
CESSNA
MODEL 162
GARMIN G300
GARMIN GTX 327 TRANSPONDER
GENERAL
The Garmin GTX 327 Transponder is capable of both Mode A and
Mode C operations. In addition to altitude and location reporting
functions, the GTX 327 also provides a pressure altitude display with
trend indications, a flight time display, a count up timer, and a count
down timer.
OPERATING LIMITATIONS
There is no change to the airplane operating limitations when the
Garmin GTX 327 Transponder is installed.
EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when the
Garmin GTX 327 Transponder is installed. Refer to current FAR/AIM
procedures for emergency codes and transponder inoperative
situations.
S6-4
U.S.
FAA APPROVED
162PHUS-S6-00
CESSNA
MODEL 162
GARMIN G300
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 6
NORMAL PROCEDURES
GARMIN GTX 327 TRANSPONDER
Figure S6-1
1. MODE SELECTION
a. OFF - Powers off the GTX 327 transponder.
b. STBY - Powers on the GTX 327 transponder displaying the
last active identification code, but will not allow a reply to
any interrogations.
c. ON - Powers on the GTX 327 transponder displaying the
last active identification code and selects Mode A operation.
Mode A operation replies to any interrogations, as indicated
by the Reply Symbol ®, but does not include altitude
information.
d. ALT - Powers on the GTX 327 transponder displaying the
last active identification code and allows for both Mode A
and Mode C operations. When operating in the ALT mode,
the transponder replies to any identification and altitude
interrogations as indicated by the Reply Symbol ®.
2. Display Screen - LED display provides information for all active
functions.
3. START/STOP - Starts and stops the Count Up, Count Down and
Flight timers.
(Continued Next Page)
FAA APPROVED
162PHUS-S6-00
U.S.
S6-5
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 6
CESSNA
MODEL 162
GARMIN G300
NORMAL PROCEDURES (Continued)
4. FUNC - Multiple presses of the FUNC key changes the function
page displayed on the right side of the display screen to one of
the following pages:
a. PRESSURE ALT - Displays pressure altitude in hundreds of
feet.
b. FLIGHT TIME - Controlled by the START/STOP key, or can
be configured to START when the airplane exceeds 30 KTS
GPS ground speed, and STOP when the airplane slows
below 30 KTS.
c. COUNT UP TIMER - Controlled by the START/STOP key.
Use CLR key to reset timer to 0:00.
d. COUNT DOWN TIMER - Enter time using numerical keys,
and use START/STOP key to activate. Use CLR key to reset
timer to 0:00.
5. CRSR - Initiates starting time entry for the Count Down timer
and cancels transponder code entry.
6. CLR - Resets the Count Up, Count Down, and Flight timers.
Cancels the previous keypress during code selection and Count
Down entry. Returns cursor to the fourth code digit within five
seconds after entry.
7. Numerical keys 8 and 9 are not used for code entry, only for
entering the number 8 or 9 into the count down timer.
8. PHOTOCELL - Automatically controls the intensity of the display
from low brightness at night to high brightness during daylight
operations. Display brightness may also be controlled manually
using the FUNC key.
9. REPLY INDICATOR - The Reply Symbol ® will blink each time
the transponder replies to ground interrogations. The Reply
Symbol ® will remain illuminated during the 18 second IDENT
time interval.
10. CODE SELECTION - Code selection is accomplished using the
numerical keys (0 - 7). Pushing one of these keys begins the
code selection sequence. The new code will not be active until
the fourth digit is entered. Pressing the CLR key will move the
cursor back to the previous digit. Pressing the CLR key when
the cursor is on the first digit, or pressing the CRSR key at any
time will cancel the entry and restore the previous code.
(Continued Next Page)
S6-6
U.S.
FAA APPROVED
162PHUS-S6-00
CESSNA
MODEL 162
GARMIN G300
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 6
NORMAL PROCEDURES (Continued)
11. IDENT - Pressing the IDENT key activates the Special Position
Identification (SPI) pulse for 18 seconds, identifying the
transponder return from others on the air traffic controller's
screen. The word "IDENT" will appear in the upper left corner of
the display when IDENT mode is active.
12. VFR - Sets the transponder code to 1200 (unless configured
otherwise). Pressing the VFR key again will restore the previous
identification code.
ALTITUDE TREND INDICATOR
When the PRESSURE ALT page is displayed, an arrow may be
displayed to the right of the altitude, indicating that the altitude is
increasing or decreasing. Two sizes of arrows may be displayed
depending on rate of climb/descent.
AUTOMATIC ALT/STBY MODE SWITCHING
The GTX 327 automatically switches to ALT mode when ground speed
exceeds approximately 30 knots GPS ground speed. The unit
automatically returns to STBY mode when the airplane slows below 30
knots.
NOTE
The ON (Mode A), ALT (Mode C), and STBY keys can be
used at any time to manually override the automatic ALT/
STBY mode switching.
PERFORMANCE
There is no change to the airplane performance when the Garmin GTX
327 Transponder is installed.
FAA APPROVED
162PHUS-S6-00
U.S.
S6-7/S6-8
CESSNA MODEL 162
Serials 16200001 and On
SUPPLEMENT 7
GARMIN SL 40 VHF COMM TRANSCEIVER
SERIAL NO.
REGISTRATION NO.
This supplement must be inserted into Section 10 of the Pilot's Operating
Handbook and Airplane Flight Manual when the Garmin SL 40 VHF Comm
Transceiver is installed.
COPYRIGHT © 2009
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS, USA
162PHUS-S7-00
2 NOVEMBER 2009
U.S.
S7-1
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 7
CESSNA
MODEL 162
GARMIN G300
SUPPLEMENT 7
GARMIN SL 40 VHF COMM TRANSCEIVER
Use the Log of Effective Pages to determine the current status of this
supplement.
Pages affected by the current revision are indicated by an asterisk (*)
preceding the page number.
Supplement Status
Date
Original Issue
2 November 2009
LOG OF EFFECTIVE PAGES
Page
Number
S7-1 thru S7-8
S7-2
U.S.
Page
Status
Revision
Number
Original
0
FAA APPROVED
162PHUS-S7-00
CESSNA
MODEL 162
GARMIN G300
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 7
SERVICE BULLETIN CONFIGURATION LIST
The following is a list of Service Bulletins that are applicable to the
operation of the airplane, and have been incorporated into this
supplement. This list contains only those Service Bulletins that are
currently active.
Number
Title
FAA APPROVED
162PHUS-S7-00
Airplane Serial Revision
Effectivity
Incorporated
U.S.
Incorporated
in Airplane
S7-3
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 7
CESSNA
MODEL 162
GARMIN G300
GARMIN SL 40 VHF COMM TRANSCEIVER
GENERAL
The Garmin SL 40 VHF Comm Transceiver consists of a panelmounted receiver-transmitter, which includes a 760 channel VHF
communications receiver-transmitter capable of receiving and
transmitting signals between 118.000 and 136.975 MHz with 25 kHz
spacing.
Active and standby frequencies, along with operational annunciators,
are displayed on a photocell controlled LCD matrix display. Control
buttons, including those operating the frequency flip-flop feature,
standby frequency monitoring and single-button emergency frequency
selection are located under the display panel. An internal intercom is
also included as a standard feature of the SL40.
Refer to the Garmin SL40 Pilot’s Guide, Garmin P/N 190-00488-00 Rev
A or later, for a complete listing of system description and operational
information.
Garmin publications can be obtained by contact Garmin Customer
Service at Garmin International, Inc, (913) 397-8200, Fax (913) 3978282, 1200 East 151st Street, Olathe, Kansas 66062, USA or visit the
Garmin website (www.Garmin.com) for current updates and
supplemental information.
S7-4
U.S.
FAA APPROVED
162PHUS-S7-00
CESSNA
MODEL 162
GARMIN G300
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 7
OPERATING LIMITATIONS
Headsets are required for all audio communications. Headsets with
microphones or a hand-held microphone is required for all radio
transmissions.
Transmitting radio communication utilizing the hand-held microphone
will require the operator to depress the push-to-talk button on the handheld microphone and the push-to-talk (PTT) button on the control stick
at the same time while speaking directly into the hand-held
microphone.
EMERGENCY PROCEDURES
Pressing the Emergency Channel (EC) button automatically loads the
Emergency Channel, 121.500 MHz, as the standby frequency. The
monitor function will be automatically enabled. Pressing the Flip/Flop
(<- ->) button will load the emergency channel into the active frequency
for emergency communications.
In an emergency situation, if the STUCK MIC annunciator message
remains illuminated after you have stopped keying the microphone,
turn the power control knob to the off position and then turn back on.
Cycling the main power control knob will allow a 35 second
transmission period prior to experiencing another STUCK MIC
condition. Cycling of the SL40 power will be required for all future
transmission as long as the STUCK MIC annunciator is illuminated.
FAA APPROVED
162PHUS-S7-00
U.S.
S7-5
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 7
CESSNA
MODEL 162
GARMIN G300
NORMAL PROCEDURES
GARMIN SL 40 VHF COMM TRANSCEIVER
Figure S7-1
1. PHOTO SENSOR Sensor automatically adjusts display
brightness for current lighting conditions. The auto dimming
function can be disabled by setting the high display level to zero.
2. ACTIVE FREQUENCY - Displays active communication
frequency.
3. ANNUNCIATOR - Displays Transmit (TX), Standby Frequency
(s), Monitor (m) and Intercom (I) operational modes.
a. Transmit (TX) - A capital “TX” will illuminate whenever the
radio is transmitting.
b. Standby Frequency (s) - A small “s” will be displayed to the
left of the standby frequency display window.
c. Monitor Mode (m) - A small “m” will be displayed in front of
the standby frequency when the frequency monitoring MON
button is selected.
d. Intercom (I) - A capital “I” will be displayed when the
intercom function is being used.
4. STANDBY FREQUENCY - Displays standby communication
frequency.
5. LARGE OUTER KNOB - Rotating the large outer knob will
change the standby frequency values in 1 MHz increments and
is also used to display available selections within the System
Functions mode.
6. SMALL INNER KNOB - Rotating the small inner knob will
change the standby frequency values in 25 kHz increments and
is also used to make adjustments within the System Functions
mode.
(Continued Next Page)
S7-6
U.S.
FAA APPROVED
162PHUS-S7-00
CESSNA
MODEL 162
GARMIN G300
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 7
NORMAL PROCEDURES (Continued)
7. MEM - Pressing of the memory button will store the displayed
standby frequency into memory. Refer to the Garmin Pilot’s
Guide for detailed description and operational information.
8. RCL - Pressing the recall memory button will retrieve stored
frequency. Refer to the Garmin Pilot’s Guide for detailed
description and operational information.
9. MON - Pressing of the frequency monitor button will allow
monitoring of the standby frequency. A small “m” will be
displayed in front of the standby frequency. When the active
frequency receives a signal, the unit will switch automatically to
the active frequency. An arrow (< or >) will point to the frequency
that you are currently listening to.
10. EC - Pressing the emergency channel button automatically
loads the Emergency Channel, 121.500 MHz, as the standby
frequency. The monitor function will be automatically enabled.
11. Flip/Flop Frequency Control - Pressing the flip/flop button will
toggle the standby frequency over to the active frequency.
12. Power/Volume/Squelch Control Knob
a. Power ON/OFF - Turning the POWER VOLUME control
knob clockwise past the OFF detent will power on the unit.
b. Volume - Turn the POWER VOLUME control knob
clockwise
to
increase
the
volume
level
and
counterclockwise to decrease the volume level.
c. Squelch - Pull the POWER VOLUME control knob out to
disable the automatic squelch function.
INTERCOM FUNCTION
For airplanes not equipped with the optional PM3000 Intercom, the
Garmin SL40 VHF Comm Transceiver is configured to function as a
voice-activated intercom system when two headsets and microphones
are properly connected.
STUCK MICROPHONE
The Garmin SL40 helps protect the pilot from a situation where the
microphone may become stuck in the ON or transmit position. If the
microphone is keyed, or activated, for longer than 35 seconds, the
SL40 will return to the receive mode on the selected frequency. A
flashing “STUCK MIC” message will be displayed until the transmit key
is released.
FAA APPROVED
162PHUS-S7-00
U.S.
S7-7
SECTION 10 - SUPPLEMENTS
SUPPLEMENT 7
CESSNA
MODEL 162
GARMIN G300
PERFORMANCE
There is no change to the airplane performance when the Garmin SL
40 VHF Comm Transceiver is installed.
S7-8
U.S.
FAA APPROVED
162PHUS-S7-00
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