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Title: Cessna 172 and Skyhawk 1966 Owner's Manual
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OWNERS MANUAL WORLD'S LARGEST PRODUCER OF GENERAL AVIATION AIRCRAFT SINCE 1956 PERFORMANCE - SPECIFICATIONS --	 MODEL 172 SKYHAWK GROSS WEIGHT.............................. 2300 lbs 2300 lbs SPEED: Top Speed at Sea Level.................138	mph	139	mph Cruise, 75% Power at 7000 ft...........130	mph	131	mph RANGE: Cruise, 75% Power at 7000 ft.......... 550 miles	555	miles 36 Gal. No Reserve	4. 2 hours	4. 2	hours 130 mph	131 mph Optimum Range at 10, 000 ft........... 670 miles	670 miles 36 Gal. No Reserve	6.6 hours	6.6 hours 102 mph	102 mph RATE OF CLIMB AT SEA LEVEL................ 645 fpm	645 fpm SERVICE CEILING...........................13, 100 ft	13, 100 ft TAKE-OFF: Ground Run............................ 865 ft	865 ft Total Distance Over 50-Foot Obstacle. . . . 1525 ft 1525 ft LANDING: Landing Roll.......................... 520 ft	520 ft Total Distance Over 50-Foot Obstacle. . . . 1250 ft	1250 ft EMPTY WEIGHT (Approximate)................ 1260 lbs	1330 lbs BAGGAGE...................................120 lbs	120 lbs WING LOADING: Pounds/Sq Foot..............13. 2	13. 2 POWER LOADING: Pounds/HP..................15.9	15.9 FUEL CAPACITY: Total......................39 gal.	39 gal. OIL CAPACITY: Total.......................8 qts	8 qts PROPELLER: Fixed Pitch (Diameter).........76 inches	76 inches ENGINE: Continental Engine No.................O-300-C*	O-300-D Horse Power...........................145	145 *The Model F172, which is manufactured by Reims Aviation S. A., Reims (Marne) France, is identical to the 172 except that it is powered by an O-300-D engine, manufactured under license by Rolls Royce, Crewe, England. All 172 information in this manual pertains to the F172 as well. D616-13RAND3004/74 CONGRATULATIONS.......... Welcome to the ranks of Cessna owners! Your Cessna has been designed and constructed to give you the most in performance, economy, and com- fort. It is our desire that you will find flying it, either for business or pleasure, a pleasant and profitable experience. This Owner's Manual has been prepared as a guide to help you get the most pleasure and utility from your Model 172/Skyhawk. It contains in- formation about your Cessna's equipment, operating procedures, and performance; and suggestions for its servicing and care. We urge you to read it from cover to cover, and to refer to it frequently. Our interest in your flying pleasure has not ceased with your purchase of a Cessna. World-wide, the Cessna Dealer Organization backed by the Cessna Service Department stands ready to serve you. The following services are offered by most Cessna Dealers: FACTORY TRAINED PERSONNEL to provide you with courteous expert service. FACTORY APPROVED SERVICE EQUIPMENT to provide you with the most efficient and accurate workmanship possible. A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them. THE LATEST AUTHORITATIVE INFORMATION FOR SERV- ICING CESSNA AIRPLANES, since Cessna Dealers have all of the Service Manuals and Parts Catalogs, kept current by Service Letters and Service News Letters, published by Cessna Aircraft Company. We urge all Cessna owners to use the Cessna Dealer Organization to the fullest. A current Cessna Dealer Directory accompanies your new airplane. The Directory is revised frequently, and a current copy can be obtained from your Cessna Dealer. Make your Directory one of your cross-country flight planning aids; a warm welcome awaits you at every Cessna Dealer. i ii TABLE OF CONTENTS -----Page = SECTION I - OPERATING CHECK LIST... 1-1 SECTION II - DESCRIPTION AND OPERATING DETAILS......2-1 SECTION III - OPERATING LIMITATIONS.3-1 SECTION IV- CARE OF THE AIRPLANE....4-1 OWNER FOLLOW-UP SYSTEM............4-8 SECTION V - OPERATIONAL DATA........5-1 SECTION VI- OPTIONAL SYSTEMS........6-1 ALPHABETICAL INDEX .............. Index-1 This manual describes the operation and performance of both the Cessna Model 172 and the Cessna Skyhawk. Equipment described as "Optional" denotes that the subject equipment is optional on the Model 172. Much of this equipment is standard on the Skyhawk model. b. d. Turn on master switch and check fuel quan- tity indicators, then turn master switch off. Check ignition switch "OFF". Check fuel selector valve handle "BOTH ON." On first flight of day and after each fueling, pull out strainer drain knob for about four seconds, to clear fuel strainer of possible water and sediment. Remove control wheel lock. Check baggage door for security.b.d. Check oil level. Do not operate with less than six quarts. Fill for extended flight. Check propeller and spinner for nicks and security. Check nose wheel strut and tire for proper inflation. Disconnect tie-down rope. Make visual check to insure that fuel strainer drain valve is closed after draining operation. 2 b. Remove rudder gust lock, if installed. Disconnect tail tie-down.b. Remove pitot tube cover, if installed, and check pitot tube opening for stoppage. Check fuel tank vent opening for stoppage. b. Check main wheel tire for proper inflation. Inspect airspeed static source hole on side of fuselage for stoppage (left side only). Disconnect wing tie-down. Figure 1-1. iv OPERATING CHECK LIST One of the first steps in obtaining the utmost performance, service, and flying enjoyment from your Cessna is to familiarize yourself with your airplanes equipment, systems, and controls. This can best be done by reviewing this equipment while sitting in the airplane. Those items whose function and operation are not obvious are covered in Section II. Section I lists, in Pilot's Check List form, the steps necessary to operate your airplane efficiently and safely. It is not a check list in its true form as it is considerably longer, but it does cover briefly all of the points that you should know for a typical flight. The flight and operational characteristics of your airplane are normal in all respects. There are no "unconventional" characteristics or opera- tions that need to be mastered. All controls respond in the normal way within the entire range of operation. All airspeeds mentioned in Sections I and II are indicated airspeeds. Corresponding calibrated airspeed may be obtained from the Airspeed Correction Table in Section V. BEFORE ENTERING THE AIRPLANE. (1)	Make an exterior inspection in accordance with figure 1-1. BEFORE STARTING THE ENGINE. (1)	Seats and Seat Belts -- Adjust and lock. (2)	Brakes -- Test and set. (3)	Radios and Rotating Beacon -- "OFF. " (4)	Fuel Selector -- "BOTH ON. " 1-1 STARTING THE ENGINE. (1)	Master Switch  "ON". (2)	Carburetor Heat  Cold. (3)	Mixture -- Rich. (4)	Primer -- 2-5 strokes (depending on temperature). (5)	Throttle  Open 1/8". (6)	Propeller Area -- Clear. (7)	Ignition Switch -- "BOTH. (8)	Starter  Engage. BEFORE TAKE-OFF. (1)	Flight Controls -- Check. (2)	Trim Tab -- "TAKE-OFF setting. (3)	Cabin Doors -- Latched and locked. (4)	Throttle Setting -- 1700 RPM. (5)	Engine Instruments  Check. (6)	Carburetor Heat -- Check operation. (7)	Magnetos -- Check (75 RPM maximum differential between mag- netos). (8)	Flight Instruments and Radios -- Set. (9)	Suction Gage  Check (4.6 to 5.4 inches of mercury). TAKE-OFF. NORMAL TAKE-OFF. (1)	Wing Flaps --0 (2)	Carburetor Heat -- Cold. (3)	Power -- Full throttle (applied smoothly). (4)	Elevator Control -- Lift nosewheel at 60 MPH. (5)	Climb Speed  85 MPH. MAXIMUM PERFORMANCE TAKE-OFF. (1)	Wing Flaps --0 (2)	Carburetor Heat -- Cold. 1-2 (3)	Brakes -- Apply. (4)	Power -- Full throttle. (5)	Brakes -- Release. (6)	Elevator Control -- Slightly tail low. (7)	Climb Speed -- 65 MPH (with obstacles ahead). CLIMB. NORMAL CLIMB. (1)	Airspeed -- 80 to 90 MPH. (2)	Power -- Full throttle. (3)	Mixture -- Full rich (unless engine is rough). MAXIMUM PERFORMANCE CLIMB. (1)	Airspeed -- 80 MPH at sea level to 77 MPH at 10, 000 feet. (2)	Power  Full throttle. (3)	Mixture -- Full rich (unless engine is rough). CRUISING. (1)	Power -- 2200 to 2700 RPM. (2)	Trim Tab  Adjust. (3)	Mixture  Lean. LET-DOWN. (1)	Mixture -- Rich. (2)	Power --As desired. (3)	Carburetor Heat  As required to prevent carburetor icing. BEFORE LANDING. (1)	Mixture -- Rich (2)	Fuel Selector  "BOTH ON. " 1-3 (3)	Carburetor Heat -- Apply full heat before closing throttle. (4)	Airspeed  70 to 80 MPH (flaps up). (5)	Wing Flaps -- As desired. (6)	Airspeed -- 65 to 75 MPH (flaps down). NORMAL LANDING. (1)	Touchdown -- Main wheels first. (2)	Landing Roll -- Lower nosewheel gently. (3)	Braking  Minimum required. AFTER LANDING. (1)	Wing Flaps --Up (2)	Carburetor Heat -- Cold. SECURE AIRCRAFT. (1)	Mixture  Full lean. (2)	All Switches -- Off. (3)	Brakes -- Set. (4)	Control Lock -- Installed. 1-4 DESCRIPTION AND OPERATING DETAILS The following paragraphs describe the systems and equipment whose function and operation is not obvious when sitting in the airplane. This section also covers in somewhat greater detail some of the items listed in Check List form in Section I that require further explanation. FUEL SYSTEM. Fuel is supplied to the engine from two aluminum tanks, one in each wing. From these tanks, fuel flows by gravity through a selector valve and a strainer to the carburetor. Refer to figure 2-1 for fuel quantity data. For fuel system servicing information, refer to Lubrication and Servicing Procedures in Section IV. FUEL QUANTITY DATA (U.S. GALLONS)TANKS	NO.	USABLE FUEL ALL FLIGHT CONDITIONS	ADDITIONAL USABLE FUEL (LEVEL FLIGHT)	UNUSABLE FUEL (LEVEL FLIGHT)	TOTAL FUEL VOLUME EACHLEFT WING RIGHT WING	1 1	18.0 gal. 18.0 gal.	1.0 gal. 1.0 gal.	0.5 gal. 0.5 gal.	19.5 gal. 19.5 gal. Figure 2-1. 2-1 CONTROL KNOB Figure 2-2. 2-2 FUEL STRAINER DRAIN KNOB. Refer to fuel strainer servicing procedures, Section IV. ELECTRICAL SYSTEM. Electrical energy is supplied by a 14-volt, direct-current system powered by an engine-driven generator. A 12-volt battery is located on the left-hand forward portion of the firewall. CIRCUIT BREAKERS. All electrical circuits in the airplane, except the clock circuit, are protected by circuit breakers. The clock has a separate fuse mounted adjacent to the battery. The stall warning transmitter and horn circuit and turn-and-bank indicator circuit are protected by a single automati- cally resetting circuit breaker mounted behind the instrument panel. The remaining circuits are protected by push-to-reset" breakers on the instrument panel. GENERATOR WARNING LIGHT. The red generator warning light indicates generator output. The light remains off as long as the generator functions properly. If a mal- function interrupts generator output, the light will illuminate. It also will illuminate when the battery or external power is on, before starting the engine, and whenever engine speed is insufficient to produce gen- erator output. The light does not show battery drain. LANDING LIGHTS (OPT). A three-position, push-pull switch controls the optional landing lights. To turn one lamp on for taxiing, pull the switch out to the first stop. To turn both lamps on for landing, pull the switch out to the sec- ond stop. ROTATING BEACON (OPT). The rotating beacon should not be used when flying through clouds or overcast; the moving beams reflected from water droplets or particles in the atmosphere, particularly at night, can produce vertigo and loss of orientation. 2-3 CABIN HEATING AND VENTILATION SYSTEM. For cabin ventilation, pull the "CABIN AIR" knob out. To raise the air temperature, pull the "CABIN HT" knob out approximately 1/4" to 1/2" for a small amount of cabin heat. Additional heat is available by pulling the knob out farther; maximum heat is available with the "CABIN HT" knob pulled full out and the "CABIN AIR" knob pushed full in. When no heat is desired in the cabin, the "CABIN HT" knob is pushed full in. Front cabin heat and ventilating air is supplied by outlet holes spaced across a cabin manifold just forward of the pilot's and copilot's feet. Rear cabin heat and air is supplied by two ducts from the manifold, one extend- ing down each side of the cabin. Windshield defrost air is also supplied by a duct leading from the cabin manifold. Separate adjustable ventilators supply additional air; one near each upper corner of the windshield supplies air for the pilot and copilot, and two optional ventilators in the rear cabin ceiling supply air to the rear seat passengers. STARTING ENGINE. Ordinarily the engine starts easily with one or two strokes of the primer in warm temperatures to six strokes in cold weather, with the throttle open approximately 1/8 inch. In extremely cold temperatures, it may be necessary to continue priming while cranking. Weak intermittent explosions followed by puffs of black smoke from the exhaust stack indicates overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the following procedure: Set the mixture control full lean and the throttle full open; then crank the engine through several revolutions with the starter. Repeat the start- ing procedure without any additional priming. If the engine is underprimed (most likely in cold weather with a cold engine) it will not fire at all, and additional priming will be necessary. As soon as the cylinders begin to fire, open the throttle slightly to keep it running. After starting, if the oil gage does not begin to show pressure within 30 seconds in the summertime and about twice that long in very cold weather, stop engine and investigate. Lack of oil pressure can cause 2-4 TAXIING DIAGRAM USE UP AILERON ON LH WING AND NEUTRAL ELEVATOR USE UP AILERON ON RH WING AND NEUTRAL ELEVATOR USE DOWN AILERON ON RH WING AND DOWN ELEVATOR USE DOWN AILERON ON LH WING AND DOWN ELEVATOR CODE WIND DIRECTION NOTE Strong quartering tail winds require caution. Avoid sudden bursts of the throttle and sharp braking when the airplane is in this attitude. Use the steerable nose wheel and rudder to maintain direction. Figure 2-3. 2-5 serious engine damage. After starting, avoid the use of carburetor heat unless icing conditions prevail. TAXIING. When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see taxiing diagram, figure 2-3) to maintain directional control and balance. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. BEFORE TAKE-OFF. WARM-UP. Since the engine is closely cowled for efficient in-flight engine cool- ing, precautions should be taken to avoid overheating during prolonged engine operation on the ground. MAGNETO CHECK. The magneto check should be made at 1700 RPM as follows: Move ignition switch first to "R" position, and note RPM. Next move switch back to "BOTH" to clear the other set of plugs. Then move switch to the "L" position and note RPM. The difference between the two mag- netos operated individually should not be more than 75 RPM. If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing has been "bumped-up" and is set in advance of the set- ting specified. TAKE-OFF. POWER CHECK. It is important to check full-throttle engine operation early in the 2-6 take-off run. Any signs of rough engine operation or sluggish engine acceleration is good cause for discontinuing the take-off. If this occurs, you are justified in making a thorough full-throttle, static runup before another take-off is attempted. The engine should run smoothly and turn approximately 2230-2330 RPM with carburetor heat off. For improved take-off and climb performance, an optional McCauley 1C172/EM 7651 climb propeller is available. This propeller has a full- throttle static RPM range of 2320-2420 RPM. Full-throttle runups over loose gravel are especially harmful to pro- peller tips. When take-offs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the air- plane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. When unavoid- able small dents appear in the propeller blades, they should be immedi- ately corrected as described in Section IV under propeller care. Prior to take-off from fields above 5000 feet elevation, the mixture should be leaned to give maximum RPM in a full-throttle, static runup. WING FLAP SETTINGS. Normal and obstacle clearance take-offs are performed with wing flaps up. The use of 10 flaps will shorten the ground run approximately 10%, but this advantage is lost in the climb to a 50-foot obstacle. There- fore, the use of 10 flaps is reserved for minimum ground runs or for take-off from soft or rough fields with no obstacles ahead. If 10 of flaps are used in ground runs, it is preferable to leave them extended rather than retract them in the climb to the obstacle. The ex- ception to this rule would be in a high altitude take-off in hot weather where climb would be marginal with flaps 10. Flap settings of 30 to 40 are not recommended at any time for take-off. PERFORMANCE CHARTS. Consult the take-off chart in Section V for take-off distances under various gross weight, altitude, and headwind conditions. CROSSWIND TAKE-OFFS. Take-offs into strong crosswinds normally are performed with the 2-7 minimum flap setting necessary for the field length, to minimize the drift angle immediately after take-off. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. CLIMB. CLIMB DATA. For detailed data, refer to the Maximum Rate-Of-Climb Data chart in Section V. NOTE If your aircraft is equipped with a 7651 climb pro- peller, slight improvement in climb performance may be expected over that shown in Section V. CLIMB SPEEDS. Normal climbs are performed at 80 to 90 MPH with flaps up and full throttle for best engine cooling. The mixture should be full rich unless the engine is rough due to too rich a mixture. The best rate-of-climb speeds range from 80 MPH at sea level to 77 MPH at 10, 000 feet. If an obstacle dictates the use of a steep climb angle, the best angle-of- climb speed should be used with flaps up and full throttle. These speeds vary from 65 MPH at sea level to 71 MPH at 10, 000 feet. NOTE Steep climbs at these low speeds should be of short duration to improve engine cooling. GO-AROUND CLIMB. In a balked landing (go-around) climb, the wing flap setting should be reduced to 20 immediately after full power is applied. Upon reach- ing a safe airspeed, the flaps should be slowly retracted to the full up position. 2-8 CRUISE. Normal cruising is done between 65% and 75% power. The power settings required to obtain these powers at various altitudes and outside air temperatures can be determined by using your Cessna Power Com- puter of the OPERATIONAL DATA, Section V. NOTE The Cruise and Range Performance chart on page 5-4 outlines complete cruise figures for the Model 172 equipped with a standard propeller. The table on page 5-5 shows the RPM and speed differentials for a given %BHP to be considered when figuring cruise perform- ance if your airplane is equipped with a 7651 climb propeller. Cruising can be done most efficiently at high altitudes because of lower air density and therefore lower airplane drag. This is illustrated in the following table which shows performance at 75% power at various altitudes. OPTIMUM CRUISE PERFORMANCE ALTITUDE	RPM	TRUE AIRSPEED	RANGE Sea Level	2450	123	520 5000 ft.	2560	128	540 7000 ft.	Full Throttle	130	550 All figures are based on lean mixture, 36 gallons of fuel (no re- serve), zero wind, standard atmospheric conditions, and 2300 pounds gross weight. 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 (by trial and error) to prevent ice from forming. Since heated air causes a richer mixture, readjust the mixture setting when carburetor heat is used continuously in cruising flight. 2-9 STALLS. The stall characteristics are conventional and aural warning is pro- vided by a stall warning horn which sounds between 5 and 10 MPH above the stall in all configurations. Power-off stall speeds at maximum gross weight and aft c.g. posi- tion are presented on page 5-2 as calibrated airspeeds since indicated airspeeds are unreliable near the stall. LANDING. Normal landings are made power-off with any flap setting. Slips are prohibited in full flap approaches because of a downward pitch en- countered under certain combinations of airspeed and sideslip angle. SHORT FIELD LANDINGS. For a short field landing, make a power-off approach at approxi- mately 67 MPH with flaps 40, and land on the main wheels first. Im- mediately after touchdown, lower the nose gear to the ground and apply heavy braking as required. Raising the flaps after landing will provide more efficient braking. CROSSWIND LANDINGS. When landing in a strong crosswind, use the minimum flap setting re- quired for the field length. Use a wing-low, crab, or a combination method of drift correction and land in a nearly level attitude. Hold a straight course with the steerable nosewheel and occasional braking if necessary. The maximum allowable crosswind velocity is dependent upon pilot capability rather than airplane limitations. With average pilot technique, direct crosswinds of 15 MPH can be handled with safety. COLD WEATHER OPERATION. STARTING. Prior to starting on a cold morning, it is advisable to pull the pro- 2-10 peller through several times by hand to "break loose" or "limber the oil, thus conserving battery energy. In extremely cold (0F and lower) weather, the use of an external preheater (for both the engine and battery) and an external power source is recommended whenever possible to re- duce wear and abuse to the engine and the electrical system. When using an external power source, the position of the master switch is important. Refer to Section VI, paragraph GROUND SERVICE PLUG RECEPTACLE, for operating details. Cold weather starting procedures are as follows: With Preheat: (1)	Clear propeller. (2)	Pull master switch "ON. " (3)	With magneto switch "OFF" and throttle closed, prime the engine four to eight strokes as the propeller is being turned over by hand. NOTE Use heavy strokes of primer for best atomization of fuel. After priming, push primer all the way in and turn to locked position to avoid possibility of engine drawing fuel through the primer. (4)	Turn magneto switch to "BOTH. " (5)	Open throttle 1/4" and engage starter. Without Preheat: (1)	Prime the engine six to ten strokes while the propeller is being turned by hand with throttle closed. Leave primer charged and ready for stroke. (2)	Clear propeller. (3)	Pull master switch "ON. " (4)	Turn magneto switch to "BOTH. " (5)	Pump throttle rapidly to full open twice. Return to 1/4" open position. (6)	Engage starter and continue to prime engine until it is running smoothly, or alternately, pump throttle rapidly over first 1/4 of total travel. (7)	Pull carburetor heat knob full on after engine has started. Leave on until engine is running smoothly. 2-11 (8)	Lock primer. NOTE If the engine does not start during the first few attempts, or if engine firing diminishes in strength, it is probable that the spark plugs have been frosted over. Preheat must be used before another start is attempted. IMPORTANT Pumping the throttle may cause raw fuel to accumulate in the intake air duct, creating a fire hazard in the event of a backfire. If this occurs, maintain a cranking action to suck flames into the engine. An outside attendant with a fire extinguisher is advised for cold starts without pre- heat. During cold weather operations, no indication will be apparent on the oil temperature gage prior to take-off if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), accelerate the engine several times to higher engine RPM. If the engine accelerates smoothly and the oil pressure remains normal and steady, the airplane is ready for take-off. FLIGHT OPERATIONS. Take-off is made normally with carburetor heat off. Avoid excessive leaning in cruise. Carburetor heat may be used to overcome any occasional engine roughness. When operating in sub-zero temperature, avoid using partial carbu- retor heat. Partial heat may increase the carburetor air temperature to the 32 to 70F range, where icing is critical under certain atmospheric conditions. Refer to Section VI for cold weather equipment. HOT WEATHER OPERATION. The general warm temperature starting information on page 2-4 is appropriate. Avoid prolonged engine operation on the ground. 2-12 OPERATING LIMITATIONS OPERATIONS AUTHORIZED. Your Cessna exceeds the requirements of airworthiness as set forth by the United States Government, and is certificated under FAA Type Cer- tificate No. 3A12 as Cessna Model No. 172G. With standard equipment, the airplane is approved for day and night operations under VFR. Additional optional equipment is available to in- crease its utility and to make it authorized for use under IFR day and night. An owner of a properly equipped Cessna is eligible to obtain ap- proval for its operation on single-engine scheduled airline service under VFR. Your Cessna Dealer will be happy to assist you in selecting equip- ment best suited to your needs. MANEUVERS - UTILITY CATEGORY. The airplane exceeds the requirements for airworthiness of the Fed- eral Aviation Regulations, Part 3, set forth by the United States Govern- ment. Spins and aerobatic maneuvers are not permitted in normal cate- gory airplanes in compliance with these regulations. In connection with the foregoing, the following gross weights and flight load factors apply: Gross Weight..........................................	2300 lbs. Flight Load Factor *Flaps Up.........................+3.8 -1.52 Flight Load Factor * Flaps Down.......................+3.5 *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. Your airplane must be operated in accordance with all FAA-approved markings, placards and check lists in the airplane. If there is any infor- mation in this section which contradicts the FAA-approved markings, pla- cards and check lists, it is to be disregarded. 3-1 MANEUVERS - UTILITY CATEGORY. This airplane is not designed for purely aerobatic flight. However, in the acquisition of various certificates such as commercial pilot, in- strument pilot and flight instructor, certain maneuvers are required by the FAA. All of these maneuvers are permitted in this airplane when operated in the utility category. In connection with the utility category, the following gross weight and flight load factors apply, with recom- mended entry speeds for maneuvers as shown. Maximum Design Weight........................... 2000 lbs. Flight Maneuvering Load Factor, Flaps Up..........+4. 4 -1. 76 Flight Maneuvering Load Factor, Flaps Down .... +3.5 No acrobatic maneuvers are approved except those listed below: MANEUVER RECOMMENDED ENTRY SPEED Chandelles............................... Lazy Eights............................... Steep Turns............................... Spins................................... Stalls (Except Whip Stalls)................ 122 mph (106 knots) 122 mph (106 knots) 122 mph (106 knots) Slow Deceleration Slow Deceleration The baggage compartment and rear seat must not be occupied. Aerobatics that may impose high inverted loads should not be attempted. The important thing to bear in mind in flight maneuvers is that your Cessna is clean in aerodynamic design and will build up speed quickly with the nose down. Proper speed control is an essential re- quirement for execution of any maneuver, and care should always be exercised to avoid excessive speed which in turn can impose excessive loads. In the execution of all maneuvers, avoid abrupt use of controls. AIRSPEED LIMITATIONS. The following are the certificated calibrated airspeed limits for your Cessna: Maximum (Glide or dive, smooth air)_______174 MPH (red line) Caution Range.................. 140-174 MPH (yellow arc) Normal Range.................... 59-140 MPH (green arc) 3-2 Flap Operating Range Maneuvering Speed* .................... 52-100 MPH (white arc) ................................	122 MPH *The maximum speed at which you can use abrupt control travel without exceeding the design load factor. ENGINE OPERATION LIMITATIONS. Power and Speed: 145 BHP at 2700 RPM ENGINE INSTRUMENT MARKINGS. OIL TEMPERATURE GAGE. Normal Operating Range........................... Green Arc Maximum Allowable........................... 240F (red line) OIL PRESSURE GAGE. Minimum Idling...........................10 psi (red line) Normal Operating Range __.............. 30-60	psi (green arc) Maximum.................................100 psi (red line) FUEL QUANTITY INDICATORS. Empty (1. 50 gallons unusable each tank)	............. E (red line) TACHOMETER. Normal Operating Range: At sea level................... At 5000 feet.................. At 10, 000 feet................ Maximum Allowable............. . 2200-2500 (inner green arc) 2200-2600 (middle green arc) . 2200-2700 (outer green arc) ............. 2700	(red line) 3-3 WEIGHT AND BALANCE. The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations. To figure the weight and balance for your particular airplane, use the Sample Problem, Loading Graph, and Center of Gravity Moment Envelope as follows: Take the licensed Empty Weight and Moment/1000 from the Weight and Balance Data sheet, plus any changes noted on forms FAA-337, carried in your airplane, and write them down in the proper columns. Using the Loading Graph, determine the moment/1000 of each item to be carried. Total the weights and moments/1000 and use the Center of Gravity Moment Envelope to determine whether the point falls within the envelope, and if the loading is acceptable. 3-4 3-6 CARE OF THE AIRPLANE If your airplane is to retain that new plane performance and depend- ability, certain inspection and maintenance requirements must be followed. It is wise to follow a planned schedule of lubrication and preventative main- tenance based on climatic and flying conditions encountered in your locality Keep in touch with your Cessna Dealer and take advantage of his know- ledge and experience. He knows your airplane and how to maintain it. He will remind you when lubrications and oil changes are necessary, and about other seasonal and periodic services. GROUND HANDLING. The airplane is most easily and safely maneuvered by hand with the tow-bar attached to the nosewheel. NOTE When using the tow-bar, never exceed the turning angle of 30, either side of center, or damage to the gear will result. MOORING YOUR AIRPLANE. Proper tie-down procedure is your best precaution against damage to your parked airplane by gusty or strong winds. To tie-down your air- plane securely, proceed as follows: (1)	Set the parking brake and install the control wheel lock. (2)	Tie sufficiently strong ropes or chains (700 pounds tensile strength) to wing, tail, and nose tie-down fittings and secure each rope to a ramp tie-down. 4-1 (3)	Install a surface control lock over the fin and rudder. (4)	Install a pitot tube cover. WINDSHIELD - WINDOWS. The plastic windshield and windows should be kept clean and waxed at all times. To prevent scratches and crazing, wash them carefully with plenty of soap and water, using the palm of the hand to feel and dislodge dirt and mud. A soft cloth, chamois or sponge may be used, but only to carry water to the surface. Rinse thoroughly, then dry with a clean, moist chamois. Rubbing the surface of the plastic with a dry cloth builds up an electrostatic charge so that it attracts dust particles in the air. Wiping with a moist chamois will remove both the dust and this charge. Remove oil and grease with a cloth moistened with kerosene. Never use gasoline, benzine, alcohol, acetone, carbon tetrachloride, fire ex- tinguisher or anti-ice fluid, lacquer thinner or glass cleaner. These materials will soften the plastic and may cause it to craze. After removing dirt and grease, if the surface is not badly scratched, it should be waxed with a good grade of commercial wax. The wax will fill in minor scratches and help prevent further scratching. Apply a thin, even coat of wax, and bring it to a high polish by rubbing lightly with a clean, dry, soft flannel cloth. Do not use a power buffer; the heat gen- erated by the buffing pad may soften the plastic. Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated. Canvas covers may scratch the plastic surface. PAINTED SURFACES. The painted exterior surfaces of your new Cessna require an initial curing period which may be as long as 90 days after the finish is applied. During this curing period some precautions should be taken to avoid dam- aging the finish or interfering with the curing process. The finish should be cleaned only by washing with clean water and mild soap, followed by a rinse with water and drying with cloths or a chamois. Do not use polish or wax, which would exclude air from the surface, during this 90-day curing period. Do not rub or buff the finish, and avoid flying through rain, hail or sleet. Once the finish has cured completely, it may be waxed with a good 4-2 automotive wax. A heavier coating of wax on the leading edges of the wings and tail and on the engine nose cap and propeller spinner will help reduce the abrasion encountered in these areas. ALUMINUM SURFACES. The clad aluminum surfaces of your Cessna may be washed with clear water to remove dirt; oil and grease may be removed with gasoline, naptha, carbon tetrachloride or other non-alkaline solvents. Dulled alu- minum surfaces may be cleaned effectively with an aircraft aluminum polish. After cleaning, and periodically thereafter, waxing with a good auto- motive wax will preserve the bright appearance and retard corrosion. Regular waxing is especially recommended for airplanes operated in salt water areas as a protection against corrosion. PROPELLER CARE. Preflight inspection of propeller blades for nicks, and wiping them occasionally with an oily cloth to clean off grass and bug stains will as- sure long, trouble-free service. It is vital that small nicks on the pro- peller, particularly near the tips and on the leading edges, are dressed out as soon as possible since these nicks produce stress concentrations, and if ignored, may result in cracks. Never use an alkaline cleaner on the blades; remove grease and dirt with carbon tetrachloride or Stoddard solvent. INTERIOR CARE. To remove dust and loose dirt from the upholstery and carpet, clean the interior regularly with a vacuum cleaner. Blot up any spilled liquid promptly, with cleansing tissue or rags. Dont pat the spot; press the blotting material firmly and hold it for sev- eral seconds. Continue blotting until no more liquid is taken up. Scrape off sticky materials with a dull knife, then spot-clean the area. Oily spots may be cleaned with household spot removers, used spar- ingly. Before using any solvent, read the instructions on the container 4-3 and test it on an obscure place on the fabric to be cleaned. Never satu- rate the fabric with a volatile solvent; it may damage the padding and backing materials. Soiled upholstery and carpet may be cleaned with foam-type detergent, used according to the manufacturer's instructions. To minimize wetting the fabric, keep the foam as dry as possible and remove it with a vacuum cleaner. The plastic trim, headliner, instrument panel and control knobs need only be wiped off with a damp cloth. Oil and grease on the control wheel and control knobs can be removed with a cloth moistened with kerosene. Volatile solvents, such as mentioned in paragraphs on care of the wind- shield, must never be used since they soften and craze the plastic. INSPECTION SERVICE AND INSPECTION PERIODS. With your airplane you will receive an Owner's Service Policy. Cou- pons attached to the policy entitle you to an initial inspection and the first 100-hour inspection at no charge. If you take delivery from your Dealer, he will perform the initial inspection before delivery of the airplane to you. If you pick up the airplane at the factory, plan to take it to your Dealer reasonably soon after you take delivery on it. This will permit him to check it over and to make any minor adjustments that may appear necessary. Also, plan an inspection by your Dealer at 100 hours or 180 days, whichever comes first. This inspection also is performed by your Dealer for you at no charge. While these important inspections will be performed for you by any Cessna Dealer, in most cases you will prefer to have the Dealer from whom you purchased the airplane accomplish this work. Federal Aviation Regulations require that all airplanes have a peri- odic (annual) inspection as prescribed by the administrator, and per- formed by a person designated by the administrator. In addition, 100- hour periodic inspections made by an "appropriately-rated mechanic" are required if the airplane is flown for hire. The Cessna Aircraft Company recommends the 100-hour periodic inspection for your air- plane. The procedure for this 100-hour inspection has been carefully worked out by the factory and is followed by the Cessna Dealer Organ- ization. The complete familiarity of the Cessna Dealer Organization with Cessna equipment and with factory-approved procedures provides the highest type of service possible at lower cost. 4-4 AIRPLANE FILE. There are miscellaneous data, information and licenses that are a part of the airplane file. The following is a check list for that file. In addition, a periodic check should be made of the latest Federal Aviation Regulations to insure that all data requirements are met. A.	To be displayed in the airplane at all times: (1)	Aircraft Airworthiness Certificate (Form FAA-1362). (2)	Aircraft Registration Certificate (Form FAA-500A). (3)	Airplane Radio Station License (Form FCC-404, if transmitter installed). B.	To be carried in the airplane at all times: (1)	Weight and Balance, and associated papers (latest copy of the Repair and Alteration Form, Form FAA-337, if applicable). (2)	Airplane Equipment List. C.	To be made available upon request: (1)	Airplane Log Book. (2)	Engine Log Book. NOTE Cessna recommends that these items, plus the Owner's Manual and the "Cessna Flight Guide" (Flight Computer), be carried in the airplane at all times. Most of the items listed are required by the United States Federal Aviation Regulations. Since the regulations of other nations may require other documents and data, owners of exported airplanes should check with their own aviation officials to determine their individual requirements. 4-5 LUBRICATION AND SERVICING PROCEDURES Specific servicing information is provided here for items requiring daily attention. A Servicing Intervals Check List is included to inform the pilot when to have other items checked and serviced. DAILY FUEL TANK FILLERS: Service after each flight with 80/87 minimum grade fuel. The capacity of each wing tank is 19.5 gallons. FUEL STRAINER: On the first flight of the day and after each refueling, pull out fuel strainer drain knob for about four seconds, to clear fuel strainer of possible water and sediment. Release drain knob, then check that strainer drain is closed after draining. OIL FILLER: When preflight check shows low oil level, service with aviation grade engine oil; SAE 30 below 40F. and SAE 50 above 40F. Detergent oil, conforming to Continental Motors Specification MRS-24, must be used. Your Cessna Dealer can supply an approved brand. OIL DIPSTICK: Check oil level before each flight. Do not operate on less than 6 quarts. To minimize loss of oil through breather, fill to 7 quart level for nor- mal flights of less than 3 hours. For extended flight, fill to 8 quarts. If optional oil filter is installed, one additional quart is required when the filter element is changed. 4-6 SERVICING INTERVALS CHECK LIST EACH 50 HOURS BATTERY -- Check and service. Check oftener (at least every 30 days) if operating in hot weather. ENGINE OIL AND OIL FILTER -- Change engine oil and replace filter element. If optional oil filter is not installed, change oil and clean screen every 25 hours. Change engine oil at least every four months even though less than 50 hours have been accumulated. Reduce periods for prolonged operation in dusty areas, cold climates, or when short flights and long idle periods result in sludging conditions. CARBURETOR AIR FILTER -- Clean or replace. Under extremely dusty conditions, daily maintenance of the filter is recommended. NOSE GEAR TORQUE LINKS  Lubricate. EACH 100 HOURS BRAKE MASTER CYLINDERS -- Check and fill. SHIMMY DAMPENER -- Check and fill. FUEL STRAINER -- Disassemble and clean. FUEL TANK SUMP DRAINS -- Drain water and sediment. FUEL LINE DRAIN PLUG -- Drain water and sediment. VACUUM SYSTEM OIL SEPARATOR (OPT) -- Clean. SUCTION RELIEF VALVE INLET SCREEN (OPT) -- Clean. EACH 500 HOURS VACUUM SYSTEM AIR FILTER (OPT) -- Replace filter element. Re- place sooner if suction gage reading drops to 4. 6 in. Hg. WHEEL BEARINGS  Lubricate. Lubricate at first 100 hours and at 500 hours thereafter. AS REQUIRED NOSE GEAR SHOCK STRUT  Keep inflated and filled. GYRO INSTRUMENT AIR FILTERS (OPT) -- Replace at instrument over- haul. 4-7 OWNER FOLLOW-UP SYSTEM Your Cessna Dealer has an owner follow-up system to notify you when he receives information that applies to your Cessna. In addition, if you wish, you may choose to receive similar notification directly from the Cessna Service Department. A subscription card is supplied in your airplane file for your use, should you choose to request this service. Your Cessna Dealer will be glad to supply you with details concerning these follow-up programs, and stands ready through his Service Department to supply you with fast, ef- ficient, low cost service. 4-8 OPERATIONAL DATA The operational data shown on the following pages are compiled from actual tests with airplane and engine in good condition and using average piloting technique and best power mixture. You will find this data a valu- able aid when planning your flights. However, inasmuch as the number of variables included precludes great accuracy, an ample fuel reserve should be provided. The range performance shown makes no allowance for wind, navigational error, pilot technique, warm-up, take-off, climb, etc. All of these factors must be considered when estimating reserve fuel. A power setting selected from the range charts usually will be more efficient than a random setting, since it will permit you to estimate your fuel consumption more accurately. You will find that using the charts and your Power Computer will pay dividends in overall efficiency. Range and endurance figures shown in the chart on page 5-4 are based on flight test using a McCauley 1C172/EM 7653 propeller (standard). Information to be considered when the aircraft is equipped with a McCauley 1C172/EM 7651 climb propeller may be found on page 5-5. Other condi- tions of the tests are shown in the chart headings. Allowances for fuel reserve, headwinds, take-offs, and climb, and variations in mixture lean- ing technique should be made and are in addition to those shown on the charts. Other indeterminate variables such as carburetor metering- characteristics, engine and propeller conditions, and turbulence of at- mosphere may account for variations of 10% or more in maximum range. Remember that the charts contained herein are based on standard day conditions. For more precise power, fuel consumption, and endurance in- formation, consult the Cessna Flight Guide (Power Computer) supplied with your aircraft. With the Flight Guide, you can easily take into account temperature variations from standard at any flight altitude. 5-1 AIRSPEED CORRECTION TABLE FLAPS	IAS	40	50	60	70	80	90	IOO	no	120	130	140 FLAPS UP	CAS	55	60	66	72	80	89	98	108	117	127	136 FLAPS DOWN	CAS	52	58	65	73	82	91	IOI Figure 5-1. power off STALLING SPEEDS mph - CASCONDITION	0 	= ANGLE I 20 	r BANK = 40	60 2300 LBS. GROSS WEIGHT	FLAPS UP	57	59	65	81 FLAPS 10	52	54	59	74 FLAPS 40	49	51	56	69 Figure 5-2. 5-2 5-3 TAKE-OFF DATA TAKE-OFF DISTANCE FROM HARD SURFACE RUNWAY, FLAPS UP GROSS WEIGHT LBS.	IAS AT 50 FT. MPH	HEAD WIND KNOTS		S.L.	& 59 F	@ 2500	ft. & 50 F	@ 5000	ft. & 41 F	@ 7500	ft. & 32 F GROUND RUN		TOTAL TO CLEAR 50 OBS.	GROUND RUN	TOTAL TO CLEAR 50' OBS.	GROUND RUN	TOTAL TO CLEAR 50' OBS.	GROUND RUN	TOTAL TO CLEAR 50 OBS. 1700	60	0 10 20	435 290 175		780 570 385	520 355 215	920 680 470	625 430 270	1095 820 575	765 535 345	1370 1040 745 2000	65	0 10 20	630 435 275		1095 820 580	755 530 340	1325 1005 720	905 645 425	1625 1250 910	1120 810 595	2155 1685 1255 2300	70	0 10 20	865 615 405		1525 1170 850	1040 750 505	1910 1485 1100	1255 920 630	2480 1955 1480	1565 1160 810	3855 3110 2425 Note	 Increase	distance	10% s->	e	ch 25F above standard		temperature fo	r particula	altitude. MAXIMUM RATE-OF-CLIMB DATA GROSS WEIGHT LBS.	@ S.L. & 59 F			@ 5000 ft. & 41 F			@ 10,000 ft. & 23 F			@ 15,000 ft. & 5 F IAS MPH	RATE OF CLIMB FT/MIN.	GALS OF FUEL USED	IAS MPH	RATE OF CLIMB FT/MIN.	FROM S.L. FUEL USED	IAS MPH	RATE OF CLIMB FT/MIN.	FROM S.L. FUEL USED	IAS MPH	RATE OF CLIMB FT/MIN.	FROM S.L. FUEL USED 1700	75	1085	1.0	73	825	1.9	71	570	2.9	70	315	4.4 2000	77	840	1.0	76	610	2.2	74	380	3.6	73	155	6.3 2300	80	645	1.0	78	435	2.6	77	230	4.8	76	22	11.5 KI L . Flaps up, full throttle and mixture leaned for smooth operation above 5000 ft. i v	Fue| used includes warm-up and take-off allowance. Figure 5-3. CRUISE & RANGE PERFORMANCE 	172 SKYHAWK						Gross Weight- 2300 Lbs.* Standard Conditions * Zero Wind * Lean Mixture # 36Gal.of Fuel (No Reserve) NOTE:	Maximum cruise is normally limited to 75% power. For standard 172 performance, subtract 1 MPH from the higher cruise speeds shown. ALT.	RPM	% BHP	TAS MPH	GAL. / HOUR		ENDR. HOURS	RANGE MILES 2500	2700 2600 2500 2400 2300 2200 2100	93 84 75 67 59 52 46	138 131 125 119 113 106 100	10.5 9.5 8. 5 7.6 6.8 6.2 5.7		3.4 3.8 4.2 4.7 5.3 5.8 6.4	470 495 530 560 595 615 635 5000	2700 2600 2550 2500 2400 2300 2200 2100	87 78 74 70 62 55 49 44	136 130 127 124 118 111 105 98	9.8 8.8 8.4 7.9 7.1 6.4 5.9 5. 5		3.7 4.1 4.3 4. 5 5.1 5.6 6.1 6.4	500 525 550 560 600 625 640 640 7500	2650 2600 2500 2400 2300 2200 2100	77 73 65 58 52 47 42	132 129 123 116 110 103 97	8.7 8.2 7.4 6.7 6.1 5.7 5.3		4.2 4.3 4.9 5.3 5.9 6.4 6.7	550 560 600 620 650 655 655 10, 000	2600 2500 2400 2300 2200 2100	68 61 55 49 45 41	128 121 115 108 102 96	7.7 7.0 6.4 5.9 5. 5 5.2		4.7 5.2 5.6 6.1 6.6 6.8	605 625 645 655 670 655 12, 500	2600 2500 2400 2300 2200	63 57 52 47 43	126 120 113 107 101	7.2 6.6 6.1 5.7 5.4		5.0 5.4 5.9 6.3 6.6	630 650 670 670 670 The performance figures above apply to aircraft equipped with a standard McCauley 1C172/EM7653 propeller. Refer to figure 5-5 for information concerning aircraft with an optional McCauley 1C172/EM7651 climb propeller. Figure 5-4. 5-4 CRUISE AND RANGE PERFORMANCE With McCauley 1C172/EM 7651 Propeller To obtain same % BHP as shown in adjoining figure and on Cessna Power Computer, increase RPM as follows: For % BHP	Increase RPM 75	+ 20 RPM 70	+10 RPM 65(and lower)	0 RPM The faster turning climb propeller gives a slight loss in cruise speed at a given % BHP as shown below: At % BHP	Speed Loss Differential 70 - 75	0 MPH 65 - 70	-1.0 MPH 60 - 65	-1.5 MPH 55 - 60	-2.0 MPH 50 - 55	-3.0 MPH NOTE:	When your aircraft is equipped with a McCauley 1C172/EM 7651 climb propeller, the above factors should be used in -conjunction with the Cruise and Range Performance on the adjoining page. Figure 5-5. 5-5 5-6 LANDING DATA LANDING DISTANCE ON HARD SURFACE RUNWAY NO WIND - 40 FLAPS - POWER OFF GROSS WEIGHT LBS.	APPROACH IAS MPH	@ S.L. & 59 F		@ 2500 ft. & 50 F		@ 5000 ft. & 41 F		@ 7500 ft. & 32 F GROUND ROLL	TOTAL TO CLEAR 50' OBS.	GROUND ROLL	TOTAL TO CLEAR 50' OBS.	GROUND ROLL	TOTAL TO CLEAR 50 OBS.	GROUND ROLL	TOTAL TO CLEAR 50 OBS. 2300	65	520	1250	560	1310	605	1385	650	1455 NotGZ Reduce landing distance 10% for each 5 knot headwind. Figure 5-6. SPEED 80 MPH (IAS) MAXIMUM GLIDE  PROPELLER WINDMILLING Figure 5-7. 5-7 OPTIONAL SYSTEMS This section contains a description, operating procedures, and per- formance data (when applicable) for some of the optional equipment which may be installed in your Cessna. Owner's Manual Supplements are pro- vided to cover operation of other optional equipment systems when in- stalled in your airplane. Contact your Cessna Dealer for a complete list of available optional equipment. AUXILIARY FUEL TANK SYSTEM An optional auxiliary fuel tank system (figure 6-1) is available to in- crease the airplane operating range. System components include an 18 gallon fuel tank (17. 55 gallons usable) installed on the baggage compart- ment floor, an electric fuel transfer pump behind the tank, an electrical- ly-operated fuel quantity indicator and fuel transfer pump switch on the instrument panel, a fuel tank filler provision on the right side of the fuselage, a fuel tank sump drain valve at the front of the tank on the bottom of the fuselage, and the necessary plumbing. The auxiliary fuel system is connected to the right main fuel tank plumbing above the right cabin door. AUXILIARY FUEL SYSTEM OPERATION. To operate the auxiliary fuel system, proceed as follows: PRE-FLIGHT CHECK: (1)	Turn on master switch and check fuel quantity indicator for reading. 6-1 AUXILIARY FUEL TANK SYSTEM SCHEMATIC WITH OPTIONAL Figure 6-1 6-2 (2)	Momentarily pull on transfer pump switch and listen for pump operation. Turn off master switch. (3)	Check quantity of fuel in tank for agreement with fuel quantity indicator. Fill tank for anticipated requirements. (4)	Drain small amount of fuel from fuel tank drain valve to check for possible water and sediment. DURING FLIGHT: (1)	Take-off, climb and land with fuel selector valve handle set on "BOTH" for maximum safety. (2)	After leveling off at cruise altitude, switch to "RIGHT" and operate from this tank until the fuel supply is exhausted. (3)	Switch to "LEFT" for operation, then pull on transfer pump switch and refill right main fuel tank from auxiliary tank. Push transfer pump switch off when fuel transfer is completed. NOTE Transfer of total fuel from the auxiliary tank will take from 45 minutes to 1 hour. (4)	Return fuel selector valve handle to "BOTH" position after refilling right tank, or if desired switch again to right main tank. IMPORTANT Do not operate the transfer pump with the fuel selector turned to either "BOTH or "RIGHT" positions. Total or partial engine stoppage will result from air being pumped into fuel lines after fuel transfer has been com- pleted. If the pump should accidentally be turned on with the fuel selector in either of these positions, and engine stoppage occurs, the engine will restart in from 3 to 5 seconds after turning off the transfer pump as the air in the fuel line will be evacuated rapidly. 6-3 COLD WEATHER EQUIPMENT WINTERIZATION KIT. For continuous operation in temperatures consistently below 20F, the Cessna winterization kit, available from your Cessna Dealer, should be installed to improve engine operation. GROUND SERVICE PLUG RECEPTACLE. A ground service plug receptacle may be installed to permit the use of an external power source for cold weather starting and during lengthy maintenance work on the electrical system. Before connecting a generator type external power source, it is im- portant that the master switch be turned on. This will enable the battery to absorb transient voltages which otherwise might damage the semicon- ductors in the electronic equipment. When using a battery type external power source, the master switch should be turned off to prevent an un- necessary power drain from the power source batteries to the airplane's battery. IMPORTANT Be certain that the polarity of any external power source or batteries is correct (positive to positive and negative to neg- ative). A polarity reversal will result in immediate damage to semiconductors in the airplane's electronic equipment. STATIC PRESSURE ALTERNATE SOURCE VALVE. A static pressure alternate source valve may be installed in the static system for use when the external static source is malfunctioning. This valve also permits draining condensate from the static lines. If erroneous instrument readings are suspected due to water or ice in the static pressure lines, the static pressure alternate source valve should be opened, thereby supplying static pressure from the cabin. Cabin pressures will vary, however, with open cabin ventilators or windows. The most adverse combinations will result in airspeed and altimeter variations of no more than 2 MPH and 15 feet, respectively. 6-4 RADIO SELECTOR SWITCHES RADIO SELECTOR SWITCH OPERATION. Operation of the radio equipment is normal as covered in the respec- tive radio manuals. When more than one radio is installed, an audio switching system is necessary. The operation of this switching system is described below. TRANSMITTER SELECTOR SWITCH. The transmitter selector switch (figure 6-2) is labeled "TRANS," and has two positions. When two transmitters are installed, it is nec- essary to switch the microphone to the radio unit the pilot desires to use for transmission. This is accomplished by placing the transmitter selector switch in the position corresponding to the radio unit which is to be used. SPEAKER-PHONE SWITCHES. The speaker-phone switches (figure 6-2) determine whether the output of the receiver in use is fed to the headphones or through the audio ampli- fier to the speaker. Place the switch for the desired receiving system either in the up position for speaker operation or in the down position for headphones. Figure 6-2. 6-5 AUTOPILOT-OMNI SWITCH. When a Nav-O-Matic autopilot is installed with two compatible omni receivers, an autopilot-omni switch is utilized. This switch selects the omni receiver to be used for the omni course sensing function of the auto- pilot. The switch is mounted just to the right of the autopilot control unit at the bottom of the instrument panel. The switch positions, labeled "OMNI 1" and "OMNI 2", correspond to the omni receivers in the radio panel stack. TRUE AIRSPEED INDICATOR A true airspeed indicator is available to replace the standard air- speed indicator in your airplane. The true airspeed indicator has a cali- brated rotatable ring which works in conjunction with the airspeed indi- cator dial in a manner similar to the operation of a flight computer. TO OBTAIN TRUE AIRSPEED, rotate ring until pressure altitude is aligned with outside air temperature in degrees Fahrenheit. Then read true airspeed on rotatable ring opposite airspeed needle. NOTE Pressure altitude should not be confused with indicated altitude. To obtain pressure altitude, set barometric scale on altimeter to "29. 92" and read pressure altitude opposite needle on altimeter. Be sure to return alti- meter barometric scale to original barometric setting after pressure altitude has been obtained. 6-6 ALPHABETICAL INDEX C After Landing, 1-4 Air Filter, Carburetor, 4-7 Air Filters, Gyro Instrument, 4-7 Airplane, before entering, 1-1 care, 4-2, 4-3 file, 4-5 ground handling, 4-1 inspection service-periods, 4-4 lubrication and servicing, 4-6, 4-7 mooring, 4-1 securing, 1-4 Airspeed Correction Table, 5-2 Airspeed Limitations, 3-2 Aluminum Surfaces, 4-3 Authorized Operations, 3-1 Auxiliary Fuel Tank System, 6-1 operation, 6-1 schematic, 6-2 B Baggage, Weight, inside front cover Battery, 4-7 Beacon, Rotating, 2-3 Before Entering Airplane, 1-1 Before Landing, 1-3 Before Starting Engine, 1-1 Before Take-off, 1-2, 2-6 magneto checks, 2-6 warm-up, 2-6 Brake Master Cylinders, 4-7 Capacity, fuel, inside covers, 2-1 oil, inside covers Carburetor, 2-2, 6-2 air filter, 4-7 Care, exterior, 4-2, 4-3 interior, 4-3 propeller, 4-3 Center of Gravity Moment Envelope, 3-6 Checks, Magneto, 2-6 Circuit Breakers, 2-3 Climb, 1-3, 2-8 data, 2-8, 5-3 go-around climb, 2-8 maximum performance, 1-3 normal, 1-3 speeds, 2-8 Cold Weather Equipment, 6-4 ground service receptacle, 6-4 static pressure alternate source valve, 6-4 winterization kit, 6-4 Cold Weather Operation, 2-10 flight operation, 2-12 starting, 2-10 Correction Table, Airspeed, 5-2 Crosswind Landing, 2-10 Cruise Performance (Climb Propeller), 5-5 Cruise Performance (Standard Propeller), 5-4 Cruise Performance, Optimum, 2-9 Cruising, 1-3, 2-9 Cylinders, Brake Master, 4-7 Index-1 Data, climb, 2-8, 5-3 fuel quantity, 2-1 landing, 5-6 take-off, 5-3 Diagram, exterior inspection, iv fuel system, 2-2, 6-2 principal dimensions, ii radio selector switches, 6-5 taxiing, 2-5 Dimensions, Principal, ii Dipstick, Oil, 4-6 Drain Knob, Fuel Strainer, 2-3 Drain Plug, Fuel Line, 4-7 Drain Plugs, Fuel Tank, 4-7 E Electrical System, 2-3 battery, 4-7 circuit breakers, 2-3 generator warning light, 2-3 ground service plug receptacle, 6-4 landing lights, 2-3 rotating beacon, 2-3 Empty Weight, inside front cover Engine, inside front cover before starting, 1-1 instrument markings, 3-3 oil screen, 4-7 operation limitations, 3-3 primer, 2-2, 6-2 starting, 1-2, 2-4 Envelope, Weight and Balance, 3-6 Equipment, Cold Weather, 6-4 Exterior Care, 4-2, 4-3 Exterior Inspection Diagram, iv File, Airplane, 4-5 Filters, Gyro Instrument Air, 4-7 Fuel Specification and Grade, inside back cover Fuel System, 2-1 auxiliary fuel system, 6-1 capacity, inside covers, 2-1 carburetor, 2-2, 6-2 fuel line drain plug, 4-7 fuel tank (auxiliary), 6-2 fuel tanks (main), 2-2, 6-2 fuel tank sump drains, 4-7 mixture control knob, 2-2, 6-2 primer, 2-2, 6-2 quantity data, 2-1 schematics, 2-2, 6-2 selector valve, 2-2, 6-2 strainer drain knob, 2-3 strainer, 2-2, 4-6, 4-7, 6-2 tank fillers, 4-6 throttle, 2-2, 6-2 transfer pump (auxiliary fuel), 6- 2 transfer pump switch, 6-2 G Generator Warning Light, 2-3 Go-Around Climb, 2-8 Gross Weight, inside front cover Ground Handling, 4-1 Ground Service Receptacle, 6-4 Gyro Instrument Air Filters, 4-7 H Handling Airplane on Ground, 4-1 Heating and Ventilation System, Cabin, 2-4 Index-2 Hot Weather Operation, 2-12 Hydraulic Fluid Specification, inside back cover I Inspection Diagram, Exterior, iv Inspection Service-Periods, 4-4 Instrument Markings, 3-3 Interior Care, 4-3 Maneuvers, Normal Category, 3-1 Maneuvers, Utility Category, 3-2 Markings, Instrument, 3-3 Master Cylinders, Brake, 4-7 Maximum Glide, 5-7 Maximum Performance Climb, 1-3 Maximum Performance Take-off, 1-2 Maximum Bate-of-Climb Data, 5-3 Mixture Control Knob, 2-2, 6-2 Moment Envelope, Center of Gravity, 3-6 Mooring Your Airplane, 4-1 L Landing, inside front cover, 2-10 after, 1-4 before, 1-3 crosswind, 2-10 data, 5-6 lights, 2-3 normal, 1-4 short field, 2-10 Let-Down, 1-3 Light, generator warning, 2-3 landing, 2-3 rotating beacon, 2-3 Limitations, Airspeed, 3-2 Limitations, Engine Operation, 3-3 Loading Graph, 3-5 Loading Problem, Sample, 3-4 Lubrication and Servicing Procedures, 4-6 M Magneto Checks, 2-6 N Normal Category, Maneuvers, 3-1 Normal Climb, 1-3 Normal Landing, 1-4 Normal Take-off, 1-2 Nose Gear, shock strut, 4-7 torque links, 4-7 o Oil Specification and Grade, inside back cover Oil System, capacity, inside covers filter, 4-7 oil filler and dipstick, 4-6 Operating Limitations, Engine, 3-3 Operation, Auxiliary Fuel Tank System, 6-1 Operation, Cold Weather, 2-10 Operations Authorized, 3-1 Optimum Cruise Performance, 2-9 Owner Follow-Up System, 4-8 Index-3 p Painted Surfaces, 4-2 Performance, Specifications, inside front cover Power Loading, inside front cover Primer, Engine, 2-2, 6-2 Principal Dimensions, ii Propeller, inside front cover care, 4-3 Q Quantity Data, Fuel, 2-1 R Radio Selector Switches, 6-5 autopilot-omni switch, 6-6 operation, 6-5 speaker-phone switches, 6-5 transmitter selector switch, 6- 5 Range, inside front cover Range and Cruise Performance, 5-4 Rate of Climb, inside front cover Receptacle, Ground Service, 6-4 Rotating Beacon, 2-3 Selector Valve, Fuel, 2-2, 6-2 Service Ceiling, inside front cover Servicing Intervals Check List 4-7 Servicing Procedures, 4-6 Servicing Requirements Table, inside back cover Shimmy Dampener, 4-7 Shock Strut, Nose Gear, 4-7 Short Field Landing, 2-10 Specification and Grade, fuel, inside back cover hydraulic fluid, inside back cover oil, inside back cover Specifications - Performance, inside front cover Speed, inside front cover Speed, Climb, 2-8 Stalling Speeds Chart, 5-2 Stalls, 2-10 Starting Engine, 1-2, 2-4 Static Pressure Alternate Source Valve, 6-4 Strainer, Fuel, 2-2, 4-6, 4-7, 6-2 Strainer Drain Knob, Fuel, 2-3 Suction Relief Valve Inlet Screen, 4-7 Surfaces, painted, 4-2 aluminum, 4-3 Switches, Radio Selector, 6-4, 6-5 System, auxiliary fuel tank, 6-1 cabin heating/ventilation, 2-4 electrical, 2-3 fuel, 2-1 owner follow-up, 4-8 s Sample Loading Problem, 3-4 Schematic, Auxiliary Fuel Tank System, 6-2 Schematic, Fuel System, 2-2 Secure Aircraft, 1-4 T Table of Contents, ill Take-off, inside front cover, 1-2, 2-6 before, 1-2, 2-6 Index-4 crosswind, 2-7 data, 5-3 maximum performance, 1-2 normal, 1-2 performance charts, 2-7 power check, 2-6 wing flap settings, 2-7 Taxiing, 2-6 diagram, 2-5 Throttle, 2-2, 6-2 Tire Pressures, inside back cover Torque Links, Nose Gear, 4-7 Transfer Pump (Auxiliary Fuel), 6-2 Transfer Pump Switch, 6-2 True Airspeed Indicator, 6-6 u Utility Category, Maneuvers, 3-2 V Vacuum System Air Filter, 4-7 Vacuum System Oil Separator, 4-7 Valve, Fuel Selector, 2-2, 6-2 w Warning Light, Generator, 2-3 Weight, empty, inside front cover gross, inside front cover Weight and Balance, 3-4 loading graph, 3-5 moment envelope, 3-6 sample loading problem, 3-4 Wheel Bearings, 4-7 Windshield and Windows, 4-2 Wing Loading, inside front cover Winterization Kit, 6-4 Index-5 WARRANTY The Cessna Aircraft Company (Cessna) warrants each new aircraft, including factory installed equipment and accessories, and warrants all new aircraft equipment and accessories bearing the name "Cessna," to be free from defects in material and work- manship under normal use and service. Cessna's obligation under this warranty is limited to supplying a part or parts to replace any part or parts which, within six (6) months after delivery of such aircraft or such aircraft equipment or accessories to the original retail purchaser or first user, shall be returned transportation charges prepaid to Cessna at Wichita, Kansas, or such other place as Cessna may designate and which upon examination shall dis- close to Cessna's satisfaction to have been thus defective. The provisions of this warranty shall not apply to any aircraft, equipment or accessories which have been subject to misuse, neg- ligence or accident, or which shall have been repaired or altered outside of Cessna's factory in any way so as in the judgment of Cessna to affect adversely its performance, stability or reliability. This warranty is expressly in lieu of any other warranties, ex- pressed or implied, including any implied warranty of merchant- ability or fitness for a particular purpose, and of any other ob- ligation or liability on the part of Cessna of any nature whatsoever and Cessna neither assumes nor authorizes any one to assume for it any other obligation or liability in connection with such aircraft, equipment and accessories. SERVICING REQUIREMENTS FUEL: AVIATION GRADE -- 80/87 MINIMUM GRADE CAPACITY EACH TANK -- 19. 5 GALLONS ENGINE OIL: AVIATION GRADE -- SAE 50 ABOVE 40F. SAE 30 BELOW 40F. (DETERGENT OIL, CONFORMING TO CONTINENTAL MOTORS SPECIFICATION MHS-24, MUST BE USED.) CAPACITY OF ENGINE SUMP -- 8 QUARTS (DO NOT OPERATE ON LESS THAN 6 QUARTS. TO MINIMIZE LOSS OF OIL THROUGH BREATHER, FILL TO 7 QUART LEVEL FOR NORMAL FLIGHTS OF LESS THAN 3 HOURS. FOR EXTENDED FLIGHT, FILL TO 8 QUARTS. IF OPTIONAL OIL FILTER IS INSTALLED, ONE ADDITIONAL QUART IS REQUIRED WHEN THE FILTER ELEMENT IS CHANGED.) HYDRAULIC FLUID: MIL-H-5606 HYDRAULIC FLUID TIRE PRESSURES: NOSE WHEEL MAIN WHEELS 26 PSI ON 5.00x5 TIRE 26 PSI ON 6. 00x6 TIRE 24 PSI ON 6.00x6 TIRES essna. -- SALFC and SERVICE^ "TAKE YOUR CESSNA HOME FOR SERVICE AT THE SIGN OF THE CESSNA SHIELD" CESSNA AIRCRAFT COMPANY WICHITA, KANSAS