vessna.
MODEL
MORE PEOPLE BUY AND
FLY CESSNA AIRPLANES
THAN ANY OTHER MAKE
WORLD'S LARGEST PRO-
DUCER OF GENERAL
AVIATION AIRCRAFT
SINCE 1956
OWNER’S
MANUAL
PERFORMANCE - SPECIFICATIONS
—	------- Model 172*
Skyhawk*
GROSS WEIGHT		. . . 2300 lbs	2300 lbs
SPEED:		
Top Speed at Sea Level		. . . 140 mph	144 mph
Cruise, 75% Power at 8000 ft	 RANGE:	. . . 135 mph	138 mph
Cruise, 75% Power at 8000 ft		. . . 635 ini	650 mi
38 Gallons, No Reserve	4. 7 hrs	4.7 hrs
	135 mph	138 mph
Cruise, 75% Power at 8000 ft		. . . 795 mi	815 mi
48 Gallons, No Reserve	5. 9 hrs	5.9 hrs
	135 mph	138 mph
Maximum Range at 10, 000 ft 		. . . 695 mi	700 mi
38 Gallons, No Reserve	6. 0 hrs	6.0 hrs
	116 mph	117 mph
Maximum Range at 10, 000 ft 		. . . 870 mi	875 mi
48 Gallons, No Reserve	7. 5 hrs	7. 5 hrs
	116 mph	117 mph
RATE OF CLIMB AT SEA LEVEL		. . . 645 fpm	645 fpm
SERVICE CEILING	 TAKE-OFF:	... 13, 100 ft	13, 100 ft
Ground Run 		... 865 ft	865 ft
Total Distance Over 50- Foot Obstacle . . . LANDING:	. . . 1525 ft	1525 ft
Ground Roll		... 520 ft	520 ft
Total Distance Over 50- Foot Obstacle . . . STALL SPEED:	. . . 1250 ft	1250 ft
Flaps Up, Power Off		... 57 mph	57 mph
Flaps Down, Power Off		... 49 mph	49 mph
EMPTY WEIGHT (Approximate)		. . . 1300 lbs	1345 lbs
USEFUL LOAD (Approximate)		. . - 1000 lbs	955 lbs
BAGGAGE 		... 120 lbs	120 lbs
WING LOADING: Pounds/Sq Foot		. . . 13.2	13.2
POWER LOADING: Pounds/HP	 FUEL CAPACITY: Total	. . .15.3	15.3
Standard Tanks		... 42 gal.	42 gal.
Optional Long Range Tanks		... 52 gal.	52 gal.
OIL CAPACITY: Total		... 8 qts	8 qts
PROPELLER: Fixed Pitch, Diameter	 ENGINE:	... 75 inches	75 inches
Lycoming Engine	 150 rated HP at 2700 RPM	. . . O-320-E2D	O-320-E2D
*This manual covers operation of the Model 172/Skyhawk which is certificated
as Model 172M under FAA Type Certificate No. 3A12. The manual also covers
operation of the Reims/Cessna F172 Skyhawk which is certificated as Model
F172M under French Type Certificate No. 25 and FAA Type Certificate No. A4EU.
D1016.13—RAND—7000-4/74
CONGRATULATIONS......
Welcome to the ranks of Cessna owners! Your Cessna has been designed and con-
structed to give you the most in performance, economy, and comfort. It is our de-
sire 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 information about your Cessna's
equipment, operating procedures, and performance; and suggestions for its servicing
and cafe. 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 Depart-
ment stands ready to serve you. The following services are offered by most Cessna
Dealers:
THE CESSNA WARRANTY -- It is designed to provide you with the most
comprehensive coverage possible:
a.	No exclusions
b.	Coverage includes parts and labor
c.	Available at Cessna Dealers world wide
d.	Best in the industry
Specific benefits and provisions of the warranty plus other Important
benefits for you are contained in your Customer Care Program book
supplied with your aircraft. Warranty service is available to you at
any authorized Cessna Dealer throughout the world upon presentation
of your Customer Care Card which establishes your eligibility under
the warranty.
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 SERVICING
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
TABLE OF CONTENTS
■___	____Page -
SECTION I - OPERATING CHECK LIST..... 1-1
SECTION II - DESCRIPTION AND
OPERATING DETAILS ........ 2-1
SECTION III - EMERGENCY PROCEDURES... 3-1
SECTION IV - OPERATING LIMITATIONS..... 4-1
SECTION V - CARE OF THE AIRPLANE..... 5-1
SECTION VI - OPERATIONAL DATA......... 6-1
SECTION VII- OPTIONAL SYSTEMS......... 7-1
This manual describes the operation and performance of
both the Cessna Model 172 and Skyhawk. Equipment de-
scribed as "Optional" denotes that the subject equipment
is optional on the Model 172. Much of this equipment is
standard on the Skyhawk model.
iii
Section /
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 aircraft's equipment, systems, and controls. This can best be done
by reviewing this equipment while sitting in the aircraft. 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 aircraft 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. An abbreviated check list
covering the "Before Take-Off" and "Before Landing" phases of aircraft
operation is provided on a plastic card and normally stowed in the map
compartment. This abbreviated check list is a convenient reference of
key items to be rechecked immediately prior to taxiing into position for
take-off and before entering the final approach for landing.
The flight and operational characteristics of your aircraft 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, II and HI are indicated airspeeds. Corresponding calibrated airspeeds
may be obtained from the Airspeed Correction Table in Section VI.
BEFORE ENTERING THE AIRPLANE.
(1)	Make an exterior inspection in accordance with figure 1-1.
1-1
5
Refer to inside back cover of this manual
for quantities, materials, and specifications
of frequently used service items.
EXTERIOR
INSPECTION
Note
Visually check aircraft for general condition during walk-
around inspection. 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
night flight is planned, check operation of all lights, and
make sure a flashlight is available.
(D a. Remove control wheel lock.
b.	Check ignition switch OFF.
c.	Turn on master switch and check fuel quantity indicators; then
turn off master switch.
d.	Check fuel selector valve handle on BOTH.
e.	Check baggage door for security. Lock with key if children are
to occupy child's seat.
Figure
1-2
(5)	a. Remove rudder gust lock, if installed.
b.	Disconnect tail tie-down.
c.	Check control surfaces for freedom of movement and security.
(3)	a. Check aileron for freedom of movement and security.
(7) a. Disconnect wing tie-down.
b.	Check main wheel tire for proper inflation.
c.	Visually check fuel quantity; then check fuel filler cap secure.
(?) a. Check oil level. Do not operate with less than six quarts. Fill
to eight quarts for extended flights.
b.	Before first flight of the day and after each refueling, drain
fuel strainer. With fuel selector valve turned to the left and
right tank positions, pull out strainer drain knob for about
four seconds to clear fuel system of possible water and sedi-
ment. After both tanks have been drained, make sure that
strainer drain is closed. If water is observed in these checks,
the system may contain additional water, and the fuel tank
sump drain plugs and fuel selector valve drain plug should be
removed to check for the presence of water.
c.	Check propeller and spinner for nicks and security.
d.	Check landing light(s) for condition and cleanliness.
e.	Check carburetor air filter for restrictions by dust or other
foreign matter.
f.	Check nose wheel strut and tire for proper inflation.
g.	Disconnect tie-down rope.
h.	Inspect flight instrument static source opening on side of
fuselage for stoppage (left side only).
(6)	a. Check main wheel tire for proper inflation.
b. Visually check fuel quantity, then check fuel filler cap secure.
(7)	a. Remove pitot tube cover, if installed, and check pitot tube
opening for stoppage.
b.	Check fuel tank vent opening for stoppage.
c.	Check stall warning vent opening for stoppage.
d.	Disconnect wing tie-down.
® a.
Check aileron for freedom of movement and security.
1-1.
1-3
BEFORE STARTING THE ENGINE.
(1)	Seats, Seat Belts and Shoulder Harnesses -- Adjust and lock.
(2)	Fuel Selector Valve — BOTH.
(3)	Brakes -- Test and set.
(4)	Radios and Electrical Equipment -- OFF.
STARTING THE ENGINE.
(1)	Mixture -- Rich.
(2)	Carburetor Heat -- Cold.
(3)	Primer — 2-6 strokes as required (none if engine is warm).
Close and lock primer.
(4)	Throttle -- Open 1/8".
(5)	Master Switch -- ON.
(6)	Propeller Area -- Clear.
(7)	Ignition Switch -- START (release when engine starts).
(8)	Oil Pressure — Check.
BEFORE TAKE-OFF.
(1)	Parking Brake -- Set.
(2)	Flight Controls -- Check for free and correct movement.
(3)	Fuel Selector Valve -- BOTH.
(4)	Elevator Trim Control Wheel — TAKE-OFF setting.
(5)	Throttle Setting -- 1700 RPM.
(6)	Engine Instruments and Ammeter -- Check.
(7)	Suction Gage -- Check (4. 6 to 5.4 inches of mercury).
(8)	Magnetos -- Check (RPM drop should not exceed 125 RPM on
either magneto or 50 RPM differential between magnetos).
(9)	Carburetor Heat -- Check operation.
(10)	Flight Instruments and Radios -- Set.
(11)	Optional Autopilot -- Off.
(12)	Throttle Friction Lock -- Adjust.
(13)	Cabin Doors and Window -- Closed and locked.
TAKE-OFF.
NORMAL TAKE-OFF.
(1)	Wing Flaps — 0°.
1-4
(2)	Carburetor Heat — Cold.
(3)	Power -- Full throttle.
(4)	Elevator Control -- Lift nose wheel at 60 MPH.
(5)	Climb Speed — 75 to 85 MPH.
MAXIMUM PERFORMANCE TAKE-OFF.
(1)	Wing Flaps -- 0°.
(2)	Carburetor Heat -- Cold.
(3)	Brakes -- Apply.
(4)	Power -- Full throttle.
(5)	Brakes -- Release.
(6)	Airplane Attitude -- Slightly tail low.
(7)	Climb Speed --68 MPH until all obstacles are cleared.
ENROUTE CLIMB.
(1)	Airspeed -- 80 to 90 MPH.
NOTE
If a maximum performance climb is necessary, use
speeds shown in the Maximum Rate-Of-Climb Data
chart in Section VI.
(2)	Power -- Full throttle.
(3)	Mixture -- Full rich (mixture may be leaned above 3000 feet).
CRUISING.
(1)	Power -- 2200 to 2700 RPM.
(2)	Elevator Trim Control Wheel -- Adjust.
(3)	Mixture -- Lean for maximum RPM.
LET-DOWN.
(1)	Mixture -- Rich.
(2)	Power -- As desired.
(3)	Carburetor Heat — As required to prevent carburetor icing.
1-5
BEFORE LANDING.
(1)	Fuel Selector Valve -- Both.
(2)	Mixture — Rich.
(3)	Carburetor Heat -- Apply full heat before closing throttle.
(4)	Wing Flaps — As desired.
(5)	Airspeed — 70 to 80 MPH (flaps up), 65 to 75 MPH (flaps down).
BALKED LANDING (GO-AROUND).
(1)	Power -- Full throttle.
(2)	Carburetor Heat -- Cold.
(3)	Wing Flaps -- Retract to 20°.
(4)	Upon reaching an airspeed of approximately 65 MPH, retract
flaps slowly.
NORMAL LANDING.
(1)	Touchdown — Main wheels first.
(2)	Landing Roll -- Lower nose wheel gently.
(3)	Braking -- Minimum required.
AFTER LANDING.
(1)	Wing Flaps -- Up.
(2)	Carburetor Heat -- Cold.
SECURING AIRCRAFT.
(1)	Parking Brake -- Set.
(2)	Radios and Electrical Equipment -- OFF.
(3)	Mixture — Idle cut-off (pulled full out).
(4)	Ignition and Master Switch -- OFF.
(5)	Control Lock — Installed.
1-6
INSTRUMENT PANEL
Lights and Switches (Opt.)
6.	Altimeter, Vertical Speed
Indicator (Opt.) and Tachometer
7.	Omni Course Indicators (Opt.)
and ADF Bearing Indicator (Opt.)
8.	Magnetic Compass
9.	Radio Selector Switches (Opt.)
10. Rear View Mirror (Opt.)
11.	Radios and Transponder (Opt.)
12.	Fuel and Oil Gages
13.	Over-Voltage Warning Light
14.	Ammeter (Opt.)
15.	Optional Instrument Space
16.	Radio (Opt.)
17.	Optional Radio Space
18.	Map Compartment
19.	Wing Flap Position Indicator
20.	Cigar Lighter
21.	Cabin Air/Heat Control Knobs
22.	Wing Flap Switch
23.	Static Pressure Alternate
Source Valve (Opt.)
29.	Throttle (With Friction Lock)
30.	Carburetor Heat Control Knob
31.	Electrical Switches
32.	Circuit Breakers
33.	Parking Brake Handle
34.	Optional Instrument Space
35.	Ignition/Starter Switch
36.	Instrument and Radio Dial
Light Rheostats
37.	Master Switch
38.	Primer
Figure 2-1.
1-8
Section II
DESCRIPTION AND OPERATING DETAILS
The following paragraphs describe the systems and equipment whose
function and operation is not obvious when sitting in the aircraft. This
section also covers in somewhat greater detail some of the items listed
in Check List form in Section I that require further explanation.
AD: G|C TO SIMCiLE. TANK OPC.iLat
UA£A>	§0«>0 KSU.
FUEL SYSTEM.
Fuel is supplied to the engine from two tanks, one in each wing.
With the fuel selector valve on BOTH, the total usable fuel for all flight
conditions is 38 gallons for the standard tanks.
Fuel from each wing tank flows by gravity to a selector valve. De-
pending upon the setting of the selector valve, fuel from the left, right,
or both tanks flows through a fuel strainer and carburetor to the engine
induction system.
The fuel selector valve should be in the BOTH position for take-off,
climb, landing, and maneuvers that involve prolonged slips or skids.
Operation from either LEFT or RIGHT tank is reserved for cruising
flight.
NOTE
With low fuel (l/8th tank or less), a prolonged steep de-
scent (1500 feet or more) with partial power, full flaps,
and 80 MPH or greater should be avoided due to the pos-
sibility of the fuel tank outlets being uncovered, causing
temporary fuel starvation. If starvation occurs, leveling
the nose should restore power within 20 seconds.
NOTE
When the fuel selector valve handle is in the BOTH po-
sition in cruising flight, unequal fuel flow from each
2-1
FUEL SYSTEM schematic
ENGINE
KNOB
Figure 2-2.
2-2
tank may occur if the wings are not maintained exactly
level. Resulting wing heaviness can be alleviated
gradually by turning the selector valve handle to the
tank in the "heavy" wing.
NOTE
It is not practical to measure the time required to con-
sume all of the fuel in one tank, and, after switching
to the opposite tank, expect an equal duration from the
remaining fuel. The airspace in both fuel tanks is in-
terconnected by a vent line (figure 2-2) and, therefore,
some sloshing of fuel between tanks can be expected
when the tanks are nearly full and the wings are not level.
For fuel system servicing information, refer to Servicing Require-
ments on the inside back cover.
LONG RANGE FUEL TANKS.
Special wings with long range fuel tanks are available to replace the
standard wings and fuel tanks for greater endurance and range. When
these tanks are installed, the total usable fuel for all flight conditions is
48 gallons.
ELECTRICAL SYSTEM.
Electrical energy is supplied by a 14-volt, direct-current system
powered by an engine-driven alternator (see figure 2-3). A 12- volt bat-
tery is located on the left-hand forward portion of the firewall. Power is
supplied to all electrical circuits through a split bus bar, one side con-
taining electronic systems and the other side having general electrical
systems. Both sides of the bus are on at all times except when either an
external power source is connected or the ignition/starter switch is turned
on; then a power contactor is automatically activated to open the circuit to
the electronic bus. Isolating the electronic circuits in this manner pre-
vents harmful transient voltages from damaging the transistors in the
electronic equipment.
MASTER SWITCH.
The master switch is a split-rocker type switch labeled MASTER,
and is ON in the up position and OFF in the down position. The right half
2-3
ELECTRICAL SYSTEM schematic
VOLTAGE
WARNING .
CIRCUIT
MASTER
SWITCH
REGULATOR
PRIMARY
AUTOMATIC PILOT (OPT)
RADIO (OPT)
RADIO (OPT)
RADIO (OPT)
RADIO (OPT)
RADIO (OPT)
AUD AMP
REVERSE POLARITY
CONTACTOR
SPLIT BUS
CONTACTOR
(NORMALLY CLOSED)
TO OVER-VOLTAGE WARNING
BREAKER

TO OVER-VOLTAGE SENSOR
ALT FIELD AND MASTER SWITCH

STARTER
CONTACTOR
VOLTAGE
SENSOR
CIGAR LIGHTER
(WITH CIRCUIT BREAKER)
GROUND SERVICE
PLUG RECEPTACLE
(OPT)





AUDIO AMPLIFIER (OPT)
FROM ALTERNATOR BUS
TO LANDING LIGHT(S) (OPT)
TO TRANSMITTER RELAY (OPT)
TO IGNITION-STARTER SWITCH
BATTERY
CONTACTOR
TO NAVIGATION LIGHTS AND
OPTIONAL CONTROL WHEEL
MAP LIGHT
RECORDER
(OPT)
TO FUEL QUANTITY INDICATORS
BATTERY
MAGNETOS
CODE
TO PITOT HEAT SYSTEM (OPT)
(H CIRCUIT BREAKER (PUSH-TO-RESET)
PITOT HT
OPTIONAL TURN COORDINATOR
Tyf OR OPTIONAL TURN AND BANK
CAPACITOR (NOISE FILTER)
INDICATOR
COORD
TO DOME AND OPTIONAL
COURTESY LIGHTS
TO WING FLAP POSITION
INDICATOR
TO COMPASS AND INSTRUMENT
IGNITION-
STARTER SWITCH

STARTER
PRESSURE
SWITCH
(OPT)
CLOCK (OPT)
NAVIGATION
LIGHT CIRCUIT
BREAKER
TO DOOR POST MAP LIGHT (OPT)
TO WING FLAP SYSTEM
STROBE LT
Figure 2-3.
2-4
of the switch, labeled BAT, controls all electrical power to the airplane.
The left half, labeled ALT controls the alternator.
Normally, both sides of the master switch should be used simulta-
neously; however, the BAT side of the switch could be turned ON sepa-
rately to check equipment while on the ground. The ALT side of the
switch, when placed in the OFF position, removes the alternator from
the electrical system. With this switch in the OFF position, the entire
electrical load is placed on the battery. Continued operation with the
alternator switch OFF will reduce battery power low enough to open the
battery contactor, remove power from the alternator field, and prevent
alternator restart.
AMMETER.
The ammeter indicates the flow of current, in amperes, from the
alternator to the battery or from the battery to the aircraft electrical
system. When the engine is operating and the master switch is ON,
the ammeter indicates the charging rate applied to the battery. In the
event the alternator is not functioning or the electrical load exceeds the
output of the alternator, the ammeter indicates the discharge rate of the
battery.
OVER-VOLTAGE SENSOR AND WARNING LIGHT.
The aircraft is equipped with an automatic over-voltage protection
system consisting of an over-voltage sensor behind the instrument panel
and a red warning light, labeled HIGH VOLTAGE, under the oil tempera-
ture and pressure gages.
In the event an over-voltage condition occurs, the over-voltage sen-
sor automatically removes alternator field current and shuts down the
alternator. The red warning light will then turn on, indicating to the
pilot that the alternator is not operating and the aircraft battery is supply-
ing all electrical power.
The over-voltage sensor may be reset by turning the master switch
off and back on again. If the warning light does not illuminate, normal
alternator charging has resumed; however, if the light does illuminate
again, a malfunction has occurred, and the flight should be terminated
as soon as practical.
The over-voltage warning light may be tested by momentarily turning
off the ALT portion of the master switch and leaving the BAT portion
2-5
turned on.
CIRCUIT BREAKERS AND FUSES.
The majority of electrical circuits in the airplane are protected by
"push-to-reset" circuit breakers mounted on the instrument panel. Ex-
ceptions to this are the optional clock and flight hour recorder circuits,
and the battery contactor closing (external power) circuit which have
fuses mounted adjacent to the battery. Also, the cigar lighter is protect-
ed by a manually reset type circuit breaker mounted directly on the back
of the lighter behind the instrument panel.
When more than one radio is installed, the radio transmitter relay
(which is a part of the radio installation) is protected by the navigation
lights circuit breaker labeled NAV LT. It is important to remember
that any malfunction in the navigation lights system which causes the cir-
cuit breaker to open will de-activate both the navigation lights and the
transmitter relay. In this event, the navigation light switch should be
turned off to isolate the circuit; then reset the circuit breaker to re-
activate the transmitter relay and permit its usage. Do not turn on the
navigation lights switch until the malfunction has been corrected.
LIGHTING EQUIPMENT.
EXTERIOR LIGHTING.
Conventional navigation lights are located on the wing tips and top of
the rudder. Optional lighting includes a single landing light or dual
landing/taxi lights in the cowl nose cap, a flashing beacon on the top of
the vertical fin, a strobe light on each wing tip, and two courtesy lights,
one under each wing, just outboard of the cabin door. The courtesy lights
are controlled by the dome light switch located on the overhead console.
All other exterior lights are controlled by rocker type switches located
on the left switch and control panel. The switches are ON in the up posi-
tion and OFF in the down position.
The flashing beacon should not be used when flying through clouds or
overcast; the flashing light reflected from water droplets or particles in
the atmosphere, particularly at night, can produce vertigo and loss of
orientation.
The two high intensity strobe lights will enhance anti- collision pro-
tection. However, the lights should be turned off when taxiing in the
2-6
vicinity of other aircraft, or during flight through clouds, fog or haze.
INTERIOR LIGHTING.
Illumination of the instrument panel is provided by red flood lighting
in the forward portion of the overhead console. The magnetic compass
and radio equipment have integral lighting. A dual rheostat control on the
left switch and control panel operates these lights. The inner knob, la-
beled PANEL, operates the instrument panel and compass lighting. The
outer knob, labeled RADIO, controls all radio lighting.
A cabin dome light is located in the overhead console, and is operated
by a switch adjacent to the light. To turn the light on, move the switch to
the right. This will also operate the optional courtesy lights.
An optional map light may be mounted on the bottom of the pilot's
control wheel. The light illuminates the lower portion of the cabin, just
forward of the pilot, and is helpful when checking maps and other flight
data during night operations. To operate the light, first turn on the NAV
LT switch, then adjust the map light's intensity with the disk type rheostat
control located on the bottom of the control wheel.
A doorpost map light is also offered as optional equipment, and is
located at the top of the left forward doorpost. The light contains both
red and white bulbs, and may be positioned to illuminate any area de-
sired by the pilot. A switch on the left forward doorpost is labeled RED,
OFF, and WHITE. Placing the switch in the top position will provide a
red light. In the bottom position, standard white lighting is provided.
The center position is OFF.
WING FLAP SYSTEM.
The wing flaps are electrically operated by a flap motor located in
the right wing. Flap position is controlled by a switch, labeled WING
FLAPS on the lower center portion of the instrument panel. Flap posi-
tion is shown by an indicator on the lower right portion of the instrument
panel below the right control wheel position.
To extend the wing flaps, the flap switch must be depressed and held
in the DOWN position until the desired degree of extension is reached.
Releasing the switch allows it to return to the center off position. Normal
full flap extension in flight will require approximately 9 seconds. After
the flaps reach maximum extension or retraction, limit switches will
2-7
automatically shut off the flap motor.
To retract the flaps, place the flap switch in the UP position. The
switch will remain in the UP position without manual assistance due to an
over-center design of the switch. Full flap retraction in flight requires
approximately 7 seconds. More gradual flap retraction can be accom-
plished by intermittent operation of the flap switch to the UP position.
After full retraction, the switch is normally returned to the center off
position.
CABIN HEATING, VENTILATING AND
DEFROSTING 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 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
extending down each side of the cabin to an outlet at the front door post at
floor level. Windshield defrost air is also supplied by a duct leading from
the cabin manifold. Two knobs control sliding valves in the defroster out-
let and permit regulation of defroster airflow.
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.
SHOULDER HARNESSES.
Shoulder harnesses are provided as standard equipment for the pilot
and front seat passenger, and as optional equipment for the rear seat
passengers.
2-8
Each front seat harness is attached to a rear door post just above
window line and is stowed behind a stowage sheath mounted above the
cabin door. To stow each front seat harness, fold the free end and place
it behind the sheath. The optional rear seat shoulder harnesses are at-
tached just behind the lower corners of the aft side windows. Each har-
ness is stowed behind a stowage sheath located above the aft side window.
To use the front and rear seat shoulder harnesses, fasten and adjust
the seat belt first. Remove the harness from the stowed position, and
lengthen as required by pulling on the end of the harness and the narrow
release strap. Snap the harness metal stud firmly into the retaining slot
adjacent to the seat belt buckle. Then adjust to length by pulling down on
the free end of the harness. A properly adjusted harness will permit the
occupant to lean forward enough to sit completely erect but is tight enough
to prevent excessive forward movement and contact with objects during
sudden deceleration. Also, the pilot will want the freedom to reach all
controls easily.
Releasing and removing the shoulder harness is accomplished by
pulling upward on the narrow release strap and removing the harness
stud from the slot in the seat belt buckle. In an emergency, the shoulder
harness may be removed by releasing the seat belt first and pulling the
harness over the head by pulling up on the release strap.
STARTING ENGINE.
During engine starting, open the throttle approximately 1/8 inch. In
warm temperatures, one or two strokes of the primer should be sufficient.
In cold weather, up to six strokes of the primer may be necessary. If
the engine is warm, no priming will be required. In extremely cold tem-
peratures, it may be necessary to continue priming while cranking the
engine.
Weak intermittent firing 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
2-9
TAXIING DIAGRAM
USE UP AILERON
ON LH WING AND
NEUTRAL ELEVATOR
USE DOWN AILERON
ON RH WING AND
DOWN ELEVATOR
NEUTRAL ELEVATOR
USE DOWN AILERON
ON LH WING AND
DOWN ELEVATOR
CODE
NOTE
WIND DIRECTION
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 2-4.
2-10
engine) it will not fire at all, and additional priming will be necessary.
As soon as the cylinders begin to fire, open the throttle slightly to keep
it running.
After starting, if the oil gage does not begin to show pressure within
30 seconds in the summertime and about twice that long in very cold
weather, stop engine and investigate. Lack of oil pressure can cause
serious engine damage. After starting, avoid the use of carburetor
heat unless icing conditions prevail.
NOTE
Additional details for cold weather starting and operation
may be found under Cold Weather Operation in this section.
TAXIING.
When taxiing, it is important that speed and use of brakes be held to
a minimum and that all controls be utilized (see Taxiing Diagram, figure
2-4) to maintain directional control and balance.
The carburetor heat control knob should be pushed full in during all
ground operations unless heat is absolutely necessary. When the knob is
pulled out to the heat position, air entering the engine is not filtered.
Taxiing over loose gravel or cinders should be done at low engine
speed to avoid abrasion and stone damage to the propeller tips.
BEFORE TAKE-OFF.
WARM-UP.
If the engine accelerates smoothly, the aircraft is ready for take-off.
Since the engine is closely cowled for efficient in-flight engine cooling,
precautions should be taken to avoid overheating during prolonged engine
operation on the ground. Also, long periods of idling may cause fouled
spark plugs.
MAGNETO CHECK.
The magneto check should be made at 1700 RPM as follows. Move
2-11
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 posi-
tion, note RPM and return the switch to the BOTH position. RPM drop
should not exceed 125 RPM on either magneto or show greater than 50
RPM differential between magnetos. If there is a doubt concerning opera-
tion of the ignition system, RPM checks at higher engine speeds will usu-
ally confirm whether a deficiency exists.
An absence of RPM drop may be an indication of faulty grounding of
one side of the ignition system or should be cause for suspicion that the
magneto timing is set in advance of the setting specified.
ALTERNATOR CHECK.
Prior to flights where verification of proper alternator and voltage
regulator operation is essential (such as night or instrument flights), a
positive verification can be made by loading the electrical system momen-
tarily (3 to 5 seconds) with the optional landing light (if so equipped), or
by operating the wing flaps during the engine runup (1700 RPM). The am-
meter will remain within a needle width of zero if the alternator and vol-
tage regulator are operating properly.
TAKE-OFF.
POWER CHECK.
It is important to check full-throttle engine operation early in the
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 2270 to 2370 RPM with carburetor heat off and mixture full
rich.
NOTE
Carburetor heat should not be used during take-off
unless it is absolutely necessary for obtaining smooth
engine acceleration.
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
2-12
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 V under propeller care.
Prior to take-off from fields above 3000 feet elevation, the mixture
should be leaned to give maximum RPM in a full-throttle, static runup.
After full throttle is applied, adjust the throttle friction lock clock-
wise to prevent the throttle from creeping back from a maximum power
position. Similar friction lock adjustments should be made as required in
other flight conditions to maintain a fixed throttle setting.
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. If 10° of flaps are used for minimum
ground runs, it is preferable to leave them extended rather than retract
them in the climb to the obstacle. In this case, use an obstacle clearance
speed of 65 MPH. As soon as the obstacle is cleared, the flaps may be
retracted as the airplane accelerates to the normal flaps-up climb speed
of 80 to 90 MPH.
During a high altitude take-off in hot weather where climb would be
marginal with 10° flaps, it is recommended that the flaps not be used for
take-off. Flap settings greater than 10° are not recommended at any
time for take-off.
PERFORMANCE CHARTS.
Consult the Take-Off Data chart in Section VI for take-off distances
under various gross weight, altitude, headwind, temperature, and run-
way surface conditions.
CROSSWIND TAKE-OFFS.
Take-offs into strong crosswinds normally are performed with the
minimum flap setting necessary 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
2-13
possible settling back to the runway while drifting. When clear of the
ground, make a coordinated turn into the wind to correct for drift.
ENROUTE CLIMB.
CLIMB DATA.
For detailed data, refer to the Maximum Rate-Of-Climb Data chart
in Section VI.
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 below
3000 feet and may be leaned above 3000 feet for smoother engine opera-
tion or to obtain maximum RPM for maximum performance climb. The
maximum rate-of-climb speeds range from 91 MPH at sea level to 80
MPH at 10, 000 feet. If an enroute obstruction dictates the use of a steep
climb angle, climb at 75 MPH with flaps retracted.
NOTE
Steep climbs at low speeds should be of short duration
to improve engine cooling.
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 or the OPERATIONAL DATA, Section VI.
Cruising can be done more efficiently at high altitudes because of
lower air density and therefore higher true airspeeds for the same power.
This is illustrated in the Maximum Cruise Speed Performance table,
which shows performance at 75% power at various altitudes.
To achieve lean mixture fuel consumption figures shown in Section VI,
the mixture should be leaned as follows: pull mixture control out until RPM
peaks and begins to fall off, then enrichen slightly back to peak RPM.
Carburetor ice, as evidenced by an unexplained drop in RPM, can be
removed by application of full carburetor heat. Upon regaining the origi-
2-14
MAXIMUM CRUISE SPEED PERFORMANCE 75% POWER		
ALTITUDE	RPM	TRUE AIRSPEED
Sea Level	2500	128
4000 Feet	2600	133
8000 Feet	2700	138
nal RPM (with heat off), use the minimum amount of heat (by trial and
error) 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 in-
gestion or carburetor ice. The mixture setting should be readjusted for
smoothest operation.
In extremely heavy rain, the use of partial carburetor heat (control
approximately 2/3 out), and part throttle (closed at least one inch), may
be necessary to retain adequate power. Power changes should be made
cautiously followed by prompt adjustment of the mixture for smoothest
operation.
STALLS.
The stall characteristics are conventional and aural warning is 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 6-2 as calibrated airspeeds since indicated
airspeeds are unreliable near the stall.
SPINS.
Intentional spins are approved in this aircraft in the Utility Category
only. Although this aircraft is inherently resistant to spins, the follow-
2-15
ing techniques may be used to perform intentional spins for training or
practice. To obtain a clean entry, decelerate the aircraft at a faster rate
than is used for stalls. Then, just as the stall occurs, apply full up ele-
vator, full rudder in the desired spin direction, and momentarily use full
engine power. As the aircraft begins to spin, reduce the power to idle
and maintain full pro-spin elevator and rudder deflections. The applica-
tion of ailerons in the direction of the desired spin may also help obtain
a clean entry.
During extended spins of two to three turns or more, the spin will
tend to change into a spiral, particularly to the right. This will be ac-
companied by an increase in airspeed and gravity loads on the aircraft.
If this occurs, recovery should be accomplished quickly by leveling the
wings and recovering from the resulting dive.
To recover from an intentional or inadvertent spin, use the following
procedure:
(1)	Retard throttle to idle position.
(2)	Apply full rudder opposite to the direction of rotation.
(3)	After one-fourth turn, move the control wheel forward of neutral
in a brisk motion.
(4)	As the rotation stops, neutralize the rudder, and make a smooth
recovery from the resulting dive.
Intentional spins with flaps extended are prohibited.
LANDINGS.
Normal landings are made power-off with any flap setting desired.
Steep slips should be avoided with flap settings greater than 20° due to
a slight tendency for the elevator to oscillate under certain combinations
of airspeed, sideslip angle, and center of gravity loadings.
NOTE
Carburetor heat should be applied prior to any signi-
ficant reduction or closing of the throttle.
NORMAL LANDING.
Landings should be made on the main wheels first to reduce the land-
ing speed and subsequent need for braking in the landing roll. The nose
2-16
wheel is lowered to the runway gently after the speed has diminshed to
avoid unnecessary nose gear loads. This procedure is especially im-
portant in rough or soft field landings.
SHORT FIELD LANDING.
For short field landings, make a power-off approach at approximately
70 MPH indicated airspeed with 40° of flaps. Touchdown should be made
on the main wheels first. Immediately after touchdown, lower the nose
gear to the ground and apply heavy braking as required. For maximum
brake effectiveness after all three wheels are on the ground, retract the
flaps, hold full nose up elevator and apply maximum possible brake
pressure without sliding the tires.
CROSSWIND LANDING.
When landing in a strong crosswind, use the minimum flap setting
required for the field length. If flap settings greater than 20° are used in
sideslips with full rudder deflection, some elevator oscillation may be
felt at normal approach speeds. However, this does not affect control of
the aircraft. Although the crab or combination method of drift correction
may be used, the wing-low method gives the best control. After touch-
down, hold a straight course with the steerable nose wheel 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 knots can be handled with safety.
BALKED LANDING (GO-AROUND).
In a balked landing (go-around) climb, reduce the wing flap setting
to 20° immediately after full power is applied. If the flaps were-extended
to 40°, the reduction to 20° may be approximated by placing the flap
switch in the UP position for two seconds and then returning the switch
to neutral. If obstacles must be cleared during the go-around climb,
leave the wing flaps in the 10° to 20° range until the obstacles are cleared.
After clearing any obstacles, the flaps may be retracted as the aircraft
accelerates to the normal flaps-up climb speed of 80 to 90 MPH.
2-17
COLD WEATHER OPERATION.
STARTING.
Prior to starting on a cold morning, it is advisable to pull the pro-
peller through several times by hand to "break loose" or "limber" the
oil, thus conserving battery energy.
NOTE
When pulling the propeller through by hand, treat it as if
the ignition switch is turned on. A loose or broken ground
wire on either magneto could cause the engine to fire.
In extremely cold (0°F and lower) weather, the use of an external pre-
heater and an external power source are recommended whenever possible
to obtain positive starting and to reduce wear and abuse to the engine and
electrical system. Pre-heat will thaw the oil trapped in the oil cooler,
which probably will be congealed prior to starting in extremely cold tem-
peratures. When using an external power source, the position of the
master switch is important. Refer to Section VII under Ground Service
Plug Receptacle for operating details.
Cold weather starting procedures are as follows:
With Preheat:
(1)	With ignition switch OFF and throttle closed, prime the engine
four to eight strokes as the propeller is being turned over by hand.
NOTE
Use heavy strokes of primer for best atomization of fuel.
After priming, push primer all the way in and turn to
locked position to avoid possibility of engine drawing fuel
through the primer.
(2)	Propeller Area -- Clear.
(3)	Master Switch -- ON.
(4)	Mixture -- Full rich.
(5)	Throttle — Open 1/8".
(6)	Ignition Switch -- START.
(7)	Release ignition switch to BOTH when engine starts.
(8)	Oil Pressure -- Check.
2-18
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)	Propeller Area -- Clear.
(3)	Master Swtich -- ON.
(4)	Mixture -- Full rich.
(5)	Ignition Switch -- START.
(6)	Pump throttle rapidly to full open twice. Return to 1/8"
open position.
(7)	Release ignition switch to BOTH when engine starts.
(8)	Continue to prime engine until it is running smoothly, or
alternately pump throttle rapidly over first 1/4 to total travel.
(9)	Oil Pressure — Check.
(10)	Pull carburetor heat knob full on after engine has started.
Leave on until engine is running smoothly.
(11)	Lock Primer.
NOTE
If the engine does not start during the first few attempts,
or if the engine firing diminishes in strength, it is probable
that the spark plugs have been frosted over. Preheat
must be used before 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
aircraft is ready for take-off.
FLIGHT OPERATIONS.
Take-off is made normally with carburetor heat off. Avoid excessive
leaning in cruise.
2-19
Carburetor heat may be used to overcome any occasional engine
roughness due to ice.
When operating in sub-zero temperature, avoid using partial carbu-
retor heat. Partial heat may increase the carburetor air temperature to
the 32° to 70°F range, where icing is critical under certain atmospheric
conditions.
Refer to Section VII for cold weather equipment.
HOT WEATHER OPERATION.
Refer to the general warm temperature starting information under
Starting Engine in this section. Avoid prolonged engine operation on the
ground.
NOISE ABATEMENT.
Increased emphasis on improving the quality of our environment re-
quires renewed effort on the part of all pilots to minimize the effect of air-
craft noise on the public.
We, as pilots, can demonstrate our concern for environmental im-
provement, by application of the following suggested procedures, and
thereby tend to build public support for aviation:
(1)	Pilots operating aircraft under VFR over outdoor assemblies
of persons, recreational and park areas, and other noise-sensitive
areas should make every effort to fly not less than 2, 000 feet above
the surface, weather permitting, even though flight at a lower level
may be consistent with the provisions of government regulations.
(2)	During departure from or approach to an airport, climb after
take-off and descent for landing should be made so as to avoid pro-
longed flight at low altitude near noise-sensitive areas.
NOTE
The above recommended procedures do not apply where they
would conflict with Air Traffic Control clearances or instruc-
tions, or where, in the pilot's judgement, an altitude of less
than 2, 000 feet is necessary for him to adequately exercise
his duty to see and avoid other aircraft.
2-20
Section III
EMERGENCY PROCEDURES
Emergencies caused by aircraft or engine malfunctions are extreme-
ly rare if proper pre-flight inspections and maintenance are practiced.
Enroute weather emergencies can be minimized or eliminated by careful
flight planning and good judgement when unexpected weather is encounter-
ed. However, should an emergency arise the basic guidelines described
in this section should be considered and applied as necessary to correct
the problem.
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS.
Malfunctions in the electrical power supply system can be detected
by periodic monitoring of the ammeter and over-voltage warning light;
however, the cause of these malfunctions is usually difficult to determine.
A broken alternator drive belt or wiring is most likely the cause of alter-
nator failures, although other factors could cause the problem. A dam-
aged or improperly adjusted voltage regulator can also cause malfunctions.
Problems of this nature constitute an electrical emergency and should be
dealt with immediately. Electrical power malfunctions usually fall into
two categories: excessive rate of charge and insufficient rate of charge.
The paragraphs below describe the recommended remedy for each situa-
tion.
EXCESSIVE RATE OF CHARGE.
After engine starting and heavy electrical usage at low engine speeds
(such as extended taxiing) the battery condition will be low enough to ac-
cept above normal charging during the initial part of a flight. However,
after thirty minutes of cruising flight, the ammeter should be indicating
less than two needle widths of charging current. If the charging rate
were to remain above this value on a long flight, the battery would over-
heat and evaporate the electrolyte at an excessive rate. Electronic com-
ponents in the electrical system could be adversely affected by higher
than normal voltage if a faulty voltage regulator setting is causing the
3-1
overcharging. To preclude these possibilities, an over-voltage sensor
will automatically shut down the alternator and the over-voltage warning
light will illuminate if the charge voltage reaches approximately 16 volts.
Assuming that the malfunction was only momentary, an attempt should be
made to reactivate the alternator system. To do this, turn both sides of
the master switch off and then on again. If the problem no longer exists,
normal alternator charging will resume and the warning light will go off.
If the light comes on again, a malfunction is confirmed. In this event,
the flight should be terminated and/or the current drain on the battery
minimized because the battery can supply the electrical system for only
a limited period of time. If the emergency occurs at night, power must
be conserved for later use of the landing light and flaps during landing.
INSUFFICIENT RATE OF CHARGE.
If the ammeter indicates a continuous discharge rate in flight, the
alternator is not supplying power to the system and should be shut down
since the alternator field circuit may be placing an unnecessary load on
the system. All non-essential equipment should be turned OFF and the
flight terminated as soon as practical.
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 carburetor heat knob full out until the engine runs smoothly;
then remove carburetor heat and readjust the throttle. If conditions re-
quire the continued use of carburetor heat in cruise flight, use the mini-
mum amount of heat necessary to prevent ice from forming and lean the
mixture slightly for smoothest engine operation.
SPARK PLUG FOULING.
An 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 ignition switch momentarily from BOTH to either LEFT or
RIGHT position. An obvious power loss in single ignition operation is
evidence of spark plug or magneto trouble. Assuming that spark plugs
are the more likely cause, lean the mixture to the normal lean setting for
cruising flight. If the problem does not clear up in several minutes, de-
3-2
termine if a richer mixture setting will produce smoother operation. If
not, proceed to the nearest airport for repairs using the BOTH position
of the ignition switch unless extreme roughness dictates the use of a sin-
gle ignition position.
MAGNETO MALFUNCTION.
A sudden engine roughness or misfiring is usually evidence of mag-
neto problems. Switching from BOTH to either LEFT or RIGHT ignition
switch position will identify which magneto is malfunctioning. Select dif-
ferent power settings and enrichen the mixture to determine if continued
operation on BOTH magnetos is practicable. If not, switch to the good
magneto and proceed to the nearest airport for repairs.
LOW OIL PRESSURE.
If low oil pressure is accompanied by normal oil temperature, there
is a possibility the oil pressure gage or relief valve is malfunctioning. A
leak in the line to the gage is not necessarily cause for an immediate pre-
cautionary landing because an orifice in this line will prevent a sudden
loss of oil from the engine sump. However, a landing at the nearest air-
port would be advisable to inspect the source of trouble.
If a total loss of oil pressure is accompanied by a rise in oil tempera-
ture, there is reason to suspect an engine failure is imminent. Reduce
engine power immediately and select a suitable forced landing field.
Leave the engine running at low power during the approach, using only
the minimum power required to reach the desired touchdown spot.
FORCED LANDINGS.
PRECAUTIONARY LANDING WITH ENGINE POWER.
Before attempting an "off airport" landing, one should drag the land-
ing area at a safe but low altitude to inspect the terrain for obstructions
and surface conditions, proceeding as follows:
(1)	Drag over selected field with flaps 20° and 70 MPH airspeed,
noting the preferred area for touchdown for the next landing approach.
Then retract flaps after well clear of all obstacles.
(2)	On downwind leg, turn off all switches except the ignition and
master switches.
3-3
(3)	Approach with flaps 40° at 70 MPH.
(4)	Unlatch cabin doors prior to final approach.
(5)	Before touchdown, turn off ignition and master switches.
(6)	Land in a slightly tail-low attitude.
EMERGENCY LANDING WITHOUT ENGINE POWER.
If an engine stoppage occurs, establish a flaps up glide at 80 MPH.
If time permits, attempt to restart the engine by checking for fuel quan-
tity, proper fuel selector valve position, and mixture control setting.
Also check that engine primer is full in and locked and ignition switch is
properly positioned.
If all attempts to restart the engine fail, and a forced landing is im-
minent, select a suitable field and prepare for the landing as follows:
(1)	Pull mixture control to idle cut-off position.
(2)	Turn fuel selector valve handle to OFF.
(3)	Turn off all switches except master switch.
(4)	Airspeed — 70 to 80 MPH (flaps up).
(5)	Extend wing flaps as necessary within gliding distance of field.
(6)	Airspeed -- 65 to 75 MPH (flaps down).
(7)	Turn off master switch.
(8)	Unlatch cabin doors prior to final approach.
(9)	Land in a slightly tail-low attitude.
(10)	Apply heavy braking while holding full up elevator.
DITCHING.
Prepare for ditching by securing or jettisoning heavy objects located
in the baggage area, and collect folded coats or cushions for protection of
occupant's face at touchdown. Transmit Mayday message on 121. 5 MHz.,
giving location and intentions.
(1)	Plan approach into wind if winds are high and seas are heavy.
With heavy swells and light wind, land parallel to swells.
(2)	Approach with flaps 40° and sufficient power for a 300 ft. /min.
rate of descent at 70 MPH.
(3)	Unlatch the cabin doors.
(4)	Maintain a continuous descent until touchdown in level attitude.
Avoid a landing flare because of difficulty in judging aircraft height
over a water surface.
(5)	Place folded coat or cushion in front of face at time of touchdown.
(6)	Evacuate aircraft through cabin doors. If necessary, open win-
3-4
dow to flood cabin compartment for equalizing pressure so that door
can be opened.
(7)	Inflate life vests and raft (if available) after evacuation of cabin.
The aircraft can not be depended on for flotation for more than a
few minutes.
DISORIENTATION IN CLOUDS.
When flying in marginal weather, if the airplane is not equipped with
gyro horizon and directional gyro instruments, the pilot will have to rely
on the turn coordinator or the turn and bank indicator if he inadvertently
flies into clouds. The following instructions assume than only one of the
latter two instruments is available.
EXECUTING A 180° TURN IN CLOUDS.
Upon entering the clouds, an immediate plan should be made to turn
back as follows:
(1)	Note the time of the minute hand and observe the position of the
sweep second hand on the clock.
(2)	When the sweep second hand indicates the nearest half-minute,
initiate a standard rate left turn, holding the turn coordinator sym-
bolic airplane wing opposite the lower left index mark for 60 seconds.
Then roll back to level flight by leveling the miniature airplane.
(3)	Check accuracy of the turn by observing the compass heading
which should be the reciprocal of the original heading.
(4)	If necessary, adjust heading primarily with skidding motions
rather than rolling motions so that the compass will read more ac-
curately.
(5)	Maintain altitude and airspeed by cautious application of elevator
control. Avoid over controlling by keeping the hands off the control
wheel and steering only with rudder.
EMERGENCY LET-DOWNS THROUGH CLOUDS.
If possible, obtain radio clearance for an emergency descent through
clouds. To guard against a spiral dive, choose an easterly or westerly
heading to minimize compass card swings due to changing bank angles.
In addition, keep hands off the control wheel and steer a straight course
with rudder control by monitoring the turn coordinator. Occasionally
3-5
check the compass heading and make minor corrections to hold an approxi-
mate course. Before descending into the clouds, set up a stabilized let-
down condition as follows:
(1)	Apply full rich mixture.
(2)	Use full carburetor heat.
(3)	Reduce power to set up a 500 to 800 ft./min. rate of descent.
(4)	Adjust the elevator trim tab for a stabilized descent at 90 MPH.
(5)	Keep hands off the control wheel.
(6)	Monitor turn coordinator and make corrections by rudder alone.
(7)	Check trend of compass card movement and make cautious cor-
rections with rudder to stop the turn.
(8)	Upon breaking out of clouds, resume normal cruising flight.
RECOVERY FROM A SPIRAL DIVE.
If a spiral is encountered, proceed as follows:
(1)	Close the throttle.
(2)	Stop the turn by using coordinated aileron and rudder control to
align the symbolic airplane in the turn coordinator with the hoyizon
reference line.
(3)	Cautiously apply elevator back pressure to slowly reduce the in-
dicated airspeed to 90 MPH.
(4)	Adjust the elevator trim control to maintain a 90 MPH glide.
(5)	Keep hands off the control wheel, using rudder control to hold a
straight heading.
(6)	Apply carburetor heat.
(7)	Clear engine occasionally, but avoid using enough power to dis-
turb the trimmed glide.
(8)	Upon breaking out of clouds, apply normal cruising power and
resume flight.
FIRES.
ENGINE FIRE DURING START ON GROUND.
Improper starting procedures such as pumping the throttle during a
difficult cold weather start can cause a backfire which could ignite fuel
that has accumulated in the intake duct. In this event, proceed as follows:
(1)	Continue cranking in an attempt to get a start which would suck
3-6
the flames and accumulated fuel through the carburetor and into the
engine.
(2)	If the start is successful, run the engine at 1700 RPM for a few
minutes before shutting it down to inspect the damage.
(3)	If engine start is unsuccessful, continue cranking for two or
three minutes with throttle full open while ground attendants obtain
fire extinguishers.
(4)	When ready to extinguish fire, release the starter switch and
turn off master switch, ignition switch, and fuel selector valve handle.
(5)	Smother flames with fire extinguisher, seat cushion, wool blan-
ket, or loose dirt. If practical try to remove carburetor air filter
if it is ablaze.
(6)	Make a thorough inspection of fire damage, and repair or re-
place damaged components before conducting another flight.
ENGINE FIRE IN FLIGHT.
Although engine fires are extremely rare in flight, the following steps
should be taken if one is encountered:
(1)	Pull mixture control to idle cut-off.
(2)	Turn off fuel selector valve handle.
(3)	Turn off master switch.
(4)	Establish a 120 MPH glide.
(5)	Close cabin heat control.
(6)	Select a field suitable for a forced landing.
(7)	If fire is not extinguished, increase glide speed in an attempt to
find an airspeed that will provide an incombustible mixture.
(8)	Execute a forced landing as described in paragraph Emergency
Landing Without Engine Power. Do not attempt to restart the engine.
ELECTRICAL FIRE IN FLIGHT.
The initial indication of an electrical fire is the odor of burning in-
sulation. The immediate response should be to turn off the master switch.
Then close off ventilating air as much as practicable to reduce the chances
of a sustained fire.
If electrical power is indispensable for the flight, an attempt may be
made to identify and cut off the defective circuit as follows:
(1)	Master Switch -- OFF.
3-7
(2)	All other switches (except ignition switch) — OFF
(3)	Check condition of circuit breakers to identify faulty circuit if
possible. Leave faulty circuit deactivated.
(4)	Master Switch — ON.
(5)	Select switches ON successively, permitting a short time delay
to elapse after each switch is turned on until the short circuit is
localized.
(6)	Make sure fire is completely extinguished before opening venti-
lators.
FLIGHT IN ICING CONDITIONS.
Although flying in known icing conditions is prohibited, an unexpected
icing encounter should be handled as follows:
(1)	Turn on pitot heat switch (if installed).
(2)	Turn back or change altitude to obtain an outside air temperature
that is less conducive to icing.
(3)	Pull cabin heat control full out and adjust sliding valves in de-
froster outlet to obtain windshield defroster heat and airflow. In-
crease the flow of heated air by limited use of the cabin air control.
(4)	Open the throttle to increase engine speed and minimize ice
build up on propeller blades.
(5)	Watch for signs of carburetor air filter ice and apply carburetor
heat as required. An unexplained loss in engine speed could be
caused by carburetor ice or air intake filter ice.
(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 one quarter inch or more on the wing
leading edges, be prepared for significantly higher stall speed.
(8)	Leave wing flaps retracted. With a severe ice build-up on the
horizontal tail, the change in wing wake airflow direction caused by
wing flap extension could result in a loss of elevator effectiveness.
(9)	Open left window and, if practical, scrape ice from a portion of
the windshield for visibility in the landing approach.
(10)	Perform a landing approach using a forward slip, if necessary,
for improved visibility.
(11)	Approach at 75 to 85 MPH, depending upon the amount of ice ac-
cumulation.
(12)	Avoid steep turns during the landing approach.
(13)	Perform a landing in level attitude.
3-8
EMERGENCY LOCATOR TRANSMITTER (ELT).
The ELT consists of a self-contained dual-frequency radio trans-
mitter and battery power supply, and is activated by an impact of 5g or
more as may be experienced in a crash landing. The ELT emits an omni-
directional signal on the international distress frequencies of 121. 5 and
243. 0 MHz. General aviation and commercial aircraft, the FAA, and
CAP monitor 121. 5 MHz, and 243. 0 MHz is monitored by the military.
Following a crash landing, the ELT should function continuously under
ideal conditions for 48 hours with line-of-sight transmission up to 100
miles at 10, 000 feet.
The ELT is readily identified as a bright orange unit mounted behind
a cover in the aft baggage compartment on the right side of the fuselage.
To gain access to the unit, pull out on the black fasteners on the bottom
of the cover and remove the cover. The ELT is operated by a control
panel at the forward facing end of the unit (see figure 3-1).
ELT OPERATION.
(1)	NORMAL OPERATION: As long as the function selector switch
remains in the ARM position, the ELT automatically activates follow-
ing an impact of 5g or more.
(2)	ELT FAILURE: If "g" switch actuation is questioned following a
minor crash landing, gain access to the ELT and place the function
selector switch in the ON position.
(3)	PRIOR TO SIGHTING RESCUE AIRCRAFT: Conserve aircraft
battery. Do not activate Nav/Com transceiver.
(4)	AFTER SIGHTING RESCUE AIRCRAFT: Place ELT function se-
lector switch in the OFF position, preventing radio interference.
Attempt contact with rescue aircraft with the Nav/Com transceiver
set to a frequency of 121. 5 MHz. If no contact is established, return
the function selector switch to ON immediately.
(5)	FOLLOWING RESCUE: Place ELT function selector switch in
the OFF position, terminating emergency transmissions.
(6)	INADVERTENT ACTIVATION: Following a lightning strike or an
exceptionally hard landing, the ELT may activate although no emer-
gency exists. Select 121. 5 MHz on your Nav/Com transceiver. If
3-9
1. COVER - Removable for access to battery.
2. FUNCTION SELECTOR SWITCH (3-position toggle switch):
ON - Activates transmitter instantly. Used for test purposes
and if "g" switch is inoperative.
OFF - Deactivates transmitter. Used during shipping, storage
and following rescue.
ARM - Activates transmitter only when "g" switch receives 5g
or more impact.
3. ANTENNA RECEPTACLE - Connection to antenna mounted on
top of the tailcone.
Figure 3-1.
the ELT can be heard transmitting, place the function selector switch
in the OFF position; then immediately return the switch to ARM.
3-10
Section IV
___________________
_____________________________________
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. 172M.
The airplane may be equipped for day, night, VFR, or IFR operation.
Your Cessna Dealer will be happy to assist you in selecting equipment
best suited to your needs.
Your airplane must be operated in accordance with all FAA-approved
markings and placards in the airplane. If there is any information in this
section which contradicts the FAA-approved markings and placards, it is
to be disregarded.
MANEUVERS - NORMAL CATEGORY.
This airplane is certificated in both the normal and utility category.
The normal category is applicable to airplanes intended for non-aerobatic
operations. These include any maneuvers incidental to normal flying,
stalls (except whip stalls) and turns in which the angle of bank is not
more than 60°. In connection with the foregoing, the following gross
weight and flight load factors apply:
Gross Weight.................................. 2300 lbs
Flight Load Factor
♦Flaps Up............................+3.8	-1.52
♦Flaps Down..........................+3.0
♦The design load factors are 150% of the above, and in
all cases, the structure meets or exceeds design loads.
4-1
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 maximum
entry speeds for maneuvers as shown:
Gross Weight . .
Flight Load Factor
Flaps Up . .
Flaps Down .
. . 2000 lbs
+4.4	-1.76
+3.0
In the utility category, the baggage compartment and rear seat must
not be occupied. No aerobatic maneuvers are approved except those list-
ed below:
MANEUVER
RECOMMENDED ENTRY SPEED*
_____________________
____________
Chandelles................................120 mph (104 knots)
Lazy Eights..............................120 mph (104 knots)
Steep Turns..............................112 mph ( 97 knots)
Spins.......................................Slow Deceleration
Stalls (Except Whip Stalls)....................Slow Deceleration
*Abrupt use of the controls is prohibited above 112 MPH.
Aerobatics that may impose high loads should not be attempted. The
important thing to bear in mind in flight maneuvers is that the aircraft is
clean in aerodynamic design and will build up speed quickly with the nose
down. Proper speed control is an essential requirement for execution of
any maneuver, and care should always be exercised to avoid excessive
speed which in turn can impose excessive loads. In the execution of all
maneuvers, avoid abrupt use of controls. Intentional spins with flaps ex-
tended are prohibited.
4-2
AIRSPEED LIMITATIONS (CAS).
The following is a list of the certificated calibrated airspeed (CAS)
limitations for the aircraft.
Never Exceed Speed (glide or dive,	smooth air)..........182	MPH
Maximum Structural Cruising Speed...................... 145	MPH
Maximum Speed, Flaps Extended.......................... 100	MPH
♦Maneuvering Speed...................................... 112	MPH
♦The maximum speed at which you may use abrupt
control travel.
AIRSPEED INDICATOR MARKINGS.
The following is a list of the certificated calibrated airspeed mark-
ings (CAS) for the aircraft.
Never Exceed (glide or dive, smooth air) .
Caution Range.........................
Normal Operating Range..................
Flap Operating Range....................
. . .182 MPH (red line)
145-182 MPH (yellow arc)
61-145 MPH (green arc)
54-100 MPH (white arc)
ENGINE OPERATION LIMITATIONS.
Power and Speed.......................150	BHP at 2700 RPM
ENGINE INSTRUMENT MARKINGS.
OIL TEMPERATURE GAGE.
Normal Operating Range
Maximum Allowable .
OIL PRESSURE GAGE.
Minimum Idling . . .
Normal Operating Range
Maximum...........
. . Green Arc
245°F (red line)
. . 25 psi (red line)
60-90 psi (green arc)
. 100 psi (red line)
4-3
FUEL QUANTITY INDICATORS.
Empty (2. 0 gallons unusable each tank)	............
E (red line)
TACHOMETER.
Normal Operating Range:
At sea level............... 2200-2500 RPM (inner green arc)
At 5000 feet............... 2200-2600 RPM (middle green arc)
At 10, 000 feet............. 2200-2700 RPM (outer green arc)
Maximum Allowable....................... 2700 RPM (red line)
CARBURETOR AIR TEMPERATURE GAGE (OPT).
Icing Range......................-15° to 5°C (yellow arc)
WEIGHT AND BALANCE.
The following information will enable you to operate your Cessna
within the prescribed weight and center of gravity limitations. To figure
weight and balance, use the Sample Loading Problem, Loading Graph,
and Center of Gravity Moment Envelope as follows:
Take the licensed empty weight and moment from appropriate weight
and balance records carried in your airplane, and write them down in the
column titled YOUR AIRPLANE on the Sample Loading Problem.
NOTE
The licensed empty weight and moment are recorded
on the Weight and Balance and Installed Equipment
Data sheet, or on revised weight and balance records,
and are included in the aircraft file. In addition to
the licensed empty weight and moment noted on these
records, the c. g. arm (fuselage station) is also shown,
but need not be used on the Sample Loading Problem.
The moment which is shown must be divided by 1000
and this value used as the moment/1000 on the
loading problem.
Use the Loading Graph to determine the moment/1000 for each addi-
tional item to be carried, then list these on the loading problem.
4-4
NOTE
Loading Graph information for the pilot, passengers
and baggage is based on seats positioned for average
occupants and baggage loaded in the center of the
baggage area as shown on the Loading Arrangements
diagram. For loadings which may differ from these,
the Sample Loading Problem lists fuselage stations
for these items to indicate their forward and aft c. g.
range limitation (seat travel or baggage area limi-
tation). Additional moment calculations, based on
the actual weight and c. g. arm (fuselage station) of the
item being loaded, must be made if the position of the
load is different from that shown on the Loading Graph.
Total the weights and moments/1000 and plot these values on the
Center of Gravity Moment Envelope to determine whether the point falls
within the envelope, and if the loading is acceptable.
LOADING
ARRANGEMENTS
* Pilot or passenger center of gravity
on adjustable seats positioned for
average occupant. Numbers in paren-
theses indicate forward and aft limits
of occupant center of gravity range.
** Arm measured to the center of the
areas shown.
NOTE: The rear cabin wall (approximate station 108)
or aft baggage wall (approximate station 142)
can be used as convenient interior reference
points for determining the location of baggage
area fuselage stations.
STATION
STANDARD
SEATING
STATION
OPTIONAL
SEATING
4-5
4-6
SAMPLE LOADING PROBLEM	SAMPLE AIRPLANE			YOUR AIRPLANE	
	Weight (lbs.)	Moment (lb. - ins. /1000)		Weight (lbs.)	Moment (lb. - ins. /1000)
1.	Licensed Empty Weight (Use the data pertaining to your airplane as it is presently equipped. Includes unusable fuel.)	 2.	Oil (8 Qts. - The weight of full oil may be used for all calculations. 8 Qts. - 15 Lbs. at -0. 2 Moment/1000)	 3.	Usable Fuel (At 6 Lbs./Gal.) Standard Tanks (38 Gal. Maximum)	 Long Range Tanks (48 Gal. Maximum)	 4.	Pilot and Front Passenger (Station 34 to 46) .... 5.	Rear Passengers	 6.	*Baggage Area 1 or Passenger on Child's Seat (Station 82 to 108) 120 Lbs. Max	 7.	*Baggage Area 2 (Station 108 to 142) 50 Lbs. Max. . .	1366	53.8		I	S3. A
	15	-0.2		15	-0.2
	228	10.9		2 Z-S	
					
	340	12.6			
	340	24.8			
	11	1.0			
					
8. TOTAL WEIGHT AND MOMENT	2300	102.9			
9. Locate this point (2300 at 102.9) on the Center of Gravity Moment Envelope,
and since this point falls within the envelope, the loading is acceptable.
*	note
The maximum allowable combined weight capacity for baggage areas 1 and 2 is 120 lbs.
l-p
4-8
Section A
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 preventive 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 nose wheel. When towing with a vehicle, do not
exceed the nose gear turning angle of 30° either side of center, or dam-
age to the gear will result. 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
wheel tire or deflated strut will also increase tail height.
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 rings and secure each
rope to a ramp tie-down.
5-1
(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 cleaned with an aircraft
windshield cleaner. Apply the cleaner sparingly with soft cloths, and rub
with moderate pressure until all dirt, oil scum and bug stains are re-
moved. Allow the cleaner to dry, then wipe it off with soft flannel cloths.
If a windshield cleaner is not available, the plastic can be cleaned
with soft cloths moistened with Stoddard solvent to remove oil and grease.
NOTE
Never use gasoline, benzine, alcohol, acetone, carbon
tetrachloride, fire extinguisher or anti-ice fluid, lacquer
thinner or glass cleaner to clean the plastic. These ma-
terials will attack the plastic and may cause it to craze.
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 clean-
ing 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.
PAINTED SURFACES.
The painted exterior surfaces of your new Cessna have a durable,
long lasting finish and, under normal conditions, require no polishing or
buffing. Approximately 15 days are required for the paint to cure com-
pletely; in most cases, the curing period will have been completed prior
to delivery of the airplane. In the event that polishing or buffing is re-
quired within the curing period, it is recommended that the work be done
by someone experienced in handling uncured paint. Any Cessna Dealer
can accomplish this work.
5-2
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. Harsh or abrasive soaps or detergents which cause
corrosion or scratches should never be used. Remove stubborn oil and
grease with a cloth moistened with Stoddard solvent.
Waxing is unnecessary to keep the painted surfaces bright. However,
if desired, the airplane may be waxed with a good 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.
When the airplane is parked outside in cold climates and it is neces-
sary to remove ice before flight, care should be taken to protect the paint-
ed surfaces during ice removal with chemical liquids. A 50-50 solution of
isopropyl alcohol and water will satisfactorily remove ice accumulations
without damaging the paint. A solution with more than 50% alcohol is
harmful and should be avoided. While applying the de-icing solution, keep
it away from the windshield and cabin windows since the alcohol will
attack the plastic and may cause it to craze.
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,
naphtha, 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. Small nicks on the propeller, particu-
larly near the tips and on the leading edges, should be dressed out as
soon as possible since these nicks produce stress concentrations, and if
5-3
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.
Don't 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
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.
If your airplane is equipped with leather seating, cleaning of the seats
is accomplished using a soft cloth or sponge dipped in mild soap suds.
The soap suds, used sparingly, will remove traces of dirt and grease.
The soap should be removed with a clean damp cloth.
The plastic trim, headliner, instrument panel and control knobs need
only be wiped off with a damp cloth. Oil and grease on the control wheel
and control knobs can be removed with a cloth moistened with Stoddard
solvent. Volatile solvents, such as mentioned in paragraphs on care of
the windshield, must never be used since they soften and craze the plastic.
MAA PLATE/FINISH AND TRIM PLATE.
Information concerning the Type Certificate Number (TC), Production
Certificate Number (PC), Model Number and Serial Number of your par-
5-4
ticular aircraft can be found on the MAA (Manufacturers Aircraft Associ-
ation) plate located on the lower part of the left forward door post.
A Finish and Trim plate contains a code describing the interior color
scheme and exterior paint combination of the aircraft. The code may be
used in conjunction with an applicable Parts Catalog if finish and trim in-
formation is needed. This plate is located adjacent to the MAA plate on
the left forward door post.
AIRCRAFT FILE.
There are miscellaneous data, information and licenses that are a
part of the aircraft 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 ensure that all data requirements are met.
A.	To be displayed in the aircraft at all times:
(1)	Aircraft Airworthiness Certificate (FAA Form 8100-2).
(2)	Aircraft Registration Certificate (FAA Form 8050-3).
(3)	Aircraft Radio Station License, if transmitter installed (FCC
Form 556).
B.	To be carried in the aircraft at all times:
(1)	Weight and Balance, and associated papers (latest copy of the
Repair and Alteration Form, FAA Form 337, if applicable).
(2)	Aircraft Equipment List.
C.	To be made available upon request:
(1)	Aircraft Log Book.
(2)	Engine Log Book.
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 aircraft should check with
their own aviation officials to determine their individual requirements.
Cessna recommends that these items, plus the Owner's Manual,
Power Computer, Pilot's Check List, Customer Care Program book and
Customer Care Card, be carried in the aircraft at all times.
5-5
FLYABLE STORAGE.
Aircraft placed in non-operational storage for a maximum of 30 days
or those which receive only intermittent operational use for the first 25
hours are considered in flyable storage status. Every seventh day during
these periods, the propeller should be rotated by hand through five revolu-
tions. This action "limbers" the oil and prevents any accumulation of cor-
rosion on engine cylinder walls.
IMPORTANT
For maximum safety, check that the ignition switch is
OFF, the throttle is closed, the mixture control is in
the idle cut-off position, and the airplane is secured
before rotating the propeller by hand. Do not stand
within the arc of the propeller blades while turning
the propeller.
After 30 days, the aircraft should be flown for 30 minutes or a ground
runup should be made just long enough to produce an oil temperature within
the lower green arc range. Excessive ground runup should be avoided.
Engine runup also helps to eliminate excessive accumulations of water
in the fuel system and other air spaces in the engine. Keep fuel tanks full
to minimize condensation in the tanks. Keep the battery fully charged to
prevent the electrolyte from freezing in cold weather. If the aircraft is to
be stored temporarily, or indefinitely, refer to the Service Manual for
proper storage procedures.
INSPECTION REQUIREMENTS.
As required by 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
commercially (for hire) must have a complete inspection every 100 hours
of operation.
In lieu of the above requirements, an aircraft may be inspected in
accordance with a progressive inspection schedule, which allows the work
load to be divided into smaller operations that can be accomplished in
shorter time periods.
5-6
The CESSNA PROGRESSIVE CARE PROGRAM has been developed to
provide a modern progressive inspection schedule that satisfies the com-
plete aircraft inspection requirements of both the 100 HOUR and ANNUAL
inspections as applicable to Cessna aircraft.
CESSNA PROGRESSIVE CARE.
The Cessna Progressive Care Program has been designed to help you
realize maximum utilization of your aircraft at a minimum cost and down-
time. Under this program, your aircraft is inspected and maintained in
four operations at 50-hour intervals during a 200-hour period. The op -
erations are recycled each 200 hours and are recorded in a specially pro-
vided Aircraft Inspection Log as each operation is conducted.
The Cessna Aircraft Company recommends Progressive Care for air-
craft that are being flown 200 hours or more per year, and the 100-hour
inspection for all other aircraft. The procedures for the Progressive
Care Program and the 100-hour inspection have been carefully worked
out by the factory and are followed by the Cessna Dealer Organization.
The complete familiarity of Cessna Dealers with Cessna equipment and
factory-approved procedures provides the highest level of service possible
at lower cost to Cessna owners.
CESSNA CUSTOMER CARE PROGRAM.
Specific benefits and provisions of the CESSNA WARRANTY plus other
important benefits for you are contained in your CUSTOMER CARE
PROGRAM book supplied with your aircraft. You will want to thoroughly
review your Customer Care Program book and keep it in your aircraft at
all times.
Coupons attached to the Program book entitle you to an initial inspec-
tion and either a Progressive Care Operation No. 1 or the first 100-hour
inspection within the first 6 months of ownership at no charge to you. If
you take delivery from your Dealer, the initial inspection will have been
performed before delivery of the aircraft to you. If you pick up your air-
craft at the factory, plan to take it to your Dealer reasonably soon after
you take delivery, so the initial inspection may be performed allowing the
Dealer to make any minor adjustments which may be necessary.
5-7
You will also want to return to your Dealer either at 50 hours for your
first Progressive Care Operation, or at 100 hours for your first 100-hour
inspection depending on which program you choose to establish for your
aircraft. 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 aircraft accomplish this work.
SERVICING REQUIREMENTS.
For quick and ready reference, quantities, materials, and specifica-
tions for frequently used service items (such as fuel, oil, etc.) are shown
on the inside back cover of this manual.
In addition to the EXTERIOR INSPECTION covered in Section I,
COMPLETE servicing, inspection, and test requirements for your air-
craft are detailed in the aircraft Service Manual. The Service Manual
outlines all items which require attention at 50, 100, and 200 hour in-
tervals plus those items which require servicing, inspection, and/or
testing at special intervals.
Since Cessna Dealers conduct all service, inspection, and test pro-
cedures in accordance with applicable Service Manual, it is recommended
that you contact your Dealer concerning these requirements and begin
scheduling your aircraft for service at the recommended intervals.
Cessna Progressive Care ensures that these requirements are
accomplished at the required intervals to comply with the 100-hour or
ANNUAL inspection as previously covered.
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 aircraft is being operated.
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, in the form of
Service Letters, directly from the Cessna Customer Services Department.
5-8
A subscription form is supplied in your Customer Care Program book 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, efficient, low-cost service.
PUBLICATIONS.
Various publications and flight operation aids are furnished in the
aircraft when delivered from the factory. These items are listed below.
•	CUSTOMER CARE PROGRAM BOOK
•	OWNER'S MANUALS FOR YOUR
AIRCRAFT
AVIONICS AND AUTOPILOT
•	POWER COMPUTER
•	SALES AND SERVICE DEALER DIRECTORY
Tne following additional publications, plus many other supplies that
are applicable to your aircraft, are available from your Cessna Dealer.
•	SERVICE MANUALS AND PARTS CATALOGS FOR YOUR
AIRCRAFT
ENGINE AND ACCESSORIES
AVIONICS AND AUTOPILOT
Your Cessna Dealer has a current catalog of all Customer Services
Supplies that are available, many of which he keeps on hand. Supplies
which are not in stock, he will be happy to order for you.
5-9
Section H
OPERATIONAL DATA
The operational data shown on the following pages are compiled from
actual tests with the aircraft and engine in good condition and using aver-
age piloting technique. You will find this data a valuable aid when plan-
ning your flights.
A power setting selected from the range chart 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.
Cruise and range performance shown in this section is based on the
use of a McCauley 1C160/DTM7553 (or CTM7553) propeller and a standard
equipped Skyhawk. Other conditions for the performance data are shown
in the chart headings. Allowances for fuel reserve, headwinds, take-off
and climb, and variations in mixture leaning technique should be made and
are in addition to those shown on the chart. Other indeterminate variables
such as carburetor metering characteristics, engine and propeller condi-
tions, externally-mounted optional equipment and turbulence of the atmo-
sphere 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 Power Computer supplied with your air-
craft. With the Power Computer, you can easily take into account temper-
ature variations from standard at any flight altitude.
6-1
AIRSPEED CORRECTION TABLE												
	IAS	40	50	60	70	80	90	100	110	120	130	140
FLAPS UP	CAS	53	58	64	72	79	88	97	107	117	127	137
FLAPS DOWN	CAS	49	55	63	72	81	90	100	•		•	•
Figure 6-1.
STALL SPEEDS - MPH CAS
					
	CONDITION	0°	— ANGLE C 20°	J F 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
POWER OFF — AFT CG
Figure 6-2.
6-2
6-3
TAKE-OFF DATA TAKE-OFF DISTANCE FROM HARD SURFACE RUNWAY WITH FLAPS UP																
GROSS WEIGHT POUNDS	IAS AT 50' MPH	HEAD WIND KNOTS	AT SEA LEVEL & 59°F			AT 2500 FT. L 50° F				AT 5000 FT. & 41°F			AT 7500 FT. L 32°F			
			GROUND RUN	TOTAL TO CLEAR 50 FT OBS		GROUND RUN		TOTAL TO CLEAR 50 FT OBS		GROUND RUN	TOTAL TO CLEAR 50 FT OBS		GROUND RUN		TOTAL TO CLEAR 50 FT OBS	
2300	68	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	
2000	63	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	
1700	58	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	
NOTES: 1. Increase distance 10% for each 25°F above standard temperature for particular altitude. 2. For operation on a dry, grass runway, increase distances (both "ground run" and "total to clear 50 ft. obstacle”) by 7% of the "total to clear 50 ft. obstacle" figure.																
MAXIMUM RATE-OF-CLIMB DATA																
GROSS WEIGHT POUNDS	AT SEA LEVEL L 59°F			AT 5000 FT. L 41°F					AT 10,000 FT. L 23°F			AT 15,000 FT. L 5°F				
	IAS MPH	RATE OF CLIMB FT/MIN	GAL. 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
2300	91	645	1.0	85	435		2.6		80	230	4.8	73		20		11.5
2000	88	840	1.0	81	610		2.2		75	380	3.6	68		155		6.3
1700	83	1085	1.0	77	825		1.9		70	570	2.9	64		315		4.4
NOTES: 1. Flaps up, full throttle, mixture leaned for smooth operation above 3000 ft. 2.	Fuel used includes warm up and take-off allowance. 3.	For hot weather, decrease rate of climb 20 ft./min. for each 10°F above standard day temperature for particular altitude.																
Figure 6-3.
CRUISE PERFORMANCE 	 SKYHAWK 								Gross Weight- 2300 Lbs. Standard Conditions Zero Wind Lean Mixture		
NOTE: Maximum cruise is normally limited to 7 5% power. Cruise speeds for the standard Model 172 are 1 to 3 MPH lower than shown with the maximum difference occurring at higher powers.									
ALTITUDE	RPM	% BHP	TAS MPH	GAL/ HOUR	38 GAL (NO RESERVE)			48 GAL (NO RESERVE)	
					ENDR. HOURS	RANGE MILES		ENDR. HOURS	RANGE MILES
2500	2700 2600 2500 2400 2300 2200	87 78 70 63 57 51	139 133 128 122 116 109	9.6 8.6 7.7 7. 1 6.6 6.2	3.9 4.4 4.9 5.3 5.7 6. 1	545 590 630 655 665 665		5.0 5.6 6.2 6.7 7.2 7.7	690 745 795 825 840 840
5000	2700 2600 2500 2400 2300 2200	81 73 66 60 54 48	138 133 128 121 114 107	8.9 8.1 7.4 6.8 6.4 6.0	4.3 4.7 5.	1 5.6 5.9 6.	3	585 630 655 675 675 675		5.4 6.0 6. 5 7.0 7.5 8.0	740 795 830 850 855 850
7500	2700 2600 2500 2400 2300	76 69 63, 57 51	138 133 126 119 112	8.4 7.6 7. 1 6.6 6.2	4.5 5.0 5.4 5.8 6. 1	630 660 675 685 685		5.7 6. 3 6.8 7.3 7.8	795 835 855 865 865
10, 000	2700 2600 2500 2400 2300	72 66 59 54 48	138 131 124 117 110	7.9 7.3 6.8 6.4 6.0	4.8 5.2 5. 6 6.0 6.3	665 685 695 700 700		6.1 6.6 7.1 7. 5 8.0	840 860 875 880 880
12, 500	2650 2500 2400	65 56 51	132 122 115	7.2 6. 5 6.2	5.3 5.8 6.2	'	695 710 710		6.	6 7.	3 7.8	880 895 895
Figure 6-4.
6-4
LANDING DATA LANDING DISTANCE ON HARD SURFACE RUNWAY NO WIND - 40° FLAPS - POWER OFF									
GROSS WEIGHT LBS.	APPROACH IAS MPH	AT SEA LEVEL & 59°F		AT 2500 FT. & 50°F		AT 5000 FT. & 41 °F		AT 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	70	520	1250	560	1310	605	1385	650	1455
NOTES: 1. Reduce landing distance 10% for each 5 knot headwind. 2. For operation on a dry, grass runway, increase distances (both "ground roll" and "total to clear 50 ft. obstacle") by 20% of the "total to clear 50 ft. obstacle" figure.									
6-5
Figure 6-5.
• SPEED 80 MPH (IAS)
MAXIMUM GLIDE • PROPELLER WINDMILLING
• FLAPS UP • ZERO WIND
GROUND DISTANCE (STATUTE MILES)
Figure 6-6.
6-6
Section HI
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.
COLD WEATHER EQUIPMENT
WINTERIZATION KIT.
For continuous operation in temperatures consistently below 20°F,
the Cessna winterization kit, available from your Cessna Dealer,
should be installed to improve engine operation. The kit consists of
two baffles which attach to the engine air intakes in the cowling, a re-
strictive cover plate for the oil cooler air inlet in the right rear vertical
engine baffle, and insulation for the crankcase breather line. Once in-
stalled, the crankcase breather insulation is approved for permanent use
in both cold and hot weather.
GROUND SERVICE PLUG RECEPTACLE.
A ground service plug receptacle may be installed to permit use of an
external power source for cold weather starting and during lengthy main-
tenance work on the airplane electrical system (with the exception of elec-
tronic equipment).
NOTE
Electrical power for the airplane electrical circuits is pro-
7-1
vided through a split bus bar having all electronic circuits
on one side of the bus and other electrical circuits on the
other side of the bus. When an external power source is
connected, a contactor automatically opens the circuit to
the electronic portion of the split bus bar as a protection
against damage to the transistors in the electronic equip-
ment by transient voltages from the power source. There-
fore, the external power source can not be used as a source
of power when checking electronic components.
Just before connecting an external power source (generator type or bat-
tery cart), the master switch should be turned on.
The ground service plug receptacle circuit incorporates a polarity
reversal protection. Power from the external power source will flow only
if the ground service plug is correctly connected to the airplane. If the
plug is accidentally connected backwards, no power will flow to the air-
plane's electrical system, thereby preventing any damage to electrical
equipment.
The battery and external power circuits have been designed to com-
pletely eliminate the need to "jumper” across the battery contactor to
close it for charging a completely "dead" battery. A special fused circuit
in the external power system supplies the needed "jumper" across the
contacts so that with a "dead" battery and an external power source ap-
plied, turning on the master switch will close the battery contactor.
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.
If erroneous instrument readings are suspected due to water or ice
in the static pressure lines, the static pressure alternate source valve
control knob located below the wing flap switch should be opened, thereby
supplying static pressure from the cabin. Cabin pressures will vary,
however, with open cabin ventilators or windows. The most adverse com-
binations will result in airspeed and altimeter variations of no more than
2 MPH and 15 feet, respectively.
7-2
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, labeled TRANS, has two positions.
When two transmitters are installed, it is necessary to switch the micro-
phone to the radio unit the pilot desires to use for transmission. This is
accomplished by placing the transmitter selector switch in the position
corresponding to the radio unit which is to be used. The up position
selects the upper transmitter and the down position selects the lower
transmitter.
RADIO SELECTOR SWITCHES
SELECTOR SWITCH	SWITCHES CONTROL SPEAKER-PHONE
FUNCTION OF COMMUNICATION AND
NAVIGATION EQUIPMENT IN RADIO
STACK ON INSTRUMENT PANEL.
Figure 7-1.
7-3
The installation of Cessna radio equipment provides certain audio
back-up capabilities and transmitter selector switch functions that the
pilot should be familiar with. When the transmitter selector switch is
placed in position 1 or 2, the audio amplifier of the corresponding trans-
ceiver is utilized to provide the speaker audio for all radios. If the audio
amplifier in the selected transceiver fails, as evidenced by loss of speaker
audio for all radios, place the transmitter selector switch in the other
transceiver position. Since an audio amplifier is not utilized for head-
phones, a malfunctioning amplifier will not affect headphone operation.
SPEAKER PHONE SWITCHES.
The speaker-phone switches determine whether the output of the
receiver in use is fed to the headphones or through the audio amplifier
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 head-
phones .
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 up position selects the upper omni receiver in the radio panel
stack and the down position selects the lower omni receiver.
MICROPHONE-HEADSET
A microphone-headset combination is offered as optional equipment.
Using the microphone-headset and a microphone keying switch on the left
side of the pilot's control wheel, the pilot can conduct radio communica-
tions without interrupting other control operations to handle a hand-held
microphone. Also, passengers need not listen to all communications.
The microphone and headset jacks are located near the lower left corner
of the instrument panel.
7-4
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
on altimeter. Be sure to return altimeter barometric
scale to original barometric setting after pressure alti-
tude has been obtained.
FUEL TANK QUICK-DRAIN VALVE KIT
Two fuel tank quick-drain valves and a fuel sampler cup are available
as a kit to facilitate daily draining and inspection of fuel in the main tanks
for the presence of water and sediment. The valves replace existing fuel
tank drain plugs located at the lower inboard area of the wing. The fuel
sampler cup, which may be stowed in the map compartment, is used to
drain the valves. The sampler cup has a probe in the center of the cup.
When the probe is inserted into the hole in the bottom of the drain valve
and pushed upward, fuel flows into the cup to facilitate visual inspection
of the fuel. As the cup is removed, the drain valve seats, stopping the
flow of fuel.
7-5
OIL QUICK-DRAIN VALVE
An oil quick-drain valve is optionally offered to replace the drain
plug in the oil sump drain port. The valve provides a quicker and clean-
er method of draining engine oil. To drain the oil with this valve in-
stalled, slip a hose over the end of the valve, route the hose to a suitable
container, then push upward on the end of the valve until it snaps into the
open position. Spring clips will hold the valve open. After draining, use
a screwdriver or suitable tool to snap the valve into the extended (closed)
position and remove the drain hose.
CARBURETOR AIR TEMPERATURE GAGE
A carburetor air temperature gage may be installed in the aircraft to
help detect carburetor icing conditions. The gage is marked with a yel-
low arc between -15° and +5°C. The yellow arc indicates the carburetor
temperature range where carburetor icing can occur; a placard on the
gage reads KEEP NEEDLE OUT OF YELLOW ARC DURING POSSIBLE
ICING CONDITIONS.
Visible moisture or high humidity can cause carburetor ice formation,
especially in idle or low power conditions. Under cruising conditions, the
formation of ice is usually slow, providing time to detect the loss of RPM
caused by the ice. Carburetor icing during take-off is rare since the full-
open throttle condition is less susceptible to ice obstruction.
If the carburetor air temperature gage needle moves into the yellow
arc during potential carburetor icing conditions, or there is an unex-
plained drop in RPM, apply full carburetor heat. Upon regaining the
original RPM (with heat off), determine by trial and error the minimum
amount of carburetor heat required for ice-free operation.
NOTE
Carburetor heat should not be applied during take-off
unless absolutely necessary to obtain smooth engine
acceleration (usually in sub-zero temperatures).
7-6
SERVICING REQUIREMENTS*
ENGINE OIL:
GRADE -- Aviation Grade SAE 50 Above 60°F.
Aviation Grade SAE 10W30 or SAE 30 Between 0° and 70°F.
Aviation Grade SAE 10W30 or SAE 20 Below 10°F.
Multi-viscosity oil with a range of SAE 10W30 is recommended for
improved starting in cold weather. Detergent or dispersant oil, con-
forming to Specification No. MIL-L-22851, must be used.
NOTE
Your Cessna was delivered from the factory with a cor-
rosion preventive aircraft engine oil If oil must be
added during the first 25 hours, use only aviation grade
straight mineral oil (non-detergent) conforming to Speci-
fication No. MIL-L-6082.
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. These quantities refer to oil
dipstick level readings. During oil and oil filter changes, one addi-
tional quart is required when the filter element is changed.
OIL AND OIL FILTER CHANGE- —
After the first 25 hours of operation, drain engine oil sump and oil
cooler and clean both the oil suction strainer and the oil pressure
screen. If an optional oil filter is installed, change filter element
at this time. Refill sump with straight mineral oil (non-detergent)
and use until a total of 50 hours has accumulated or oil consumption
has stabilized; then change to detergent oil. On aircraft not equipped
with an optional oil filter, drain the engine oil sump and oil cooler
and clean both the oil suction strainer and the oil pressure screen
each 50 hours thereafter. On aircraft which have an optional oil
filter, the oil change interval may be extended to 100-hour intervals,
providing the oil filter element is changed at 50-hour intervals.
Change engine oil at least every 6 months even though less than the
recommended hours have accumulated. Reduce intervals for pro-
longed operation in dusty areas, cold climates, or when short flights
and long idle periods result in sludging conditions.

SERVICING REQUIREMENTS*
FUEL:
GRADE -- 80/87 Minimum Grade Aviation Fuel.
100/130 low lead aviation fuel with a lead content limited to 2 c. c.
per gallon is also approved.
CAPACITY EACH STANDARD TANK -- 21 Gallons.
CAPACITY EACH LONG RANGE TANK -- 26 Gallons.
NOTE
To ensure maximum fuel capacity when refueling, place
the fuel selector valve in either LEFT or RIGHT posi-
tion to prevent cross-feeding.
LANDING GEAR:
NOSE WHEEL TIRE PRESSURE -- 31 PSI on 5.00-5, 4-Ply Rated Tire.
26 PSI on 6. 00-6, 4-Ply Rated Tire.
MAIN WHEEL TIRE PRESSURE -- 29 PSI on 6.00-6, 4-Ply Rated Tires,
NOSE GEAR SHOCK STRUT --
Keep filled with MIL-H-5606 hydraulic fluid and inflated with air to
45 PSI.
* For complete servicing requirements,
refer to the aircraft Service Manual.
TAKE YOUP CESSNA HOME
FOR SERVICE AT THE SIGN
OF THE CESSNA SHIELD’'
CESSNA AIRCRAFT COMPANY
WICHITA, KANSAS