Cessna Aircraft Owner's Manual

Sump Drain Plugs - Fuel Tank, 1-8 Wheel - Elevator Tab Control, 1-12, A current Cessna Dealer Directory accompanies your new airplanc. Sump Drain Valves - Fuel Tank, 1-13 , The Directory is revised frequently, and a current copy can he ob- Swit9ches, iv, 1-3, 1-10 nddohteld,Cabin, 1-22, 5-4 tained from your Cessna Dealer. Make your Directory one of your ignition, 1-2, 1-3 Wing Flap Handle, 1-12, 1-13 cross-country flight planning aids; a warm welcome awaits you at landing light, 1-10 Winterization Kit, 1-23 , every Cessna Dealer. master, 1-9, 1-10 navigation, 1-10 Index-4 i Index L N Landing, 3-6 Navigation Lights, 1-17 after, 2-3 switch, 1-10 before, 2-3 Normal Category Maneuvers, 4-1 data - seaplane, 7-16 Normal Climb, 2-2 diagram, 6-4 Normal Landing, 2-3 normal, 2-3 Normal Take-off, 2-2 Landing Gear, 1-13 Nose Gear, 1-14 mam, 1-13 shock strut, 5-6 nose, 1-14 26 -4 1/2 Landing Light, 1-17 O swltch, 1-10 -10'-7 8 Let-down, 2-3 Oil Filter, 1-4 Levelalr T-2 Automatic Pilot, 7-1 Oil Level, 1-4 Lifting and Jacking, 5-2 Oil Pressure Gage, 1-4, 4-3 Light - Dome, 1-18 Oil Specification and Grade, 5-10 4 -1 1 8 Light - Generator Warning, 1-10 Oil System, 1-4 Light - Landing, 1-17 indicators, 1-4 Light - Map, 1-18 schematic, 1-5 Lighter, 1-3 temperature gage, 1-4, 4-2 Lighting Equipment, 1-17 pressure gage, 1-4, 4-3 PRINCIPAL Lights - lnstrument, 1-18 Operating Check List, 2-1 Lights - Navigation, 1-17 seaplane, 7-7 DIMENSIONS Limitations - Airspeed, 4-2 Operating Details, 3-1 Limitations - Engine Operating, 4-2 seaplane, 7-9 Limitations - Operating, 4-1 Operating Limitations, 4-1 List - Operating Check, 2-1 engine, 4-2 Loading u4r 4Model 172, 1-23 O ion C W thFerel s7tem, sample problem, 4-5 7-17 seaplane, 7-11, 7-12 Operation - Parking Brake, 1-15 Lock - Door, 1-21 Operational Data, 6-1 Lock - Controls, 1-12 Operations Authorized, 4-1 Lubrication and Servicing, 5-6 Optlonal Systems, 7-1 M P Magnetic Compass, iv Painted Surfaces, 5-5 Main Landing Gear, 1-13 Panels - Switch and Control, iv, 1-3, Maneuvers - Normal Category, 4-1 1-10 Maneuvers - Utility Category, 4-1 Parking Brake Knob, 1-10 Map Compartment, iv Parking Brake Operation, 1-15 Map Llght, 1-18 Pedals - Rudder, 1-12 Map Pocket, 1-12, 1-22 Pitot and Stall Warning Eeat, 1-16 Master Switch, 1-9, 1-10 Pitot-Static System Indicators, 1-16 Maxlmum Performance Climb, 2-2 Pocket - Map, 1-12, 1-22 6'-4 e Maximum Performance Take-off, Pre-Flight Check, 3-1 2-2 Pressure Gage - Oil, 4-3 Microphone, 1-12 Primer - Engine, 1-2 7 -2" Mlscellaneous Equipment, 1-21 knob, 1-3 * Height of fin at maximum gross weight. With airplane empty, height is 8 -7 3 4 Mixture Control Knob, 1-1, 1-3 Principal Dimensions, ii If an optional rotating beacon is installed on the fin, add 2 1/2" to both dimensions. , Mooring Your Airplane, 5-1 Propeller, 5-5 LL Index-3 Index Draln Valves - Fuel Tank Sump, Generator Warning Light, 1-10 1-9 Ground Handling, 5-1 Ground Service Receptacle, 1-10 E Gyro Instruments, 1-14 Electrical System, 1-9 H power distribution diagram, 1-11 Elevator Tab Control Wheel, Handle - Starter, iv, 1-3 Er1 In , 11-113 Handle -neWinag Fl , 1-12, 1-13 TA BLEOFCONTENTS before starting, 2-1 Heater - Pitot and Stall Warning, controls, 1-1 1-16 instra oent rk 4--2 H t18ngand9Ventilating System' SECTION I - DESCRIPTION ................................. 1-1 primer, 1-2 Hook - Coat Hanger, 1-22 primer knob, 1-3 SECTION II - OPERATING CHECK LIST ................... 2-1 starting, 2-1, 3-1 EEnver re Wei ta aBalance, 4 IgnitlonSwitch, 1-2, 1-3 SECTION III - OPERATING DETAILS ...................... 3-1 Extinguisher - Fire, 1-22 Indicator - Airspeed, iv Indicator - Stall Warning, 1-16 SECTION IV - OPERATING LIMITATIONS ............. 4-1 F Indicator - Turn and Bank, 1-14 Indicators - Fuel Quantity, 1-9,4-3 File -Airplane, 5-7 Indlcators -OllSystem, 1-4 SECTION V - CARE OF THE AIRPLANE ................. 5-1 Filter - Oil, 1-4 Indicators - Pitot-Static System, DEALER FOLLOW-UP SYSTEM ......... 5-9 Fire Extinguisher, 1-22 1-16 Flap Handle, 1-12, 1-13 Inflation - Tire, 5-3 Flight Control System, 1-12 Inspection Diagram - Exterior, 1-24 SE CT IONV I - OPER A TION A LD A TA .................... 6-1 Flight Instruments, iv Inspection Service and Inspection Front Seats, 1-21 Periods, 5-8 SECTION VII - OPTIONAL SYSTEMS .................... 7-1 reclinlng, 1-21 Instrument Lights, 1-18 Fuel Line Drain Plug, 1-8 rheostat, iv Fuel Quantity Data, 1-8 Instrument Markings, 4-2 A LPH A BETI CA L I NDEX .................................. I ndex -1 Fuel Quantity Indicators, 1-9, 4-3 Instrument Panel, iv Fuel Selector Valve, 1-6 Instruments, 1-14 Fuel Strainer Drain Knob, 1-3, 1-8 Instruments - Flight, iv Fuel Specification and Grade, 5-10 Instruments - Vacuum-operated, 1-14 Fuel System, 1-6 Interior Care, 5-6 schematic, 1-7 Fuel System - Auxillary, 7-17 J schematic, 7-18 operation, 7-17 Jack - Headphone, iv Fuel Tank Sump Drain Plugs, 1-8 Jacklng and Liftlng, 5-2 el Ta 3Sump Drain Valves, 1-9 K This manual describes the operation and performance of both the Cessna Model 172 and the Cessna Skyhawk. Equip- G Klt - Winterization, 1-23 ment described as "Optional" denotes that the subject equip- Knob, ment is optional on the Model 172. Much of this equipment G e6- Carburetor Air Temperature, bin air, 1 0 is standard on the Skyhawk model. Gage - Cylinder Head Temperature, carburetor air heat, 1-1, 1-3 I-I7, 4-3 engine primer, 1-3 Gage - Oil Pressure, 1-4, 4-3 fuelstrainer drain, 1-3, 1-8 Gage - Oil Temperature, 1-4, 4-2 mixture control, 1-1, 1-3 Gear - Landing, 1-13 parking brake, 1-10 Index-2 ALPHABETICAL INDEX A Check List - Operating, 2-1 seaplane, 7-7 After Landing, 2-3 Check - Preflight, 3-1 Air Induction System, 1-4 Climb, 2-2, 3-5 Airplane File, 5-7 seaplane, 7-9, 7-11 Airplane Tie-down Procedure, 5-1 Climb Data, 6-2 Airspeed Correction Table, 6-1 seaplane, 7-14 seaplane, 7-13 Climb - Maximum Performance, 2-2 Airspeed Indicator, iv Climb - Normal, 2-2 Airspeed Limitations, 4-2 Clock, 1-17 Alignment - Wheel, 5-4 Coat Hanger Hook, 1-22 Altimeter, iv Cold Weather Operation, 3-7 Aluminum Surfaces, 5-5 Compartment - Baggage, 1-22 Automatic Pilot, 7-1 Compartment - Map, iv controls, 7-2 Compass Correction Card, iv Levelair T-2, 7-1 Compass - Magnetic, iv Tactair T-3, 7-4 Control and Switch Panels, tv, 1-3, Auxlliary Fuel System, 7-17 1-10 operation, 7-17 Control Knob - Mixture, 1-1, 1-3 schematic, 7-18 Control System - Flight, 1-12 Control Wheel - Elevator Tab, B 1-12, 1-13 Controls - Automatic Pilot, 7-2 Baggage Compartment, 1-22 Controls - Engine, 1-1 Beacon - Rotating, 1-17 Controls Lock, 1-12 Before Entering Airplane, 2-1 Cruise, 3-5 seaplane, 7-7 Cruise and Range Performance,6-3 Before Landing, 2-3 seaplane, 7-15 seaplane, 7-9 Cruising, 2-3 Before Starting Engine, 2-1 Cylinder Head Temperature Gage, seaplane, 7-7 1-17, 4-3 Before Take-off, 2-2, 3-4 Brake Operation - Parking, 1-15 D Brake System, 1-14 Button - Starter, iv, 1-4 Data - Climb, 6-2 -- seaplane, 7-14 C Data - Fuel Quantity, 1-8 Data - Landing, 6-4 Cabin Air Knob, 1-10 seaplane, 7-16 Cabin Doors, 1-21 Data - Take-off, 6-2 Cabin Heat Knob, 1-10 seaplane, 7-14 Cabin Heating and Ventllating Dealer Follow-up System, 5-9 System, 1-18, 1-19 Diagram - Exterior Inspection, 1-24 Cabin Ventilators, 1-20 Diagram - Landing, 6-4 Cabin Windows, 1-22 Diagram - Servicing, 5-10 Carburetor Air Heat Knob, 1-1, 1-3 Diagram - Taxilng, 3-2 C Carburetor Air Temperature Dimensions, il Gage, 1-16 Dome Lights, 1-18 -- Care - Interior, 5-6 Doors - Cabin, 1-21 Care of the Airplane, 5-1 lock, 1-21 Cargo Tie-down Rings, 1-23 Drain Knob - Fuel Strainer, 1-8 Center of Gravity Envelope, 4-4 Drain Plug - Fuel Line, 1-8 seaplane, 7-12 Drain Plugs - Fuel Tank Sump, 1-8 Index-1 Y Optional Systems LEFI I ULCL QU NTITY INDIC RIGHT LEFTWING RIGHTWING description viewr ILALpFR F LALN I CAP Illlll'Illllilillllllllllllil li lilililli One of the first steps in obtalning the utmost performance, service, and flying enjoyment from your Cessna is to famLliarize yourself with your airplane's equlpment, systems, and controls. This section wlll tell you where each Ltem is located, how it operates, and its functions. FUEL TANK SUMP FUEL TANK SUMP ENGI NE. incorporates a locking lever to pre- DRAIN PLUG DRAIN PLUG e vent inadvertent pulling out of the The power plant in the Cessna 172 Imob, resulting in leaning or shutting FUEL SELECTOR AUXILIARY and Skyhawk is a Continental six- off the fuel supply in the carburetor. VALVE FU P TP cyllnder, horizontally-opposed en- To lean the mixture, depress the gine. It features a wet-sump oll sys- locking lever while pulling out on the tem, dual magnetos and an up-draft mixture control knob. This opera- FUE LN A LL carburetor. tlon can be accomplished with one hand, using the thumb to depress NOTY ENGINE CONTROLS. the locking lever and two fingers to pull out the control. The locking TO ENGINE I FILLER CAP THROTTLE. lever is intended only to prevent in- PRIMER advertent leaning; the control knob The throttle (figure 1-2) is the may be pushed in, for rich mixture, TO FUEL STRAINER largest of the engine controls and without depressing the lever. DRAIN VALVE IS a push-pull type control. EngLne The mixture control is normally EL speed is increased by pushing the set at "full-rich" (all the way In) for throttle in or decreased by pulling starting, take-aff, and climb. Maxt- it out. mum performance take-offs from high elevation fields may be made FUEL NOTE with the mixture leaned out for maxi- THRO TLE DFLAIN VALVE mum engine RPM. However a full To prevent creeping, tighten the rich mixture is preferred for better MlXTURE CARBLTRETOR knurled friction-type locknut on engine cooling. CONTROL CODE the control. Turning the nut clock- KNOB TO ENGINE VENT WiBO inCTORSes friction on the CARBURETOR AIR HEAT KNOB. CYLINDERS FUEL throttle; turning Lt counterclock- wise decreases friction. The carburetor air heat knob (fig- ¯FUEL SYSTEM - WITH OPTIONAL AUXILIARY FUEL TANK SYSTEM use 1-2) is a push-pull control which , MIXTURE CONTROL KNOB. operates the carburetor air intake butterfly to proportlon the hot and Figure 7-5 The mixture control (figure 1-2) cold air entering the carburetor. 7-18 1-1 Description Optional Systems PullLng the control out raises the detonation. Do not lean the mixture AUX ILIA RYFUELT A NK SYSTEM temperature of the carburetor air, unless an increase in engine RPM while pushing it in decreases the results. An optional auxiliary fuel tank sys- fuel selector valve handle set in temperature. The full-hot position The correct way to use carburetor tem (figure 7-5) is available to in- "BOTH ON" position for maximum is all the way out and full-cold is all heat is to first use full heat to remove crease the airplane operating range. safety. the way in. any ice that is forming. By trial and System components include an 18 (2) After leveling off at cruise Alr entering the engine through the error, determine the minimum a- gallon fuel tank (17. 55 gallons us- altitude switch to "RIGHT TANK ' heater muff does not pass through the mount of heat required to prevent the able) installed on the baggage com- position and operate from this tank intake filter. Therefore, carburetor ice from forming; each time removing partment floor, an electric fuel pump until the fuel supply is exhausted. heat should not be used when taxilng any ice that is formed by applying full installed behind the tank, an elec- (3) Switch to LEFT TANK" posi- on dirty, dusty or sandy fields, ex- heat. On each subsequent trial, in- trically-operated fuel quantity indi- tion for operation, then pull on cept brlefly to clear the engine im- crease the amount of heat applied cator and fuel pump switch on the auxiliary fuel pump switch and re- mediately before take-off. After a until no ice forms. On approach instrument panel, a fuel tank filler fill right main fuel tank from auxil- full-stop landing under these condi- glide just before reducing power, provision on the right side of the lary tank. Push auxiliary fuel pump tions, return the heat control to the apply full carburetor heat and leave fuselage, a fuel tank sump drain switch to "OFF" position when fuel full cold position so the engine will in this position. Refer to Cold valve at the front of the tank on the transfer is completed. receive filtered air. Weather Operation, Section III, for bottom of the fuselage, and the nec- Carburetor Lee can form during use of carburetor heat in sub-zero essary plumbing. NOTE ground operation with the engine temperatures. . The auxiliary fuel system is con- idling. Just after the magneto check nected to the right main fuel tank Transfer of fuel will take from prior to take-off, pull the carburetor IGNITION SWITCH. plumbing above the right cabin door. 45 minutes to 1 hour. . alr heat knob full on to check the AUXILIARY FUEL SYSTEM function of the carburetor air heater The key-operated ignition switch OPERATION (4) Return fuel selector valve handle and to remove any ice in the carbu- (figure 1-2) controls the dual mag- to "BOTH ON" position after refill- retor. After this short check, be neto Lgnition systems. There are To operate the auxiliary fuel sys- ing right tank, or Lf desired, switch sure to push the carburetor air heat four switch posltlons designated as tem, proceed as follows: again to right main tank. knob in to the full cold position. This follows: "O FF, " "R, " "L, " and will give maximum power for the "BOTH. " The engine should be op- Prior to flight: IMPORTANT take-off. During climb, watch the erated on both magnetos. The "R" (1) Turn on master switch and engine for any sign of icing (rough- and "L" positions are for checking check fuel quantity indicator for Do not operate the auxiliary fuel ness or loss of RPM). If the engine purposes only. reading. tank pump with the fuel selector begins to ice, apply full carburetor (2) Momentarily pull on auxiliary turned to either"BOTH"or"RIGHT heat at once. ENGINE PRIMER. fuel pump switch and listen for TANK" positions after fuel trans- When full carburetor heat is applied pump operation. Turn off master fer has been completed, as total the engine wlll lose about 275 RPM The manual plunger-type engine switch. or partial engine stoppage will in cruising flight or 360 RPM at full primer delivers an initial charge (3) Check quantity of fuel in tank result from air being pumped into throttle. In additlon to the RPM of raw fuel to the intake manifold, for agreement with fuel quantity fuel lLnes. If the pump should acci- loss, the engine will run roughly, for easier starting. For an Lnittal indicator. Fill tank for anticipated dentally be turned on with the fuel due to excessively-rich mixture. start in normal air temperatures, requirements. selector in either of these posi- Therefore, Lt may be necessary to use two strokes of the primer. Usu- (4) Drain small amount of fuel tions, and engine stoppage occurs, lean the engLne when full carburetor ally, a hot engine will need no prim- from fuel tank drain valve to check the engine will restart in from 3 heat is used. ing. , for possible water and sediment. to 5 seconds aÏter turning off the Excessively lean fuel-air mixture To operate the primer, proceed as During flight: auxiliary pump as the air in the will cause overheating and possibly follows: (1) Take-off, climb, and land with fuel line will be evacuated rapidly. 1-2 7-17 OptionalSystems Description SEAPLANE LANDING CONDITIONS APPHOACH IAS- 53 MPHO 1700 lUS. LOWER SWITCHAND 64 MPH U 2220 LBS WING FIAPS40° CONTROL PANEL POWER OFF SMOOTH WATER ZERO WIND DISTANCE 10 FOR EA H 6 MPH HEADWIND 222(> \vATER RUN 7500 FT. EVATION 158 FT. 34 Cirburretor Heat Knob 32 F) 1275 Fl. 5 Fuel strainer Drain Kn 35 WATER RUN 6 Mixture control Knob 220 7 Engine Primer Kur b // 30 FT. 655 FT 10 Radio al and Instru nent liGill Euse 522200 FT4 FEVATION \VATER1210UNFT. 1500 FT. ( ri ht and Cigarette L.ighter Fuse - LIJS 500 FT. 620 FT. io FT 00 Figure 1-2 (a) First, unlock the plunger by eration. In very cold weather, it 2,500 FT.ELEVATION 1420 FT. (50 F) 1150 FT. turning the knob until the knob pops is recommended that the engine be part way out. turned over while priming. It may 2220 \vATEn nu (b) Slowly pull the plunger all the be necessary to continue priming its 590 FT Way out and then push the plunger until the engine runs smoothly. o ss />ou, all the way in. This action is termed "one stroke of the primer." STARTER HANDLE. (c) Normal winter weather will SE A E VE L I 1345 FT. Tequire ÉWO to four strokes of the On the Model 172, a T-shaped starter so e) 1090 ET primer, and very cold weather handle(figure 1-1)engages thestarter may require ten strokes. drive and closes the starter motor (d) Normally, the engine is started switch. To start the engine, pull out Figure 7-4 immediately after the priming op- the starter handle, hold it until the 7-16 1-3 Description Optional Systems en ine begins firing, then release grades, specification and servicing SEAPLANE CRUISE PERFORMANCE STANDARD ATMOSPHERE CONDITIONS GROSS WEIGHT 2220 POUNDS it. If the engine stops firing during intervals. ZERO WIND 39 GALLONS OF FUEL the start, wait until both the engine CRUISE PERFORMANCE WITH RICH MIXTURE and the starter motor have stopped OIL SYSTEM INDICATORS. turning, before engaging the starter ALTITUDE RPM ,BHP 11 U again. OIL TEMPERATURE GAGE. 2500 2700 84 104 10 7 3 38H 2600 75 99 9 7 4 0 1 40u STARTER BUTTON. The capillary-type oil temperature 46°° gage (figure 1-1) is marked with a 2300 On thèSkyhawk a push-button switch green are to show the normal oper- (figure 1-1) energizes the starter ating range of oil temperatures. A relay. Engagement of the starter red radial line marks the upper limit is automatic, taking place with the of allowable,temperature. There is first rotation of the starter motor. no minimum operating temperature. Never press the starter button while the propeller is in motion; if the OIL PRESSURE GAGE. CRUISE PERFORMANCE WITH LEAN MIXTURE starter drive is engaged while the engine is turning, the drive mech- The oil pressure gage (figure 1-1) 2500 ou 84 12 to anism may be damaged. is a direct-reading instrument indi- cating oil pressure in pounds per OIL SYSTEM. square inch. A green are on the dial 2200 6 o 6 6 1 o a 2100 42 72 0 3 7 3 13 5 525 defines the normal operating range. OIL LEVEL. Red radial lines mark the upper op- - sooo 27oo is ios 9 9 a o io 4 4os erating pressure limit and the mini- The oil capacity is eight quarts. mum idling pressure. The quantity can be checked easily 2200 4 6.9 by opening the access door on the OIL FILTER. '°° * left side of the engine cowl and read- Tsoo 27oo 22 102 9.2 4 a o i ai 2600 65 96 8.2 4 8 11 7 455 ing the oil level on the dipstick lo- An optional oil filtering system is 2500 58 91 7 485 cated adjacent to the oil tank cap. available for the airplane. When In replacing the dipstick, make sure this system is installed, one addi- that it is firmly back in place. In tional quart of oil should be added replacing the oil filler cap make during oil and filter element changes sure that it is on firmly and turned to maintain the engine's normal oil 26 240 49 83 6 2 6 3 13 4 520 clockwise as far as it will go to pre- supply. 22 vent loss of oil through the filler Refer to the Servicing Diagram neck. Be sure to close the access (figure 5-1) for a listing of the re- door after servicing the oil system. placement filter element and for While the minimum supply is four servicing instructions. quarts, oil should be added if below 2aoo 4 six quarts andshould be full if an ex- AIR IN DU CTION SYSTEM. 22°° * tended flight is planned. ..... To asuremaximamencinelite rotseposersettings xcessario powe Refer to the Servicing Diagram (figure 5-1) for recommended oil Air is ducted to the carburetor Figure 7-3 1-4 7-15 OptionalSystems Description OIL SYSTEM SCHEMATIC orr sTica DRAIN OIL FILLER CAP PRESSURE RELIEF VALVE LOW PRESSURE OIL SCREEN 5 0 PRA URE OIL TEMPERATURE msson BULB & HIGH PRESSURE OIL SCREEN OIL TEMPERATURE GAGE CODE ENGINE OIL -•- ----- I ENGINËSUMP 7-14 1-5 Description Optional Systems through an alr scoop located beneath located in each wing. From these OPER A T I ON A L D A T A. the engine. Dirt and other foreign tanks fuel flows by means of gravity matter is filtered from the incoming through a fuel selector valve and fuel In the Cruise Performance Chart on page 7-15, range and endurance are air by a filter screen located in the strainer to the engine carburetor. given for lean mixture, from 2500 feet to 12, 500 feet and for rich mixture air scoop. Proper cleaning and Usable fuel in each tank is 19. 5 gal- at altitudes of 2500 feet to 5000 feet. AH figures are based on zero wind, servicing of this air filter is im- lons. 39 gallons of fuel for cruise, McCauley 1A175/SFC 8040 propeller, 2220 portant to increase life and main- Refer to the Servicing Diagrani pounds gross weight, and standard atmospheric conditions. For lean niix- tain top efficiency of the engine. (figure 5-1) for the recommended ture figures, mixture is leaned to maximum RPM. Allowances for fuel The filter should be serviced every fuel specification and grade, reserve, headwinds, take-off and climb, and variations in mixture leaning 25 hours (during the regular oil technique should be made and are in addition to those shown on the charts. change) or more often when oper- Other indeterminate variables such as carburetor metering-characteristics, ating in dusty conditions. Under ex_ FUEL SELECTOR VALVE. engine and propeller conditions, and turbulence of the atmosphere may ac- tremely dusty conditions, daily main- count for variations of 10% or more in maximum range. tenance of the air fLlter is recom- A rotary type fuel selector valve - mended. Refer to the servicing in- is located at the aft end of the cabin 172 172 structions stamped on the carbu- floor tunnel between the front seats. Se¢ 74topeed domet¿ox7ake S retor air filter for the procedure to The valve has four positions which be used. are labeled "BOTH OFF, " "LEFT FL A PS UP FUEL SY STEM TANK," "RIGHT TANK," and "BOTH ON. " The "BOTH OFF" position seals both wing tanks off from the IA S 40 50 60 70 80 90 100 110 120 l 30 Fuel is supplied to the engine from rest of the fuel system and allows two 21-gallon aluminum tanks one no fuel to pass beyond the selector CAS 61 64 67 73 80 89 98 108 117 126 Min °2" '^"" °" '° FL A PS DOWN IAS 50 60 70 80 90 100 C A S !!!!!!! 5 5 6 4 7 3 8 2 9 1 10 0BOTH 39 7-13 1-6 Optional Systems Descriptlon WYlfPTú"U 101111 lH i i I i i i I \ l . 23°° CENTER OF GRAVITY FUEL QUANTITY INDICATORS I • • t MOMENT ENVELOPE LEFT 2/ RIGHT 2200 21 0 VENT LEFAN G RIGLL \ 11"00 FUEL TANK SUMP FUEL TANK SUMP iso: DRAIN PLUG DRAIN PLUG 1"00 40 45 50 55 60 65 70 75 80 85 90 95 100 105 110 115 120 FUEL SELECTOR VALVE IDADED AIRCRAFT MOMENT/1000 ( POUND - INCHES ) ENGINE PRIMER D AELNLP G 400 LOADING GRAPH FUEL STRAINER 4 1°JN A .......... D IN NEORB FUEL STRAINER 280 39 GAL. DRAIN VALVE ( MAX. ) 30 GAL. CODE CARBURETOR THROTTLE PILOT AND FRONT PASSENGER MIXTURE 120 20 GAL FUEL CODE CONTROL ( 39 GAL. MAX.@ 6#/GAL. ) VENT TO ENGINE KNOB --- REAR PASSENGERS FUEL CYLINDERS 10 GAL. --- BAGGAGE ( 120# MAX. ) 2lo|2|4|6\8110\12 14l16|18|20\22|24|26|28|30 --FUEL SYSTEM -1 1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 MOMENT/1000 ( POUND - INCHES) 7-12 1-7 Description Optional Systems valve. The "LEFT TANK" posltion and after each refueling, about two CLIMB. less than best rate-of-climb speeds. allows fuel to flow from the left wing ounces of fuel(three or four seconds tank to the engine. The "RIGHT of drain operation) should be drained Best rate-of-climb is obtained with CRUISE. TANK" position permits fuel to flow from the strainer, the seaplane at 67 MPH IAS (see fromtherightwingtanktotheengine. chartonpage 7-14) with the flaps Observe the same engine speed The "BOTH ON" position provides FUEL TANK SUMP DRAJN PLUGS. up and full throttle. Full rich mix- limits as for the landplane. This fuel flow from both tains simultane- ture is used below 5000 feet for en- allows 67% power for a seaplane ously to provide maximum safety. Afueltank sump drain plug is located gine cooling. For obstruction clear- equipped with a McCauley 1A175 on the underside of each wing in line ance with 10° flaps, climb at 55 MPH SFC 8040 propeller. Speed, range NOTE with the rear edge of the cabin door IAS. Such climbs should be of short and enduranceareshown onpage 7-15 and out a few inches from the fuse- duration due to reduned cooling at in the CRUISE chart. The fuel valve handle indicates the lage. These plugs are used to drain setting of the valve by its position any sediment or water that may col- WE I GHT A ND B A L A NCE above the valve dial. (The draw- lect in the fuel tanks. Draining the The information presented in this section will enable you to operate ing on page 1-6 shows the valve in tank sumps is normally required your 172B Seaplane within the prescribed weight and center of gravity limi- the BOTH OFF position.) only at each 100-hour inspection tations. period. In figuring your loading problems be certain that you use the Licensed FUEL STRAINER DRAIN KNOB. Empty Weight of your particular seaplane as shown on its Weight and Bal- FUEL LINE DRAIN PLUG. ance Data Sheet. This sheet plus an Equipment List is included with each The fuel strainer drain knob (fig- · seaplane as it leaves the factory. When the floats have been installed by ure 1-2) opens a valve on the bottom of A fuel line drain plug is located anyone other than the factory the Repair and Alteration Form ACA-337 must the fuel strainer, to drain off any on the underside of the airplane di- be consulted for the proper weight and balance information. Refer to Sec- water and sediment that may have rectly below the fuel tank selector . tion IV for procedure to be used when working loading problems. collected. The drain valve is springa valve. At each 100-hour inspection loaded; when the knob is pulled, the period, this plug should be removed °"Pl" ^''Pl°"* Y°" 'P °"" valve opens and when the knob is to drain any sediment or water that SAMPLE LOADING PROBLEM Weight Moment Weight Moment released, the valve closes. might have accumulated in the fuel (Ibs) (Ib - ins Before the first flight of each day, line. 1 Licensed Empty Weight (Somple Airplane) ... 1451 2 55 1 2 Oil - 8 Qts.* ..................... ............,.... 15 0 0 3 15 0 0 3 FUEL QUANTITY DATA (U.S. GALLONS) 3 Pilat & Front Passenger ............................. USABLE FUEL ADDITIONAL UNUSABLE TOTAL & Fuel (390Golot6 /Gal) ....................... 2340 112 TANKS NO. ALL FLIGHT USABLE FUEL (LFEUEELL V UME ...... CONDITIONS (LEVEL FLIGHT) FLIGHT) EACH o B a gg a ge ........................ ............ 9 8 0 9 LEFT WING l 19.5 gal. 1.0 gal. 0.5 gal. 21.0 gal 7 Talal Aircroft Weight Loaded).................. 22200 910 8 Locate this point 2220at 910 on the center of gravity envelope, and since this RIGHTWING 1 19.5 gal. 1.0 gal. 0.5 gal. 21.0 gal. point folls within the envelope the loading is acceptable. Note: Normally full oil may be assumed for all flights. 1-8 7-11 Optional Systems Description ly result in loss of speed and delay in crosswinds, raise only the down- FUEL TANK SUMP DRAIN VALVES. ered by an engine-driven generator. in getting on the step. The airplane wind wing. With one float out of the A 12-volt storage battery serves as will assume a planing attitude which water, the airplane accelerates to a stand-by power source, supplying permitsacceleration totake-off speed take -off speed almost instantly- Quick drain valves are available current to the system when the gen- (50 to 60 MPH IAS) at which time the If porpoising is encountered while as optional equipment and replace erator is inoperative, or when the airplane will fly off smoothly. on the step, apply additional back the conventionalwing tank sump drain generator voltage is insufficient to pressure to correct the excessively plugs. The valves facilitate frequent close the reverse-current relay. MINIMUM RUN TAKE-OFF. nose-low attitude• draining of the tank sumps when checking for possible water and sedi- MASTER SWITCH. To shorten the take-off run, the ment. A quick drain fuel sampler followingprocedure is recommended: CROSSWIND TAKE-OFF cup is provided when these valves All electrical circuits in the air- With the airplane in the planing posi¯ are installed. A rigid pin mounted plane except the engine ignition sys- tion, allow the airspeed to build up Start run with flaps up and water in the center of the cup is used to tem are controlled by the master to 40 MPH IAS, at which speed one rudder extended for better direc- open the drain valves; the cup then switch (figure 1-3). Pulling out on float can be raised out of the water tional control. Flaps are lowered catches the fuel sample. When the the switch knob closes the generator by slowly applying full aileron. When to 10 and the water rudder retracted cup is withdrawn, the drain valve field circuit and the operating cir- one float leaves the water apply slight when the airplane is on the step and automatically closes, and any water cult of the battery relay, permitting elevator back pressure to complete the remainder of the take-off is nor- or sediment drained from the tanks the generator to function and con- the take-off. Care must be taken mal. If the floats are lifted from the is readily visible in the cup. necting the battery to the airplane to stop the rising wing as soon as water one at a time, the down-wind bus. the float is clear of the water, and float should be lifted first. FUEL QUANTITY INDICATORS. If a short circuit or other mal- function should develop in the elec- Two electrically-operated mag- trical system, the master switch I netic type fuel quantity indicators may be turned OFF. The engine POWER M PH (figure 1-1) are provided, each work- will continue to run, since the mag- OFF U A S ing in conjunction with an electric netos are completely separate from fuel level transmitter in its respec- the electrical system. The master tive fuel tank. Turned on by the switch should be turned OFF during ran 20e¿ t -- master switch, the indicators con- starting if the optional ground ser- A NGLEOF BA N tinue to function until the master vice plug is connected to an external switch is turned off. Fuel quantity power source. CON DIT ION 0° 20° 40° 60 should be checked with the aircraft in a level attitude for accurate in- FUSES. dications. FLA PS UP 59 61 67 83 A red are extends from the empty Fuses (figure 1-2) protect the ma- to 1/4 full range on each indicator jority of electrical circuits in the dial. When the indicator needle is alrplane. The circuits controlled FLA PS 10° 54 56 62 77 in this are, the pilot is warned that by each fuse are indicated above the fuel tank is 1/4 full or less and each fuse retainer. Fuse capacity that take-off is not recommended. is indicated on each fuse retainer FLAPS 40° 52 54 59 74 ELECTRICAL SYSTEM cap. Fusesareremovedbypress- ' ing the fuse retainers inward and Electrical power is supplied by a rotating them counterclockwise until 12-volt, dLrect-current system pow- they disengage. The faulty fuse may 7-10 1-9 Description Optional Systems technique of raising one float out BEFORE LANDING. UPPER SWITCH AND CONTROL PANEL of the water may be used. This procedure is described on page (1) Water rudder -- Up. 1. Maser Swuch 7-10 under "Minimum Run Take- (2) Maintain 65-70 MPH with flaps 2. Generator Warning light Off. " extended. oc a 3. Ianding Lights Switch 4. Navigation Lights Switch LAN DI N G. 5. Optional Switch Space CLIMB. 6. Parking Brake Knob (1) Landing technique is conven - 7.cabinHeatKnob The maximum rate-of-climb is ob- tional for all flap settings. 8 Cabin Air Knob tained at full throttle and 67 MPH IAS (see the TAKE-OFF and CLIMB AFTER LANDING. DATA charts on page 7-14). - (1) Water rudder -- Down. OPERATING DETAILS TAXIING. To taxi great distances, it may be / advisable to taxi on the step with the 1 2 3 4 5 6 7 8 = Taxi with water rudders down. It water rudder retracted. Turns on Figure 1-3 is best to limit the engine speed to the step may be made with safety 1000 RPM for normal taxi because providing they are not too sharp and then be lifted out and replaced. Spare firewall) is available as optional water piles up in front of the float if ailerons are used to counteract fuses are held in a clip on the inside equipment, and may be used for e_ bow at higher engine speeds. Taxi- the overturning tendency. of the map compartment door. quipment checks and cold-weather ing with higher engine RPM may re- The stall warning and optional turn- starting. The auxiliary power unit sult in engine overheating but will TAKE-OFF. and-bank indicator circuits are pro- must be negative-ground, to agree not appreciably increase the taxi tected by an automatically resetting with the airplane system polarity. speed. NORMAL TAKE-OFF. circuit breaker which provides in- With auxiliary power connected, the For minimum taxi speed in close termittent emergency operation of bus is energized whether the master quarters, use idle RPM with full The use of 10 flaps (first notch) these devices in case of afaulty cir- switch is on or off. When the auxil_ carburetor heat and a single mag- throughoutthe take-off run is recom- cult. The optional rotating beacon lary power unit is to be used, the neto. This procedure is recom- mended (take-off distances are given system and optional pitot and stall master switch should be left off until mended for short periods of time on page 7-14). Apply full throttle warning heater systems are pro- the plug has been pulled. only. smoothly and hold the control wheel tected by separate circuit breaker Although taxiing is very simple full back. Watch the point where the switches. The optional clock is pro- GENERATOR WARNING LIGHT. with the water rudders, it is some- bow wave leaves the float and move tected by a separate fuse mounted times necessary to "sail" the sea- the control wheel forward slowly as near the battery solenoid. The red generator warning light plane in close quarters. In addition this point moves aft of the wing strut. (figure 1-3) indicates generator out- to the normal flight controls, the Slow control movement and light con- GROUND SERVICE RECEPTACLE. put. The light remains off as long wing flaps, ailerons, cabin doors, trol pressures produce the best re- and water rudder will aid in "sail- sults. Attempts to force the airplane as the generator functions properly. - ,, A ground service receptacle (on the If a malfunction interrupts generator ing. mto the planing attitude will general- 1-10 7-9 (3ptional rstenas I3escription HANDLE IN ELECTRICAL WATER RUDDER EXTENDED Power Distribution Diagram POSITION RECEPTACLE (OPT) START (SKS SHWAR HONLY) A2MP TO STALLA ARNING HORNS INDICATOR (OPT) RETRACTION HANDLE HOOK TONAVIGATIONLIGHTS 2AMP CLOCK - O ER (OPT) A p TO RADIO W3 (OPT) HANDLE IN M/ATER RUDDER RETRACTED --- 10 TOROTATIFKrBEACON(OPT) POSITION MASTER BATTERY AMP SWITCH A 1MO P W A R N HHEEAATEERR AONpD ST A LL TO FUEL GAGES AND OPTIONAL WATER RUDDER RETRACTION HANDLE - CARBURETOR AIR TEMP. GAGE GENERATOR TODOME UGHT TO LANDING 10 TO MAP LIGHT (OPT) LIGHTS(OPT) AMP TO RADIO #2 (OPT) tion and rudder action. attitude (on the step) by slowly naov- GENERATOR 20 TOINSTREMENT UGHTAND (2) Water rudder -- Down for taxi- ing the control wheel forward when WARNING LIGHT AMP COMPASS LIGHT ing. the bow wave naoves aft of the wing TO G - A P TORADIO#I(OPT) strut position. TAKE-C)FF. (5) As airplane accelerates, apply light control wheel back pressure and VOLTAGE REGULATOR CC)!)E NORMAL TAKE-OFF. allow airplane to fly off smoothly. 2o FUSE (6) Clinab at 60 ATPH LAS to clear AMP CIRCUITBREAKER (1) VVater rudder -- Up. obstacles. 6 (AUTOMATICRESETTING) (2) Set wing flaps 10° (first notch)• AMMETER d 3 CIRCUIT BREAKER SWITCH (3) Hold the control wheel full back FR3T]E (ovT) and advance the throttle slowly. (4) Place the airplane in a planing To reduce take-off water run, the 7-8 1-11 Description Optional Systems 6) DESCRIPTION. (6) The eniire airplane has addi- tional corrosion-proofing. The Cessna Model 172 seaplane is identical to the landplane with the WATER RUDDER STEERING SYSTEM. following exceptions: s. The retractable water rudder is (1) Floats, incorporating a water mounted at the aft end of the right rudder steering system, replace the float (left float water rudder is avail- landing gear wheels, struts, and able as optional equipment) and is springs. A water rudder retraction connected by a system of cables and handle, connected to the water rudder springs to the airplane rudder pedals. by cables and a spring, is located When the water rudder is extended, on the cabin floor tunnel. A hook for normal operation of the pedals moves securing the handle in the "water the water rudder to provide steering rudder up" position is located near control for taxiing. the elevator trim tab control wheel. A water rudder retraction handle, 1. Map Pocket 4. Wing Flap Handle * Additional fuselage structure is add- located on thè cabin floor, is used 2. Pilot's Rudder Pedals 5. Copilot's Rudder Pedals (Opt.) ed to support the float installation. to manuallyraiseand lowerthe water 3. Elevator Tab Control Wheel 6. Microphone (2) The standard propeller is re- rudder, through cables and a spring. , placed with a propeller of larger During take-off, landing, and in flight Figure 1-4. Lower Forward Section of Cabin diameter and flatter pitch. the retraction handle is normally (3) An oil radiator is installed stowed on the water rudder retrac- output, the light will illuminate. It CONTROLS LOCK. under the engine just behind the cowl tion handle hook, located on the con- also will illuminate when the battery nose cap. trol tunnel near the elevator trim tab or external power is on, before start- To protect the ailerons and elevator (4) An additional structural "V" control wheel. When the handle is ing the engine, and whenever engine from buffeting by wind while the air- brace is installed between the top of stowed on the hook, the water rudder speed is insufficient to produce gen- plane is parked, a controls lock is the front door posts and the cowl is up. Removing the handle from the erator output. The light does not provided as standard equipment. The deck. hook will extend the water rudder to show battery drain. lock consists of a pin with a large (5) A seaplane placard is added. the operating position. red metal flag. To install the lock, FLIGHT CONTROL SYSTEM. the control wheel is pulled back half- way and centered, placing the eleva- OPER ATINGCHECKL IST Conventional wheel and rudder pedal tors and ailerons in neutral. In this controls are provided on the left side position, a hole in the control wheel (dual installation is optional) to oper- shaft is aligned with holes in the BEFORE ENTERING SEAPLANE. pump. Reinstall cover plates, tight- ate the primary flight control surfaces collar around the shaft at the instru- ening only enough for a snug fit. (ailerons, rudder, and elevators). ment panel. The pin then is inserted ' (1) Inspect the floats for dents, The elevator trim tab, located on the in the collar and shaft from the top cracks, scratches, etc. BEFORE STARTING ENGINE. right elevator, is mechanically op- and right, so that the metal flag cov- (2) Remove the cover plates and erated by the trim control wheel 10- ers the ignition switch. Make sure - inspect the floats for water, remov- (1) Operate and visually check cated between the front seats. the pin is inserted completely. The ing accumulation with a sponge or water rudders for proper retrac- 1-12 7-7 Optional Systems Description heading or, if the turn made by the EMERGENCY PROCEDURES. ' flag serves as a reminder that the sired flap setting. By releasing command turn was greater than 80 controls must be unlocked before the thumb button, the handle can be degrees or less than 280 degrees, Emergencyproceduresfor the Tact- starting the engine. When not in use, locked to provide 0, 10, 20, 30, and it will turn to the reciprocal heading. airT-3autopilotare identicalto those , the lock should be kept in the glove 40-degree flap positions. The pitch control is unique to the previously outlined for the Levelair compartment, where it will be avail- The flaps may be lowered or raised T-3 installation. It will maintain an T-2 autopilot. Maximum altitude able whenever needed, during normal flying whenever the attitude variation of approximately losses during malfunction tests were airspeed is less than 100 MPH. The 12 degrees, nose up or nose down. 100 feet in cruise configuration and NOTE flaps supply added lift and consider- Optimum results are obtained if the 50 feet in approach configuration. able drag; the resulting action steep- elevator tab is used for changes in This controls lock is designed for ens the glide angle of the airplane attitude due to changes in the center MAINTENANCE. use in moderately-gusty winds up enabling the pilot to bring the air- of gravity or in power. Severe out- to 30 or 40 MPH. When storm plane in over an obstruction and land of-trim conditions may produce pitch General maintenance procedures conditions are forecast, additional shorter than could be done without oscillations, which will continue until for the Tactair T-3 autopilot are precautions should be taken. flaps. The use of flaps is not rec- aircraft is retrimmed. identical to the T-2 autopilot. ommended for crosswind take-offs. ELEVATOR TAB CONTROL WHEEL. For unusually short field take-offs apply 10° flaps (first notch) prior to The elevator trim tab, an auxiliary take-off. An alternate procedure of movable control surface on the trail- applying 10°flaps just before the air- ing edge of the right elevator, is used plane is ready to break ground may to neutralize control wheel forces be used. For further discussion in flight. The tab control wheel (fig- of the use of wing flaps for take- ure 1-4) is located on the floor be- off, see page 3-4. tween the two front seats. A tab position indicator, incorporated in WING FLAP SETTINGS the tab wheel mechanism, indicates the nose attitude of the airplane. For Normal Take-off Up (0°) Forward and aft movement of the For Shortest Take-off1st notch (10°) wheel trims nose down and up, re- For Landing 2nd notch(20°) spectively. This allows the airplane 3rd notch(30°) to be trimmed to fly level with a wide 4th notch (40°) selection of load and speed condi- tions. Take-off is made with the tab position indicator set in "TAKE -OFF" LAN DI NGGE AR. position. WING FLAP HANDLE. MAIN LANDING GEAR. The wing flaps are operated by Your airplane is equipped with Ces- moving the wing flap handle (fig- sna's "Land-O-Matic" landing gear. ure 1-4) on the floor between the It consists of a tapered, spring steel two front seats. The handle is op- leaf supporting each main wheel. erated by depressing the thumb but- Simple and strong, this landing gear ton and moving the handle to the de- requires a minimum of maintenance. 1-13 7-6 Description Optional Systems SPEED FAIRINGS. BRAKE SYSTEM. OPERATING CHECK LIST. BEFORE LANDING. Speed fairings are available as op- The hydraulic brakes on the main (Tactair T-3) (1) Master valve knob --- Push in tional equipment for your airplane. wheels are conventionally operated ' to turn off autopilot before entering The design purpose af speed fairings by applying toe pressure to either TAKE-OFF. traffic pattern. is to increase the speed of the air- the pilot's or copilot's rudder pedals. craft and add to its beauty. The brakes may also be set by oper- (1) Master valve knob -- Check OPER A Ti NG DET A I LS. To obtain the maximum speed in- ating the parking brake knob. pushed in to assure that autopilot crease, it was necessary to keep For parking brake operation, refer is off. (Tactair T-3) the clearance between the tire and to figure 1-5. speed fairing to a minimum. An CRUISE. The operational behavior of the accumulation of mud, snow or ice INSTRUMENTS. Tactair T-3 heading lock feature in the wheelopening will have a brak- (1) Trim the airplane for cruising is similar to that of the Levelair ing effect on the wheel. If these All instruments are mounted on flight. T-2. The control unit is different elements cannot be avoided, make the instrument panel except the op- (2) Directional gyro - Adjust the to accommodate the additional fea- an inspection of the wheel fairings tional free alr temperature gage and course selectorknob to aligncourse tures of the T-3. The heading lock before each flight and remove any the magnetic compass. The free air selector card with directional gyro can be engaged or disengaged by a accumulations which may be form- temperature gage is located in the compass card. separate control knob marked "PUSH ing. Refer to Section V for step-by- right cabin ventilator and the com- . (3) Pitch knob and turn knob - Set HEADING" which denotes the knob step speed fairing removal procedure. pass on the windshield centerstrip. to center. is pushed to engage the heading lock. For correct free air temperature (4) Roll trim tab - Set to center. With the T-3 control unit, trim a- NOSE GEAR readings, the ventilator must be (5) Heading lock knob - Push in. lignment of the two compass cards open slightly. (6) Master valve knob - Pull out is accomplished by use of the roll to engage autopilot. trim tab attached behind and protrud- A steerable nose gear, incorporat- TURN-AND-BANK INDICATOR. (7) Roll trim tab - Use for fine ing below the knob marked "TURN." ing an air and oil shock strut, is adjustment to align compass card The turnknob isfor commandturns; mounted on the firewall. Nosewheel The optional turn-and-bank indicator and course selector card, if re- that is, for turning rates higher than steering is accomplished through is electrically-operated. It has no quired. can be obtainedwith the heading lock. norral operation af the rudder pedals, separate control switch; turned on (8) Pitch knob - Adjust, if re- The turning rateis over twice as fast The nosewheel is steerable through by the master sWitch, it operates quired. as that available when usingthehead- an arc of approximately 10° each until the master switch is turned ing lock feature, as outlined in the side of neutral, af ter which it be- off. CL I MB A ND LET - DOW N. Levelair T-2 operating information. comes free-swiveling up to a maxi- The commandturnis designedto pro- mum deflection of 30° to either side VACUUM-OPERATED (1) Trim airplane for climb or let- duce a standard rate turn (3° per of center. By using the brakes, the INSTRUMENTS down. second) when the airplane is flying airplane can be pivoted about the (2) T-3 autopilot - Engage as out- at a speed of 120 MPH. When the outer wing strut fitting. The nose- lined under "CRUISE" procedure command turn is used, it automatic- wheel is automatically located in the Optional instruments operated by the above. ally disengages the heading lock by centered position while the aircraft vacuum system include the directional (3) Pitch knob - Adjust to obtain kicking out the heading lock knob. is in the air. Movement of the rud- gyro and gyro horizon. A suction desired pitch attitude. To re-engage the heading lock, the der pedals will not affect the nose- gage is also included with the vacuum (4) If there is insufficient travel turn knob must be returned to neu- wheel while the airplane is in flight. system to indicate the amount of on the pitch knob to attain the de- tral, or center. If the course se- Refer to Section V for shock strut suction available at all of the instru- sired pitch attitude, retrim the air- lector card has been unchanged, the servicing instructions. ments. plane. airplane will return to the original 7-5 1-14 Optional Systems Description new heading, the course selector initially,it requires no further main- card must not lead the directional tenance other than changing the in- gyro card by more than 80 degrees strument air filters on the gyros because the autopilot will turn to the and the filters on the servo units, reciprocal heading. Normal pro- replacement of damaged or deterior- cedure is to select the new heading ated tubing and inspection of the on the course selector and then manu- various units for security and general ally bank the airplane to hasten the condition. o turn to the new heading. The instrument air filters should The heading lock may be disengaged be replaced at least every 100 hours, by caging the directional gyro. If or oftener if the airplane is operated the directional gyro compass card under dusty conditions. Clogged and the course selector card are filters will produce sluggish or er- not aligned when the directional gyro ratic gyro responses with normal is caged, a continuous bank signal suction gage readings· will be sent as the autopilot will at- If abnormally-high suction gage tempt to realign them. Aligning readings are observed, the inlet the cards by either control knob will screen on the suction relief valve eliminate the bank signal. Once the should be checked and cleaned, if gyro is uncaged, the heading lock necessary, before attempting to re- will function as usual. adjust the valve. Remove the screen and clean it with solvent and com- EMERGENCY PROCEDURES. pressed air; then replace it and re- check the suction gage reading. (Levelair T-2) TACTAIR T-3 AUTOMATIC If a malfunction should occur in PILOT. any of the autopilot units, it can be O overridden merely with pressure on The Tactair T-3 autopilotis similar the normal flight controls, and the to the Levelair T-2 with the addition entire autopilot may be disengaged of a means of pitch control (elevator by pushing in the master valve knob. servos) on the T-3 installation. A Leaks in the system will produce pitch control knob is added to the only a loss of suction. If the suction control unit (see figure 7-1). A gage reading falls below 3. 5 in. Hg, heading lock knob, which allows the push in master valve knob to disen- heading lock to be engaged inde- gage autopilot. Available suction pendently is also added to the T-3 then will be directed to instruments. control unit, as is a turn knob, and roll trim tab. The master valve M A I NTEN A NC E. knob, directional gyro setting knob, and course selector knob are identical (Levelair T-2) to, and their function and operation is the same as on the Lever T-2 auto- Once the system has been adjusted pilot. 1-15 7-4 Description Optional Systems PITOT-STATIC SYSTEM INDICATORS. attitude, altitude, weight or other (5) Roll trim knob - Turn for the placement from the selected attitude factors which change the stalling adjustment to align compass and will cause the autopilot to apply a The altimeter, airspeed and op- speed. The stall warning horn trans_ course selector cards, if required. vigorous corrective force, and a tional vertical speed indicators are mitter is adjusted to give an audible small displacementfrom the selected operated by the pitot-static system. warning approximately 5 MPH above BEFORE LA ND I NG . attitude will cause the autopilot to This system measures the difference the normal straight ahead stalling apply a mild corrective force. between the impact air pressure speed. Other attitudes and speeds (1) Master valve knob - Push in The autopilot may be easily over- entering the pitot tube, mounted on provide a wider margin. to turn off autopilot before enter- powered at any time. The absence the leading edge of the left wing Under safe flight conditions, you ing traffic pattern. of clutches or electric motors makes and static air pressure obtained fror' should hear the warning horn only it possible to over-ride the autopilot a static port mounted on the left for- briefly on landing; and due to ground OPER A TI NG D ET Al LS. indefinitely with no harm to the sys- ward side of the fuselage. To keep effect, usually there will be no signal tem. the pitot tube opening clean, a cover if the landing is properly executed. (Levelair T-2) With the airplane trimmed and the may be placed over the pitot tube The unit will signal only occasionally autopilot engaged, as outlined above, whenever the plane is idle on the when you are taxiing in high surface It is recommended that the Level- the Levelair T-2 is on heading lock. ground. The static port should be winds. Thus, it requires no silencing air T-2 not be engaged prior to take- It will maintain the heading shown kept free of polish, wax, or dirt switch which might be left off inad- off. Forces applied to the control on the course selector card. If the for proper airspeed indicator op- vertently. system by the T-2 are easily over- two cards were not aligned prior to eration. powered; however, these forces engaging the autopilot, the airplane PITOT AND STALL WARNING HEAT. could significantly alter the "feel" will turn to the heading specified of the airplane controls. by the course selector card, pro- The Levelair T-2 requires no warm- vided that the difference in the two The optional pitot heat circuit up period before engagement since compass cards is less than 80 de- breaker switch operates electric the entire system is pneumatic. grees. If the difference is greater heaters in the pitot mast and stall . Prior to engaging the autopilot, trim than 80 degrees, the airplane will warning transmitter to prevent ' the airplane for straight and level turn to the reciprocal of the head- icing. The heaters should be turned enoT n flight. Center the roll trim knob ing on the course selector card. If on before ice is encountered. stui wasisc ranarrris and align the course selector card the course selector card and the di- CARBURETOR AIR TEMPERATURE and directional gyro compass card. rectional gyro compass card do not A sensitive altimeter is available GAGE. Engagement of the T-2 can then be remain aligned, it is likely that the made by pulling out on the master trim or weight distribution in the as optional equipment. With this The optional Richter carburetor valve knob. It is not mandatory that airplane is not the same as when altimeter, it is possible to make air temperature system indicates . this procedure be used, but it will the autopilot was initially installed accurate in-flight altitude correc- the temperature of the air inside the result in the smoothest autopilot and adjusted. Also, a misalign- tions by setting the barometric pres- carburetor, near the throttle butter- sure scale on the dial face to the fly engagement. If the setting of the ment could be due to variations in - autopilot is different from the trim engine torque. The roll trim knob altimeter setting received from the The gage will reflect the fluctua- . . . of the airplane at the time the auto- on the control unit should be adjusted tower or range station. tions in internal carburetor tempera- STALL WARNING INDICATOR. r ttlwhicnhdoccur reithec nnge pih e engaged. idemllHco seevearbrinsok until ese cearads remainayaligavneed, excessive loads will be imposed on tendency to hunt. carburetor heat application. With- the airplane. The heading lock can be used to The stall warning indicator is an out carburetor heat, it normally will electrically-operated horn which read below outside air temperature The corrective force applied by turn to any new heading by turning gives warning whenever a stall is while the application of heat may the autopilot is proportional to the the course selector to the new head- approached, regardless of speed, bring it considerably above OAT. disturbance; that is, a large dis- ing. However, when selecting the 7-3 1-16 Optional Systems Description and uncage the gyro. The right hand pushed in to assure that autopilot The Richter carburetor air tem- are controlledby the navigation lights knob on the gyro, marked "COURSE" is off. perature system may be used as an switch (figure 1-3). The optional controls the course selector card aid in applying carburetor heat ac- navigation lights flasher system uses (upper compass card) and is used CRUISE. curately, avoiding unnecessary power a three-position switch. The middle to select the course you wish to fly. losses due to higher induction air detent on the switch is the steady The Levelair T-2 is certificated for temperatures and loss of ram air position and all the way out is the use at any altitude up to 20,000 feet. (1) Trim airplane for cruising . . pressure. Also, after you have gain- flashing position. The wing tip lights Abovethat altitudeatmospheric pres- flight. ed experience with it under various are equipped with plastic detectors, sure is insufficient to properly actu~ weather conditions, you may find it visible from the pilots seat, when a ate the bellows of the servo units. (2) Directional gyro -- Adjust helpful in recognizing potential car- flasher system is installed. When course selectorknob to aligncourse . buretor icing conditions. the optional rotating beacon is on OPER A T I NG CHECK LI ST . selector card with directional gyro ' the flasher should not be used since compass card. CYLINDER HEAD TEMPERATURE there is a possibility that the double (Levelair T-2) GAGE. flash will be confusing. (3) Roll trim knob - Set to center. TAKE-OFF A cylinder head temperature gage LANDING LIGHT. (4) Master valve knob - Pull out is available as optional equipment. (1) Master valve knob -- Check to engage heading lock· The gage is self powered, operated The optional landing light consists of by a thermocouple under the lower two lamps mounted side-by-side in the mou- mos -wv- os spark plug on the left rear engine leading edge of the left wing. One cylinder. This cylinder normally of the lamps is set to give proper operates at the highest temperature. illumination of the runway during landing and take-off while the other CLOCK lamp is set to provide illumination T-2 CONTROL UNIT of the ground for taxiing purposes. An electric clock may be installed The landing light switch (figure 1-3) as optional equipment in the flight has three positions to turn on either cs xso instrument grouping on the instru- one lamp or both. To turn on only sott-14e sisevalv os ment panel (see figure 1-1). The the taxi light, pull the switch out oisococ os clock is connected electrically to to the first stop. To turn on both T-3 CONTROL UNIT the power lead from the battery and landing and taxi lights, pull the switch is in operation at all times. Be- out to the second stop. To turn the cousse setecios caso cause of the low power requirements lights off, push the switch all the DIRECTIONAL GYRO Of the clock, the electrical power way in. co-4ss caso drain on the battery is negligible, even if the airplane is not used reg- ROTATING BEACON. ularly. If the airplane is put in long olescnos4e ono coomse setecion roos term storage, remove the battery. An optional rotating, anti-collision 5ETTING KNOS beacon may be mounted on the tip of LIGHTING EQUIPMENT. the vertical fin. In clear weather, its DIRECTIONAL GYRO flashing red beam may be seen for (T-2 AND T-3) NAVIGATION LIGHTS. several miles in all directions, mak- ing it particularly valuable in the Figure 7-1. Automatic Pilot Controls The conventional navigation lights high-density traffic around busy air- 7-2 1-17 Description ports. It should not be used, how- ever, when flying through clouds or MAP LIGHT overcast; its moving beam reflected from water droplets or particles in the atmosphere, particularly at night, - Opton a Sy si ems produce vertigo and loss af orien- N LENS ADJUSTMENT KNOB MMme o The beacon is turned off and on by a push-pull circuit breaker switch This section contains a description, operating procedures, and per- on the instrument panel. Pushing MAP LIGHT SWF R formance data (when applicable) for the "major item" optional equipment in on the switch button turns on the systems in your airplane. Not all optional equipment is discussed here, beacon; pulling it out turns the bea- rather it is those installations whose complexity and function is such that con off. A short circuit or over- a detailed coverage is necessary for efficient utilization of the system. load will trip the circuit breaker knob integrally-mounted on the light Optional equipment of a more simple nature, or equipment which is stand- and force the switch button out. changes the beam from a spot to a ard equipment on deluxe versions of the airplane, are discussed in other flood illumination. portions of this manual. INSTRUMENT LIGHTS. DOME LIGHT. LEVELAIR T-2 AND TACTAIR T-3 A red instrument light is mounted AUTOMA TIC PILOT on the cabin ceiling to illuminate the A dome light is mounted in the cabin instrument panel during night opera- ceiling and is controlled by a slide tion. The light, in conjunction with switch mounted in the base of the Two automatic pilot systems are ponents include a command control the compass light, is controlled by a dome light. available as optional equipment; the unit (see figure 7-1), a Tactair- rheostat switch (figure 1-1), labeled systems are the Levelair T-2 by modified directional gyroand a Tact- "INSTR LIGHTS, " located slightly CA BINHE A TING A ND Tactair and the Tactair T-3. Many air modified gyro horizon mounted on below and to the left of the airspeed VENTILATION SYSTEM. ofthe operating procedures are iden- the instrument panel. The system indicator. Turn the instrument and tical for both systems. also includes a signal amplifier, light rheostat switch clockwise until Comfort of the pilot and passengers LEVEL Al R T -2 A UTOM A T I C bellows-type servos connected to the the desired illumination is obtained. is assured by a simple, but highly PILOT aileron control cables, and the nec- To turn the lights off, turn the switch efficient heating and ventilation sys- · essary plumbing. counterclockwise as far as it will go. tem (figure 1-6). Only fresh ram The Levelair T-2 autopilot pro- Controls on the Levelair T-2 con- Optional radio dial lights are con- outside air is used for heating and vides complete lateral stability, trol unit are a master valve knob and trolled by the same rheostat switch ventilation; no air is recirculated, thereby giving the pilot additional a roll trim knob. The master valve which controls operation of the in- Components of the system include time for navigation and visual flight knob, marked "PULL ON, " is pulled strument and compass lights. two manifold type heaters, a cabin operation by relieving him of most out to set the system in operation. air blending valve, carburetor air control handling duties between take- The knob, marked "ROLL TRIM, " MAP LIGHT. mixing valve, and four cabin air off and landing. The T-2 also pro- is turned to the right or left to adjust outlets. Both manifold heaters pro- vides a Course Selector and Heading the level of the wings, as may be An optional map light, mounted vide a continuous supply of heated Lock feature. When the system is necessary from time to time in flight adjacent to the left cabin ventilator, air for use in the cabin, except when engaged, the airplane will turn to the to compensate for a lighter fuel load is controlled by a slide switch mount- carburetor heat is required; then selected heading and hold it auto- in either of the wing tanks. There ed on the left door post. The light heated air for the cabin is supplied matically. The system is completely are two additional controls on the is fully adjustable to shine in any by the right manifold only. Heated pneumatic and operatesby the engine- directional gyro (see figure 7-1). direction, and a lens adjustment air from the left manifold is used driven vacuum pump. System com- The gyro setting knob is used to cage 1-18 7-1 OperationalData Description Notes CABIN HEATING AND VENTILATION WITH OPTIONAL REAR SEAT VENT SYSTEM OPTIONAL REAR SEAT COLD AIR VENTS FORWARD CABIN VENTILAIOR CABIN HEAT I (ONE EACH SIDE) KNOB CABIN AIR KNOB DEFROSTER CABIN AIR OUTLET BLENDING VALVE CABIN HEATER REAR OUTLET (ONE EACH SIDE) CABIN HEATER FORWARD OUTLETS MANIFOLD HEATER SHROUDS CARB. AIR MIXlNG VALVE CODE NOTE FRESH OUTSIDE AIR HAVE THE MANIFOLD TYPE CABIN VENTILATING AIR FROM FRESH AIR HEATER INSPECTED EVERY 100 HOURS V ENTS BY YOUR CESSNA DEALER. HE IS QUA- LIFIEDTUKEEPITINSAFE, EFFICIENT HEATED FRESH AIR OR VENTILATING OPERATING CONDITION. AIR DEPENDING ON SETTING OF CABIN HEAT KNOB Figure 1-6 6-6 1-19 Description Operational Data for carburetor heat when the car- STALLING SPEEDS buretor air knob on the instrument POWER OFF -- MPH, TIAS panel is pulled aft. KUTATE TO DIRECT AIR GROSS WEIGHT - 2200 POUNDS The temperature and amount of air entering the cabin is controlled CONDITION ANGLE OF BANK by two knobs on the instrument panel labeled "CABIN HT" and "CABIN 0° 20° 40° 60° AIR. " The "CABIN HT" knob actuates a butterfly in the cabin air blending FLAPS UP 58 60 66 82 valve. With the Rnob pulled full aft FLA PS 10 ° 5 4 5 6 6 2 7 6 hot air flows mto the cabm. Actua- tion of the knob forward allows blend- ' Pt sli To CLosE FLAPS 40 ° 51 5 3 5 8 7 2 ing from hot to cold as required. With the knob full forward, hot air CAnlN VI NTILATOR (OPEN) from the manifolds is bypassed into Figure 6-5 the engine compartment to preclude the possibility of overheating the heater ducts, is provided by man- manifold and system ducting. Simul- ually-adjusted cabin ventilators. taneously, cold air is ducted into the Two ventilators are installed: one cabin. on the left side of the cabin in the The knob labeled "CABIN AIR" upper corner of the windshield, and controls a sliding firewall shut-off the other in the same position on valve to stop all flow of air into the the right. cabin. To stop the flow of air, pull To provide a flow of air, pull the the 1mob full aft. The "CABIN AIR" ventilator tube out. The amount of knob must not be pulled aft while air entering the cabin can be a regu- the "CABIN HT" knob is aft, as the lated by varying the distance that bypass on the blending valve is clos- the ventilator tube is extended. ed when cabin heat is on, and over- To change the direction af airflow, heating of ducts can result. rotate the ventilator tube to the posi- Cabin air outlets are located at the tion desired. center of the firewall above the rud- der pedals, at each front doorpost, REAR SEAT VENTILATORS. and at the bottom of the windshield. None of the outlets, including the Additional cold air for the rear windshield defroster outlet, have seat passengers is provided by op- separate controls which might be tional ventilation outlets in the cabin inadvertently left shut, preventing ceiling, above the rear windows, the flow of air. The outlets are ball-and-socket type and may be turned to direct the flow CABIN VENTILATORS. of air as desired. The volume of air from each outlet is regulated by Ventilation for the cabin area in turning a knurled ring on the rim of addition to that obtained through the the outlet. 1-20 6-5 Operational Data Description SEATS. A seat adjustment handle is located behind and at the top of the rear seat LANDING T.9]HNG CON NS FRONTSEATS. back. DIAGRAM 53MPH@1600LBS. MISCELLANEOUS omGER FFS--40° The front seats are individually EQUIPMENT. HARDSURFACERUNWAY mounted on tracks and are adjust- CABIN DOORS NOTE able fore and aft. The seat adjust- caihL6 d gHDi ance 10% ment handle is located within easy Two cabin doors are provided on reach on the left front side of each your Cessna 172. Each door incor- 0 g GROUND ROLL SORÌ. TO adjust the seat, simply pull porates a flush type door handle on 615 vr. 8oo vr up on the handle and slide the seat the outside and a conventional type 50 FT. ,:Ê to the most comfortable position. NO TE / V/ / ,#////////////, / // / / / // / / // / // / / / / /// / / / / / // / / / / / // //// // //////////////// /////// DOORH ANDLE 7 500 FT. ELEVATION I 1315 FT. ' (32°F) 1010 FT TOSt the front seats for secure latching after adjusting them to 2200 GROUNDROLL the desired position. 585 FT. 7 60 FT. 50 FT RECLINING FRONT SEATS. To make long flights more comfort- 5,000 F LEVATION 1245 FT. able for the pilot and front seat pas- (41°F) 960 FT. Senger, Optional recliningfront seats are available. The seat backs of LEFTDOORLOCK 0¿ GROUND ROLL these seats may be rotated through Op 560 FT. 720 FT. three positions by pulling up on the handle on the inside. To open the 50 FT. 44 handle located on the right side of door from the outside, pull out on the seat and leaning back or for- the forward edge of the flush type ward. handle. To open the door from the 2 500 F ELEVATION 915 FT 1180 FT. Optional headrests are available inside, rotate the inside door handle ' (50°F) With the reclining seats installation down, and are easily installed by inserting The right cabin door can be locked GROUND ROLL the headrest support rods into sockets from the inside only. To lock the 50 FT. in the top of the seat back. doator, pnush up on the thumbdlatch lo- REAR SEAT. below the window. To unlock, push 5 F The rear seat has provisions to doT eoneft oohr nlabe locked from (59 F) 870 FT. accommodate two people. The back the outside only with a key operated of the seat is hinged at the bottom lock. The same key that is used for to permit seat adjustment and easy the ignition is also used to lock the Figure 6-4 access to the baggage compartment. door. 6-4 1-21 Description Operational Data loaded through a door on the left side SKY HAWK CRUISE AND RAN GE PERFOR MAN CEof thefuselage. The door is fitted STANDARDATMOSPHERICCONDITIONS ZEROWIND THUMB LATCH With a flush-type handle and a lock 39 GALLONS OF FUEL (NO RESERVE) GROSS WEIGHT- 2200 POUNDS operated by the ignition key- RICH MIXTURE The baggage compartment may be ALTITUDE RPM %BHP TAS, GAL./ ENDR. MILES/ RANGE reached from inside the cabin by MPH HOUR HOURS GAL. MILES LOCKED 2500 2700 91 136 12 6 3. 1 10 7 120 pulling gently forward and down on 2600 si iso 11.1 a s ii : ass the rear seat adjustment handle. 26°° 72 124 1°·1 3-9 12·3 480 UNLOCKED 2400 64 117 9.2 4.2 12.7 495 2300 57 111 8.5 4.6 13.1 510 - - COAT HANGER HOOK. g°° 6° For your convenience, a coat hanger li!!!!2600 ile! 129 :19 9 L6 999 hook has been installed in the cabin 266° 71 126 10·4 3.7 12-1 470 2500 67 123 10.0 3.9 12.3 480 ceiling above the back of the rear 2400 60 116 9.1 4.3 12.7 495 RIGHT DOOR LOCK Seat. Your coats can be hung, full- |°° Q |30 8 4 6 1 0 length and wrinkle-free, between 2100 42 97 7.1 5.5 13.7 535 the back of the rear seat and the LEAN N IXTURE CABIN WINDOWS. baggage shelf, without interferring 2soo i::li::::iïóó sil isi ii § 4 ä 4gs with the comfort of the rear seat !!:!!:2600 8 132 3 3 ß 8 All cabin windows except the left passengers. °° 642 1 5 5 door window are fixed and perma- 2300 57 113 7.2 5 4 15.6 605 nently sealed. The left door window UTILITY SHELF. Ë°° 4° 106 6 1 1 0 is hinged at the top and opens out- ward for additional ventilation. A utility shelf is located just above 2600 76 e sao To open the window, press the re- the baggage compartment. This o° 6 ° lease button on the latch and rotate shelf will prove very handy for stor- 2400 60 118 7.6 5.1 15.5 605 2300 53 112 6.8 5.7 16.5 640 the handle upward. The window will ing hats, brief cases, and small 2200 47 105 6.0 6.5 17.5 680 open without pressure, and be held articles. 2100 42 100 5.3 7.4 18.9 735 out by spring-loaded limit arms. 7500 !!!!!! iii e B;i 2600 70 130 8.9 4.4 14.6 570 MAP POCKET. 2500 63 123 7.9 4.9 15.5 605 NOTE 2400 56 116 7.1 5.5 16.4 640 2300 50 110 6.4 6.1 17.3 675 Maps and frequently used flying 2200 45 104 5.7 6.9 18.4 715 In flight, the window should be aids may be stored in map pockets "°° °° opened cautiously, since air pres- in the forward side panels, where 1° °°° sure will push it out with con- they are in easy reach of the pilot'S 2500 58 121 7.4 5.2 16.3 635 siderable force which may dam- and copilot's seats. Bulkier items, age the limit arms. Grasp the magazines, and small articles may handle firmly and ease the window be stored in the pockets on the backs out to its open limit. of the front seats. 12'"°° 2400 50 114 6.3 6.2 18.2 705 2300 45 109 5.7 6.8 19.1 745 BAGGAGE COMPARTMENT. FIRE EXTINGUISHER. 22oo 41 104 s.2 v.s 2o.o yso For standard 172 performance, subtract 1 MPH from the higher cruise speeds shown. Shaded areas are The baggage compartment, back of An optional fire extinguisher may cruisiig RPM settings that are not recommended for the given altitude. the rear seat, may be loaded and un- be installed on the inboard side of Figure 6-3 1-22 6-3 Operational Data Description the understructure of the pilot's seat. WINTERIZATION KIT. The extinguisher slides with the seat 8°2 O :": and does not interfere in any way An optional winterization kit is with the operation of the seat. In available for use at temperatures case of emergency, remove the ex- consistently below freezing. The tinguisher from its bracket by re- kit consists of a plate which fits over leasing the spring clip and use it in the air outlet at the lower rear of the accordance with the instructions on cowl. This restricts the amount of the extinguisher. air which can flow through the cowl thereby raising the operating tem- CARGO TIE-DOWN RINGS. perature of the engine. As directed by a placard on the Eight cargo tie-down rings are plate, remove the winterization plate ----- available as optional equipment. Two when ground level outside air tem - of the rings are used in conjunction peratures exceed 20°F. Refer to with slides which attach to the front Section III for further discussion seat rails and may be positioned at concerning cold weather operation. any point on the rails. The remain- ing six rings screw into nutplates in LOADING YOUR the cabin floor. These nutplates are MODEL 17 2. standard equipment in all airplanes. The recommended procedure for There are two nutplates at the aft loading your Model 172 is as follows: end of each outboard front seat rail, First, load the baggage compart- and two at the front bulkhead and two ment. Next, load the front seats. at the rear bulkhead of the baggage Finally, load the rear seat. compartment. 6-2 1-23 Operating checkList geotion g 4 1 4 The operational data shown on the following pages are compiled from actual tests with airplane and engine in good condition and using average piloting technique and best power mixture. You will find this data a valuable 3 aid when planning your flights. However, inasmuch as the number of vari- EXTERIOR ables included precludes great accuracy, an ample fuel reserve should be provided. The range performance shown makes no allowance for wind, INSPECTION navigational error, pilot technique, warm-up, take-off, climb, etc. All DIAGRAM of these factors must be considered when estimating reserve fuel. To realize the maximum usefulness from your 172, take advantage of the high cruising speeds. However, if range is of primary importance, it may pay you to fly at a low cruising rpm thereby increasing your range and allowing you to make the trip non-stop with ample fuel reserve. Use the 1 a. Turnonmasterswitchandcheckfuelquantityindicators. range table on page 6-3 to solve flight planning problems of this nature. b. Turn off master switch. Check ignition switch for "OFF" position, check fuel tank selector valve handleon"BOTH." In the table, (Figure 11), range and endurance are given for lean mix- c. On first fligher ndda pullenoul strainer drain knob for about four seconds, to clear fuel strainer of ture, frOm 2, 500 f eet to 12, 500 f eet and for rich mixture at altitudes of d. Removecontrolwheellock, iiinstalled 2, 500 feet and 5,000 feet. All figures are based on zero wind, 30 gallons e. Check baggage door for security. of fuel for cruise, McCauley 1C172/EM7653 propeller, 2200 pounds gross 2 a. Remove gust locks, if installed. b, Inspecttailsurfacehingesandhingebolts. Weight, and standard atmospheric conditions. For lean mixture figures, Ch k trim tearba r srecce each elevator, in opposite directions. checking for looseness at the at- miXtüre iS leaned to maximum RPM. Allowances for fuel reserve, head- tachment of the elevators to the torque tube adapter Winds, take -off s and climb, and variations in mixture leaning technique e. Disconnect tie-down rope or chain. should be made and are in addition to those shown on the charts. Other 3 a. Remove aileron lock, if installed. . . b. Checkaileronandflaphinges. Indeterminate variables such as carburetor metering characteristics, en- c. Checknavigationlightfordamage gine and propeller conditions, and turbulence of the atmosphere may ac- 4 a. Check main wheel tire for cuts, bruises, and proper inflation. COunt for variations of 10% or more in maximum range. b. Inspect airspeed static source hole on side of fuselage for stoppage (left side only). P ionn eq a avpalveheccahkr nenst leed (on first flight of the day) drain a two-ounce quantity A IRSPEEDCORRECT IONT A BLE of fuel from wing tank sump to check for presence of water and sediment. I 5 a. Check windshield for cleanliness. b. Check oil level. Do not operate with less than six quarts. Fill for extended flight. • - • • c. Inspect cowl access door for security d. Check propeller and spinner for nicks and security. IA S 4 O 5 0 6 O 7 O 8 O 9 O 10 0 110 12 Ol 3 0 14 O e. Check nosewheel strut for proper inflation. f. Check nosewheel tire for cuts, bruises, and proper inflation. TIA S 59 6 2 6 6 7 3 81 90 9 9 10 8 118 12 7 13 6 g. Disconnect tie-down rope. h. Make visual check to insure that fuel strainer drain valve is closed after draining operation. i. Check carburetor air filter for restrictions by dust or other foreign matter. FLA PSDOWN a. Remove pitot tube cover, if installed. b. Inspect pitot tube opening for stoppage. IA S 4 O 5 0 6 O 7 O 8 O 90 10 0 - - - - c. Check fuel tank vent opening for stoppage. d. Check stall warning transmitter tab for freedom of operation. TIA S 4 9 5 7 6 5 7 3 8 2 91 10 0 - - - - Figure 2-1 Figure 6-1 1-24 6-1 Care of the Airplane geotion 2 INTERNAL CABIN DIMENSIONS operating check list This section lists, in Pilot's Check List form, the steps necessary '¯¯¯ CABIN HEIGHT to operate your Cessna 172 efficiently and safely. It is not a check list MEASUREMENTS in its true form as it is considerably longer, but it does cover briefly all 34" 36 1 2" 44 I 2" 44 1 2 Of the points that you would want to or should know concerning the informa- tion you need for a typical flight. ---U The flight and operational characteristics of the Cessna 172 are normal I ----- in all respects. There are no "unconventional" characteristics or opera- 18" , 24" c- tiOns that need to be mastered. All controls respond in the normal way 20" 28" Within the entire range of operation of the airplane. All airspeeds mentioned RAWGAELCLOMFPARTMENT in Sections II and III are indicated airspeeds. Corresponding true indicated NOTE airspeeds may be obtained from the Airspeed Correction Table in Section AFT DOOR POST FACE OF Measurements are with co- pilot gg BULKHEAD INSTRUMENT PANEL seat, rear seat, and utility AFTKSHEECATION E RU EEL lea s d d BEFORE ENTERING THE AIRPLANE. (1) Make an exterior inspection in accordance with Figure 2-1. 31" 35" 291/2 ' BEFORE STARTING THE ENGINE. ON FLOOR' (ON FLOOR) 36" 28 35" 40 1/2" (ON FLOOR) ----- FLOOR WIDTH (1) Seats and Seat Belts - Adjust and lock. (AT TOPOF (ATLOWER I -- - - MEASUREMENTS (2) Flight Controls - Check. BAGGAGE WINDOW 40" --- - ( a e aSb - ShetandNset. (6) Fuel Selector - BOTH ON. ----DOOR OPENING DIMENSIONS----- WIDTH WIDTH HE1GHT HEIGHT STARTING ENGINE. (TOP) (BOTTOM) (FRONT) (REAR) CABIN (1) Carburetor Heat - Cold. DOOR 32" 37" 41" 38½" (2) Mixture - Rich. BADGGARGE 15¾" 15¾" 22½" 21¼" (3) Primer - As required. (4) Ignition Switch - BOTH. (5) Throttle - Open 1/8" (to idle position). (6) Propeller Area - Clear. (7) Starter - Engage. 5-14 2-1 Operating Check List Care of the Airplane BEFORE TAKE-OFF. erating in dusty conditions. Under extremely dusty con- (1) Throttle Setting - 1600 RPM. ditions, daily maintenance of the filter is recommended. (2) Engine Instruments - Within green arc. (3) Magnetos - Check (100 RPM maximum drop). 16 OIL SUMP DRAIN (4) Carburetor Heat - Check and ON. Drain oil by removing plug in sump. Remove lower cowling (5) Flight Controls and Seat Latching - Recheck. and provide protection for nosewheel tire when draining. (6) Wing Flaps - 0° or 10°. (7) Trim Tab - TAKE-OFF. 17 ENGINE OIL SCREEN (8) Cabin Doors - Closed and locked. Remove and wash screen (located on right rear side of engine . (9) Flight Instruments and Radios - Set. accessory section) with Stoddard solvent (Fed. Spec. P-S-661) whenever engine oil is changed. TAKE-OFF. 18 OIL FILLER AND DIPSTICK NORMAL TAKE-OFF. Check oil level before each flight. Oil capacity is 8 quarts (9 quarts capacity when optional oil filter is installed). Do (1) Flaps - UP. not operate with less than 6 quarts and completely fill the (2) Carburetor Heat - Cold. sump if an extended flight is planned. Service with aviation (3) Power - Full throttle. grade engine oil; SAE 40 above 50°F and SAE 20 below 50°F. (4) Elevator Control - Lift nosewheel at 60 MPH. Your Cessna was delivered from the factory with straight (5) Climb Speed - 80 MPH. mineral oil and should be operated with straight mineral oil for the first 25 hours. The use of mineral oil during the 25- MAXIMUM PERFORMANCE TAKE-OFF. hour break-in period will help seat the piston rings and will result in less oil consumption. After the first 25 hours, de- (1) Flaps - UP. tergent oils, conforming to Continental Motors Specification (2) Carburetor Heat - Cold. MHS-24, are recommended for use in your Cessna. Your (3) Brakes - Apply. Cessna Dealer can supply an approved brand. (4) Power - Full throttle. OIL SEPARATOR (5) Brakes - Release. (6) Elevator Control - Slightly tail low. Remove separator and flush with Stoddard solvent (Fed. Spec. (7) Climb Speed - 60 MPH. P-S-661); then dry with compressed air and reinstall. SUCTION RELIEF VALVE INLET SCREEN CLIMB. Check inlet screen for dirt or obstructions if suction gage NORMAL CLIMB. readings appear high. Remove screen and clean with com- pressed air or wash with Stoddard solvent (Fed. Spec. P-S- (1) Airspeed - 80 to 90 MPH. 661). (2) Power - Full throttle. (3) Mixture - Full rich (unless engine is rough)· The military specifications listed are not mandatory, but are intended as guides in choosing satisfactory materials. MAXIMUM PERFORMANCE CLIMB- Products of most reputable manufacturers meet or exceed these specifications. (1) Airspeed - 78 MPH at sea level to 75 MPH at 10, 000 ft. (2) Power - Full throttle. Figure 5-1 (Sheet 4 of 4) 2-2 5-13 Care of the Airplane Operating Check List (3) Mixture - Full rich (unless engine is rough). pressure pot connected to the brake bleeder ports is prefer- able, although fluid may be poured through the plugs on the CRUISING. top of the master cylinders. (1) Engine Speed - 2100 to 2650 RPM. OIL FILTER (FRAM PBS5) (2) Trim Tab - Adjust. Replace optional filter element whenever oil on dipstick ap- (3) Mixture - Lean. pears dirty. An interval of 100 hours is considered maxi- mum for replacement under average conditions. LET-DOWN. SHIMMY DA MP ENER (1) Mixture - Rich. Fill with MIL-H-5606 (red) hydraulic fluid. See page 5-7 for (2) Power - As desired. detailed instructions. BEFORE LANDING. NOSE GEAR SHOCK STRUT Keep strut inflated and filled. See page 5-7 for detailed in- (1) Fuel Selector - BOTH ON. structions. (2) Mixture - Rich. (3) Airspeed - 70 to 80 MPH (Flaps UP). NOSEGE A RTOROUEL I NKS (4) Carburetor Heat - Apply before closing throttle. Lubricate through grease fittings with MIL-L-7711 general (5) Flaps - As desired (below 100 MPH). purpose grease. Wipe off excess. (6) Airspeed - 65 to 75 MPH (Flaps DOWN). (7) Trim Tab - Adjust. BATTER Y Check level of electrolyte every 25 hours (or at least every NORM A LL A N DI NG. 30 days), oftener in hot weather. Maintain level of electro- lyte even with the split ring at the bottom of the filler hole by (1) Touchdown - Main wheels first. adding distilled water. Neutralize any spilled electrolyte at (2) Landing Roll - Lower nosewheel gently. once with baking soda solution, followed by a thorough rinse (3) Braking - Minimum required. with clean water. Keep battery clean (use baking soda so- lution, then rinse thoroughly and dry) and battery connections AFTER LANDING. tight. (1) Flaps - UP. FUEL STRAINER (2) Brakes - Set (at parking area). Drain approximately two ounces of fuel before each flight (3) Mixture - Full lean. and after refueling to remove water and sediment. Make (4) Ignition Switch - OFF. sure drain valve is closed after draining. Disassemble and (5) Master Switch - OFF. clean bowl and screen each 100 hours. CARBURETOR AIR FILTER Service in accordance with instructions stamped on the filter frame. Service at least every 25 hours or oftener when op- Figure 5-1 (Sheet 3 of 4) 5-12 2-3 Operating Check List Care of the Airplane SERVICING PROCEDURES MODIFIED FUEL MANAGEMENT PROCEDURES GYRO INSTRUMENT AIR FILTERS Replace every 100 hours and when erratic or sluggish re- With a combination of highly volatile fuel, high fuel temperature, high sponses are noted with normal suction gage readings. operating altitude, and low fuel flow rate in the tank outlet lines, there is a remote possibility of accumulating fuel vapor and encountering power ir- FU EL TA NKF ILLERS regularities on some airplanes. To minimize this possibility, the follow- Service after each flight with 80/87 octane aviation grade ing operating procedures are recommended: fuel. The capacity of each tank is 21 gallons. (1) Take-off and climb to cruise altitude on "both" tanks. FU EL TA NKSUMPDR Al NS (This is consistent with current recommendations.) Remove drain plug, drain off water and sediment, and re- (2) When reaching cruise altitude above 5000 feet MSL, promptly install plug. Safety wire plug to adjacent wing structure. switch the fuel selector valve from "both" tanks to either the If optional quick drain valves are installed, drain fuel tank "right" or "left" tank. sumps daily. (3) During cruise, use "left" and "right" tank as required. (4) Select "both" tanks for landing as currently recommended. GROUND SERVICE RECEPTACLE Connect to 12-volt, DC, negative-ground power unit for cold POWERRECOVERYTECHN I QUES weather starting and lengthy ground maintenance of the elec- trical system. When auxiliary power unit is used, master In the remote event that vapor is present in sufficient amounts to switch should be left off until the plug has been pulled. cause a power irregularity, the following power recovery techniques should be followed: .5 WHEEL BEARINGS Repack with MIL-L-3545 wheel bearing grease at first 100 OPERATION ON A SINGLE TANK hours, 500 hours thereafter; oftener if more than the usual amount of water, mud, ice or snow is encountered. Should power irregularities occur when operating on a single tank, power can be restored immediately by switching to the opposite tank. 6 TI R ES In addition, the vapor accumulation in the tank on which the power irregu- Maintain 35 psi pressure on the nosewheel and 23 psi on the larity occurred will rapidly dissipate itself such that that tank will also be main wheels. Inflate tires in accordance with instructions in available for normal operation after it has been unused for approximately bag which contains the filler needle (filler needle stored in one (1) minute. map compartment). Remove oil and grease from tires with soap and water; periodically inspect them for cuts, bruises OPERATION ON BOTH TANKS and wear. Should power irregularities occur with the fuel selector on both tanks, FU EL LI NEDR Al NPLUG the following steps are to be taken to restore power: Remove drain plug, drain off water and sediment, and re- install plug. Safety wire plug. (1) Switch to a single tank for a period of 60 seconds. (2) Then switch to the opposite tank and power will be restored. BRAKE MASTER CYLINDERS Fill with MIL-H-5606 (red) hydraulic fluid. Filling with a Figure 5-1 (Sheet 2 of 4) 2-4 5-11 Care of the Airplane SERVICING DIAGRAM N geotion 5 operating details *lf optional quick draln valves are installed, ilii il litil liii i H I drain fuel tank sumps dany. RECOMMENDED FUEL: AVIATION GRADE--80/87 || OCTANE Il I |||||| || lillllllllllllllllill IIIII || RECOMMENDED ENGINE OIL: I 2 4 2 3 AVIATION GRADE THE FOLLOWING PARAGRAPHS cover in somewhat greater detail the items entered as a Check List in Section II. Every item in the list is not discussed here. Only those items on the Check List that required further explanation will be found in this section. 20 PRE-FLIGHT CHECK. damage to navigation and landing lights, and radio antennas. Out- The exterior inspection described side storage for long periods may in section II is recommended for result in water and obstructions in the first flight of the day. Inspec- the airspeed system lines, condensa- tionprocedures for subsequent flights tion in fuel tanks, and dust and dirt normally are limited to brief checks on the intake air filters and engine of the tail surface hinges, fuel and cooling fins. 5 i oil quantity, and security of fuel and Operation from a gravel or cinder oil filler caps. If the airplane has field will require extra attention to 15 14 13 been subjected to long-term storage, propeller tips and abrasion on lead- recent major maintenance, or opera- ing edges of the horizontal tail. tion from marginal airports, a more Airplanes that are operated from SERVICING INTERVALS---- extensive exterior inspection is rec- roughfields, especially at high alti- ommended. tudes aresubjected to abnormalland- CHECK OR SERVICE DAILY After major maintenance has been ing gear abuse. A frequent check performed, the flight and trim tab of all components of the landing gear SERVICE EVERY 25 HOURS COntrOIS should be double-checked, shock strut, tires, and brakes is for free and correct movement. important. SERVICE EVERY 100 HOURS 26 Security of all inspection plates If night flying is anticipated, all on the airplane should be checked exterior and interior lights should SERVICE EVERY SOOHOURS following periodic inspections. If be checked for proper illumination. the airplane has been waxed and pol- Cold weather flights involve a care- SERVICE OR CHECK AS REQUIRED ished it is a good practice to check ful check of other specific areas that the external static pressure source will be discussed in a separate para- it « sdye s serrv c tie er holes for stoppage. graph. as shown in adjoining specifications. If the airplane has been exposed to much ground handling in a crowd- STARTING ENGINE. ed hangar, it should be checked for i - dents and scratches on wings, fuse- Ordinarily the engine starts easily Figure 5-1 (Sheet 1 of 4) lage, and tail surfaces, as well as with one or two strokes of primer 5-10 3-1 Operating Details Care of the Airplane of service bulletins and letters is genuine Cessna parts and service constantly being carried on so that facilities consistent with the demand. when you have your Cessna inspected Your Cessna Dealer will be glad to TA XIINGD GI A RAM and serviced by Cessna Dealers' give you current price quotations on mechanies the work will be com- all parts that you might need and will plete and done in accordance with be glad to advise you on the practic- the latest approved methods. ability of parts replacement versus Cessna Dealers maintain stocks of repairs that might be necessary. USE UP AILERON USE UP AILERON DEALER FOLLO W-UP SYSTEM. ON LH WING AND ON RH WING AND NEUTRAL ELEVATOR NEUTRAL ELEVATOR ::::: 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 re- ceive^ similar notification directly from the Cessna Service ....... ... . Department. A subscription card is supplied to you in your airplane file for your use, should you choose to request this ON LH WING AND ON RH WING AND Y service. Your Cessna Dealer will be glad to supply you . 619 ..... 796. with details concerning these follow-up programs, and stands ready through his Service Department to supply you with fast, efficient, low cost service. NOTE Strong quartering tail winds require caution, WIND DIRECTION 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. 3-2 5-9 Care of the Airplane Operating Details all times: you will prefer to have the Dealer in warm temperatures to six strokes to make the use of brakes almost en- (1) A form containing the follow- from whom you purchasethe airplane in cold weather, with the throttle tirely unnecessary. Using the brakes ing information: Model, Registra- accomplish this work for you• open approximately 1/8 inch. In as sparingly as possible will prevent tion Number, Factory Serial Num- Civil Air Regulations require all extremely cold temperatures, it may undue wear and strain on the tires, ber, Date of Manufacture, Engine airplanes to have a periodic (annual) be necessary to continue priming brakes, and landing gear. Normal Number, and Key Numbers (du- inspectionasrequiredby theadminis- while cranking. Weak intermittent steering is accomplished by apply- plicate keys are available through trator, made by a person designated explosions followed by puffs of black ing pressure to the rudder pedal in your Cessna Dealer). by the administrator, andin addition, smoke from the exhaust stack in- the direction the airplane is to be 100-hour periodic inspections made dicates overpriming or flooding. turned. For smaller radius turns, Most of the items listed are re- by an"appropriately rated mechanic" Excess fuel can be cleaned from at slow speed, the brakes may be quired by the United States Civil Air if the airplane is flown for hire. The the combustion chambers by the fol- used on the inside wheel. At slow Regulations. Since the regulations of Cessna Aircraft Company recom- lowing procedure: Set the mixture taxi speed, this airplane may be othernations may require other docu- mends the 100-hour periodic inspec- control in full lean position, throttle pivoted about the outboard strut fit- ments and data, owners of exported tion for Model 1'12 airplanes. The full open, ignition switch OFF, and ting without sliding the tires. When airplanes should check with their procedure for this 100-hour inspec- crank the engine through several taxiing in crosswinds it is important own aviation officials to determine tion has been carefully worked out revolutions with the starter. Repeat that speed and use of brakes be held their individual requirements. by the factory and is followed by the the starting procedure without any to a minimum and that all controls Cessna Dealer organization. The additional priming. If the engine be utilized (see taxiing diagram on INSPECTION SERVICE AND complete familiarity of the Cessna is underprimed (most likely in cold page 3-2) to maintain directional INSPECTION PERIODS. Dealer organization with Cessna weather with a cold engine) it will control and balance. equipment and with Cesåna proced- not fire at all, and additional prim- With your airplane you will re- ures provides the highest type of ing will be necessary. As soon as NOTE ceive an Owner's Service Policy. service possible at lower cost. the cylinders begin to fire, open This policy has coupons attached to Time studies of the 100-hour in- the throttle slightly to keep it run- Caution should be used when taxi- it which entitle you to a no-charge spection at the factory and in the ning. After starting, if the oil gage ing over rough fields to avoid ex- initial inspection and a no-charge field have developed a standard flat does notbegin to showpressure with- cessive loads on the nosewheel. 100 hour inspection. If you take rate charge for this inspection at in 30 seconds in the summertime and Rough use of brakes and power delivery from your Dealer, he will any Cessna Dealer. Points which about twice that long in very cold also add to nosewheel load. A perform the initial inspection be- the inspection reveals require mod- weather, stop engine and investigate. good rule of thumb: "Use mini- fore delivery of the airplane to you. ification or repairs will be brought Lack of oil pressure can cause ser- mum speed, power, and brakes." If you pick up the airplane at the to your attention by the Dealer and ious engine damage. After starting, factory, plan to take your Cessna quotations or charges will be made avoid the use of carburetor heat un- Taxiing over loose gravel or cinders 172 to your Dealer reasonably soon accordingly. The inspection charge less icing conditions prevail. should be done at low engine speed after you take delivery on it. This does not include the oil required for to avoid abrasion and stone damage will permit him to check it over and the oil change. TAXIING. to the propeller tips. Full throttle make any minor adjustments that Every effort is made to attract the runups over loose gravel are es- may appear necessary. Also plan best mechanics in each community Release the parking brake before peciaHy harmful to propeller tips. an inspection by your Dealer at 100 to Cessna service facilities. Many taxiing and use the minimum amount When take-offs must be made over hours or 90 days whichever comes Dealers' mechanics have attended . of power necessary to start the air- a gravel surface, it is very important first. This inspection also is per- Cessna Aircraft Company schools plane moving. During taxi, and espe- that the throttle be advanced slowly. formed by your Dealer for you at no and have received specialized in- cially when taxiing downwind, the This allows the airplane to start charge. While these important in- struction in maintenance and care RPM should be held down to pre- rollingbeforehigh RPM is developed, spections will be performed for you of Cessna airplanes. Cessna ser- ' vent excessive taxi speeds. Taxiing and the gravel will be blown back of by any Cessna Dealer, in most cases vice instruction activity in the form should be doneat a speed slowenough the propeller rather than pulled into 5-8 3-3 Operating Details Care of the Airplane it. When unavoidable small dents The engine should be checked for or persistent, the strut should be tends to collect even more dust and appear in the propeller blade, they smooth idling at approximately 500 serviced and repaired as necessary grit. should be immediately corrected as RPM, although prolonged idling is by your Cessna Dealer. To fill the shimmy dampener, re- described in section V under pro- done above 600 RPM for better en- To check the strut inflation, jack move it from the airplane, then pull peller care. gine lubrication. the nose or lower the tail until the the dampener shaft fitting end to its If instrument or night flights are strut is fully extended and the wheel travel limit and fill the dampener BEFORE TAKE-OFF. contemplated, a careful check should is clear of the ground. Remove the through the opposite end while hold- be made of vacuum pump operation. cap on the filler valve and check the ing the unit vertical. Push the shaft Most of the warm up will have been The minimum and maximum suction pressure with a tire gage, adding or upward slowly to seal off the filler conducted during taxi, and additional limits are 3.8 and 4.2 in's. of mer- removing air as necessary to obtain hole and reinstall the shimmy damp- warm up before take-off should be cury. The condition of the generator 35 psi. Air may be bled out by de- ener on the airplane. An alternate restricted to the checks outlined in is aLeo important since satisfactory pressing the stem of the valve core. method is to submerge the dampener Section II. Since the engine is closely operation of all radio equipment and Use the following procedure for in fluid and work the shaft back and cowled for efficient in-flight cooling, electrical instruments is essential checking the strut fluid level: forth to expel air and fill the damp- precautions should be taken to avoid to instrument flight. The generator (1) Working through the left cowl ener with fluid. overheating on the ground. Full is checked by noting that the warning access door, remove the valve cap throttle checks on the ground are not light is out with the engine speed and depress the valve core stem to Al RPLA NEF ILE. recommended unless the pilot has above 1000 RPM. release all air pressure. good reason to suspect.that the en- A simple last-minute recheck of (2) Using a 3/4-inch box end or There are miscellaneous data, in- gine is not turning up properly. If important items should include a deep socket wrench, unserew the formation and licenses that are a a full throttle run-up is necessary glance to see that the mixture and filler valve and remove it. part of the airplane file. The follow- the engine should run smoothly and carburetor heat knobs are full in, (3) Completely compress the strut, ing is a check list for that file. In turn 2230 to 2330 RPM with carbur- all flight controls have free and cor- so the stops contact the outer bar- addition, a periodic check should be etor heat off. Engine run-ups should reet movement, and the fuel selector rel. The fluid level should be even made of the latest Civil Air Regula- not be performed over loose gravel is set to "Both On." with the bottom of the valve hole. If tions to insure that all data require- or cinders because of possible stone it is not, add MIL-H-5606 (red) hy- ments are met. damage or abrasion to the propeller TAKE-OFF. draulic fluid. tips. (4) Completely extend the strut A. To be carried in the airplane If the ignition system produces an Since the use af full throttle is not and replace the filler valve. at all times: engine speed drop greater than 100 recommended in the static run-up, (5) With the strut fully extended (1) Aircraft Airworthiness Cer- RPM, the warm up should be con- it is important to check full-throttle and the wheel clear of the ground, tificate (Form ACA 1362). tinued a minute or two longer prior engine operation early in the take-off inflate the strut to 35 psi. Re- (2) Aircraft Registration Cer- to rechecking the system. If there run. Any signs of rough engine op- place the valve caP- tificate (Form ACA 500A). is doubt concerning the operation of eration or sluggish engine accelera- (3) Airplane Radio Station License the ignition system, checks at higher tion is good cause for discontinuing SH IM MY DA M PE NE R. (if transmitter installed). engine speed may confirm the de- the take-off. If this occurs, you are (4) Weight and Balance Report or ficiency. In general, a drop in ex- justified in making a thorough full- The shimmy dampener should be latest copy of the Repair and Alter- cess of 100 RPM with a warm engine throttle static run-up before another kept clean and filled with fluid. The ation Form (Form ACA 337). at 1600 RPM should be considered take-off is attempted. . exposed portions of the dampener (5) Airplane Equipment List. excessive. If the engine accelerates Normal andobstacleclearancetake- shaft, particularly, should be wiped (6) Airplane Log Book. smoothly and the oil pressure re- offs are performed with flaps up. off with a clean dry cloth to remove (7) Engine Log Book. mains steady at some value between The use of 10° flaps will shorten dust and grit which may cut the seals 30 to 60 lbs/sq. in. the engine is the ground run approximately 10¶o, ' in the dampener barrel. Do not wipe B. To be maintained but not neces- warm enough for take-off. but this advantage is lostin the climb the shaft with hydraulic oil since this sarily carried in the airplane at 3-4 g_y Care of the Airplane Operating Details sure of protection from damage. Never use a volatile solvent on plas- ' to a 50-foot obstacle. Therefore the ground, make a coordinated turn Spilled fluids containing dyes, such tic. use of 10° flap is reserved for mini- into the wind to correct for drift. as fuel and hydraulic oil if accident- LUBR ICA TION A ND mum ground runs or for take-off ally spilled on the surface should be SER VICIN G from soft or rough fields with no CI.IMB. flushed away at once to avoid a per- ' obstacles ahead. manent stain. Battery electrolyte Specific lubrication and servicing If 10° of flaps are used in ground For detailed data, see the Climb must be flushed off at once, and the information is presented in figure runs, it is preferable to leave them Performance Chart in Section VI. area neutralized with an alkali such 5-1. In addition, all pulleys, the extended rather than retract them in Normal climbs are conducted at 80 as baking soda solution, followed by trimtab actuator rod, controlsurface the climb to the obstacle. The ex- to 90 MPH withflapsup andfullthrot- a thorough rinse with clear water. hinge bearings, bellerank clevis ception to this rule would be in a tle for best engine cooling. The bolts, flap handle, brake pedal pivots, high altitude take-off in hot weather mixture should be full rich unless INTER IORC A RE. rudder pedal crossbar s , shim my wher e climb would be marginal with the engine is rough due to too r ich a dampener pivots, door hinges and flaps 10°. mixture. The best rate-of-climb To remove dust and loose dirt from latches, Bowden controls, and the Flap deflections of 30° and 40° speeds range from 78 MPH at sea the upholstery and carpet, clean the throttle and control rod universals are not recommended at any time level to 75 MPH at 10, 000 feet. If interior regularly with a vacuum should be lubricated every1000hours for take-off. General rules for flap an obstruction dictates the use of a cleaner. or oftener, with SAE 20 general- operation during take-off are as fol- steep climb angle, the best angle- Blot up any spilled liquid promptly purpose oil. lows: of -climb speed should be used with with cleansing tissue or rags. Don't Generally, roller chains (aileron, DON'T, under marginal condi- flaps up and full throttle. These pat the spot, press the blotting ma- tab wheel and tab actuator) and con- tions, leave flaps down so long speeds vary from 56 MPH at sea terial firmly and hold it for several trol cables collect dust, sand and that you are losing both climb and level to 67 MPH at 10, 000 feet. seconds. Continue blotting until no grit if they are greased or oiled. airspeed. DON'T release flaps more liquid is taken up. Scrape off Except under seacoast conditions, with airspeed below flaps up stall- NOTE sticky materials with a dull knife, chains and cables should be merely ing speed(See StallingSpeed Table then spot clean the area. wiped clean occasionally with a dry in Section VI). DO slowly release Steep climbs at these low speeds Oily spots may be cleaned with cloth. theflaps as soonasyoureasonably should be of short duration be- household spot removers, used spar- can after take-off, preferably 50 cause of poor engine cooling. ingly. Before using any solvent read NOSEGE A RSHOCK STRUT. feet or more over terrain ob- the instructions on the container and stacles. CRUISE. test it on an obscure placein the fab- The nose gear shock strut should ric to be cleaned. Never saturate the be kept clean, filled with fluid and Consult the take-off chart (figure Maximum allowable cruising RPM's fabric with a volatile solvent; it may correctly inflated. The exposed por- 6-3) for take-off distances under are 2450 at sea level, 2550 at 5000 damage the padding and backing ma- tion of the strut piston should be various gross weight, altitude, and feet, and 2650 RPM at 10, 000 feet. terials. wiped with a clean dry cloth to re- headwind conditions. At standard air temperature these Soiled upholstery and carpet may move dust and grit which may cut O- Take-offs into strong crosswinds engine speeds provide 73% power be cleaned with a foam-type deter- ring seals. Do not use a cloth moist- normally are performed with the at sea level and 71% power at 5000 gent, used according to the manufac- ened in hydraulic fluid. minimum flap setting necessary for feet. These RPM's require pro- turer's instructions. Keep the foam Inflation of the nose strut should be the field length, to minimize the gressively higher throttle openings as dry as possible and remove it with checked whenever tire pressures are drift angle immediately after take- as altitude is increased until at 8000 a vacuum cleaner, to minimize wet- checked. The fluid level should be off. The airplane is accelerated to feet, full throttle is reached and re- ting the fabric. checked on periodic inspections, and a speed slightly higher than normal, sults in 70% power. The plastic trim, headliner, instru- oftener if thereis evidenceof leakage then pulled off abruptly to prevent Cruisingcanbedone mostefficiently m ent panel and control knobs need on the piston or around the filler possible settling back to the runway at high altitudes because of lower only be wiped off with a damp cloth. valve. If the leakage is appreciable while drifting. When clear of the air density and therefore lower air- 5-6 3-5 Operating Details Care of the Airplane plane drag. This is illustrated in engine and propeller condition, and be used, but only as a means of car- off grass and bug stains and help the following table for 70% power turbulence of the atmosphere may rying water to the plastic. Dry with prevent corrosion of the propeller at various altitudes. accountfor variations of l0%or more a clean, damp chamois. Rubbing in salt water areas. in maximum range, with a dry cloth builds up an electro- Altitude RPM True static charge so that it attracts dust A LUM INUMSURF A CES. Airspeed STALLs. particles from the air. Wiping with a damp chamois will remove this The clad aluminum used for the Sea Level 2410 121 The stalling speeds are shown in charge as well as the dust. external parts of Cessna airplanes 5000 feet 2530 127 Section VI for forward c.g., normal Remove oil and grease by rubbing needs a minimum of care to keep the 8000 feet Full Throttle 131 category,fullgross weight conditions. lightly with a cloth wet with kero- surface bright and polished, neat, They are presented as true indicated sene. Do not use gasoline, alcohol, and trim looking. The airplane may For detailed cruise performance, airspeed because indicated airspeeds benzene, acetone, carbon tetra- be washed with clear water to re- refer to the Cruise Performance are inaccurate near the stall. Other chloride, fire extinguisher or deicing move dirt and with gasoline, carbon Chart in Section VI. It should be loadings result in slower stalling fluids, lacquer thinner or glass win- tetrachloride or other non-alkaline noted that greater range can be ob- speeds. The horn stall warning in_ doweleaning sprayas they willsoften grease solvents to remove grease, tained atlowerpower settings. There- dicator produces a steady signal 5 to the plastic and cause crazing. oil and paint. Household type de- fore if a destination is slightly out of 10 MPH before the actual stall is After cleaning, if no great amount tergent soap powders are effective reach in one flight at normal cruise reached and remains on until the of scratching is visible, wax the sur- cleaners, but should be used cau- speed it may save time and money airplane flight attitude is changed. face with a goodgrade of commercial tiouslysince some are strongly alka- to make the trip non-stop at a lower Fast landings will not produce a sig_ ' wax. Waxing fills in minor scratches line. Dulled aluminum surfaces speed. Range and endurance figures nal. and helps to avoidfurther scratching. may be cleaned effectively with Bon in Section VI are given for lean mix- The stall characteristics are con Apply the wax in a thin, even coat Ami. A mixture of two quarts of ture from 2500 feet to 12, 500 feet ventional for the flaps up and flaps and bring it to a high polish by rub- alcohol, two quarts of water and a and for rich mixture at 2500 feet down condition. Slight elevator buf- bing lightly with a clean, dry, soft package of powdered Bon Ami will and 5000 feet. All figures, are based feting may occur just before the stall flannel cloth, be found to be particularly effective on zero wind, 39 gallons of fuel for with flaps down. Do not use a canvas cover to pro- in cleaning the airplane. Waxing cruise, McCauley 1C172/EM7653 pro- tect the windshield when the airplane with a good automotive wax will help peller, 2200 pounds gross weight and LANDING. is tied out, unless freezing rain or prevent corrosion, particularly in standard atmospheric conditions. At snow is expected. Canvas covers salt water areas. any altitude, the mixture should be Normal landings are made power may cause crazing. leaned by pulling the knob out until off with any f lap setting. Slips are P A INTEDSURF A CES. maximum RPM is obtained with fixed prohibited in full f lap approaches MET A LPROPELLE R. throttle and thenthe controlis pushed because of a downward pitch en- With only a minimum of care, the intoward"fullrich"untilRPMstarts countered under certain combina- Littlemaintenanceis requiredto lacquered exteriorof yourCessna to decrease. The mixture should be tions of airspeed and sideslip angle. keep your metal propeller in air- will retain its brilliant gloss and readjusted for each change in power, Approach glides are normally made worthy condition. The blades should rich color for many years. The altitude, or carburetor heat. at 70 to 80 MPH with flaps up, or be thoroughlyinspected atleast every lacquer should not be polished or Allowances for fuel reserve, head- 65 to 75 with flaps down, depending 25 hours for scratches, nicks and waxed for approximately 30 days winds, take-off and climb, and varia- upon the turbulence of the air. dents. When small dents and nicks after it is applied, so that any sol- tions in mixture leaning technique Landings are usually made on the appear, they should be carefully vent remaining in the paint may es- should be made and are in addition main landing wheels to reduce the dished and shallowedout using afine- cape. After this initial curing period, to those shown on the charts. Other landingspeed and the subsequentneed cut file, sandpaper and crocus cloth, regular waxing with a good automo- indeterminate variables such as car- for braking in the landing roll. The An occasional wiping of the metal tive wax will help preserve the lac- buretor metering characteristics, nosewheel is lowered gently to the propeller with an oily cloth will clean quer's luster and will afford a mea- 3-6 5-5