Weight & Balance

5 a. b. a. Remove rudder gust lock, if installed. Disconnect tail tie-down. check pitot tube opening for stoppage. b. c. Check fuel tank vent opening for stoppage. Check stall warning vent opening for stoppage. Remove pitot tube cover, if installed, and BEFORE ENTERING THE AIRPLANE. (1) Make an exterior inspection in accordance with figure 1-1. 3 a. b. Check main wheel tire for proper inflation. Inspect airspeed static source hole on side of fuselage for stoppage (left side only). Same as 3 c. Disconnect wing tie-down. Figure 1-1. BEFORE STARTING THE ENGINE. -- (1) Seats and Seat Belts Adjust and lock. Brakes -- Test and set. -- "OFF." (3) Radios and Flashing Beacon (4) Fuel Selector "BOTH ON." -- 1-1 STARTING THE ENGINE. (1) Master Switch -- Carburetor Heat (2) (3) Mixture (4) Primer -- -- Rich. "ON". Cold. -- 2-5 strokes (depending on temperature). (5) Throttle Open 1/8". (6) Propeller Area -- Clear. (7) Ignition Switch -- "BOTH". (8) Starter - Engage. -- (5) Brakes -- Release. (6) Elevator Control -- Slightly tail low. (7) Climb Speed 66 MPH (with obstacles ahead). -- CLIMB. BEFORE TAKE-OFF. (1) Flight Controls (2) -- Check. Trim Tab -- "TAKE-OFF" setting. (3) Cabin Doors Latched and locked. -- (4) Throttle Setting 1700 RPM. (5) Engine Instruments -- Check. (6) Carburetor Heat -- Check operation. (7) Magnetos Check (75 RPM maximum differential between mag- netos). (8) Flight Instruments and Radios (9) Suction Gage -- Set. Check (4.6 to 5.4 inches of mercury). -- 0° NORMAL CLIMB. (1) Airspeed 80 to 90 MPH. (2) Power (3) Mixture -- -- Full throttle. Full rich (unless engine is rough). MAXIMUM PERFORMANCE CLIMB. (1) Airspeed -- 80 MPH at sea level to 77 MPH at 10,000 feet. (2) Power -- Full throttle. (3) Mixture CRUISING. -- -- Full rich (unless engine is rough). (1) Power 2200 to 2700 RPM. (2) Trim Tab -- (3) Mixture -- Adjust. Lean. TAKE-OFF. NORMAL TAKE-OFF. (1) Wing Flaps (2) -- Carburetor Heat -- Cold. (3) Power -- Full throttle (applied smoothly). (4) Elevator Control -- Lift nosewheel at 60 MPH. (5) Climb Speed. -- 85 MPH. MAXIMUM PERFORMANCE TAKE-OFF. 1-2 (1) Wing Flaps (2) -- 0° Carburetor Heat -- Cold. (3) Brakes -- - Apply. (4) Power -- · Full throttle. LET-DOWN. (1) Mixture -- Rich. (2) Power As desired. (3) Carburetor Heat BEFORE LANDING. -- (1) Mixture Rich. (2) -- As required to prevent carburetor icing. Fuel Selector -- "BOTH ON." (3) Carburetor Heat Apply full heat before closing throttle. (4) Airspeed 70 to 80 MPH (flaps up). -- 1-3 (5) Wing Flaps (6) Airspeed -- -- As desired. · 65 to 75 MPH (flaps down). NORMAL LANDING. -- (1) Touchdown Main wheels first. (2) Landing Roll -- Lower nosewheel gently. (3) Braking - Minimum required. -- AFTER LANDING. (1) Wing Flaps (2) Carburetor Heat -- Cold. -- Up. SECURE AIRCRAFT. (1) Mixture Full lean. (2) All Switches -- Off. (3) Brakes -- Set. (4) Control Lock -- Installed. 1 MODIFIED FUEL MANAGEMENT PROCEDURES With a combination of highly volatile fuel, high fuel temperature, high operating altitude, and low fuel flow rate in the tank outlet lines, there is a remote possibility of accumulating fuel vapor and encountering power ir- regularities on some airplanes. To minimize this possibility, the follow- ing operating procedures are recommended: (1) Take-off and climb to cruise altitude on "both" tanks. (This is consistent with current recommendations.) (2) When reaching cruise altitude above 5000 feet MSL, promptly switch the fuel selector valve from "both" tanks to either the "right" or "left" tank. (3) During cruise, use "left" and "right" tank as required. (4) Select "both" tanks for landing as currently recommended. POWER RECOVERY TECHNIQUES In the remote event that vapor is present in sufficient amounts to cause a power irregularity, the following power recovery techniques should be followed: OPERATION ON A SINGLE TANK Should power irregularities occur when operating on a single tank, power can be restored immediately by switching to the opposite tank. In addition, the vapor accumulation in the tank on which the power irregu- larity occurred will rapidly dissipate itself such that that tank will also be available for normal operation after it has been unused for approximately one (1) minute. OPERATION ON BOTH TANKS Should power irregularities occur with the fuel selector on both tanks, the following steps are to be taken to restore power: (1) Switch to a single tank for a period of 60 seconds. (2) Then switch to the opposite tank and power will be restored. 1 5 INSTRUMENT PANEL 1 2 3 4 5 6 7 8 9 10 11 Section II DESCRIPTION AND OPERATING DETAILS The following paragraphs describe the systems and equipment whose function and operation is not obvious when sitting in the airplane. This section also covers in somewhat greater detail some of the items listed in Check List form in Section I that require further explanation. FUEL SYSTEM. Fuel is supplied to the engine from two aluminum tanks, one in each wing. From these tanks, fuel flows by gravity through a selector valve and a strainer to the carburetor. Refer to figure 2-2 for fuel quantity data. For fuel system servicing information, refer to Lubrication and Servicing Procedures in Section IV. FUEL QUANTITY DATA (U.S. GALLONS) 33 32 31 30 29 28 27 26 25 24 23 22 21 20 19 18 17 16 15 14 13 12 TOTAL TANKS NO. 1. Flight Instrument Group 2. Compass Correction Card 12. Optional Instrument Space (Typical) 23. 13. Map Compartment Microphone 24. Elevator Trim Control Wheel USABLE FUEL ALL FLIGHT CONDITIONS ADDITIONAL USABLE FUEL (LEVEL FLIGHT) UNUSABLE FUEL (LEVEL FLIGHT) FUEL VOLUME EACH 3. Aircraft Registration Number 14. Wing Flap Position Indicator 25. Carburetor Air Heat Control. 4. 26. Circuit Breakers 5. 27. Electrical Switches Magnetic Compass Rear View Mirror (Opt.) 6. Radio Selector Switches (Opt.) 7. Radios (Opt.) 8. Tachometer 9. Ammeter 10. Fuel and Oil Gages 11. Suction Gage (Opt.) 15. Cigar Lighter. 16. Cabin Air and Heat Controls 17. Wing Flap Switch 18. Autopilot Omni Switch (Opt.). 19. Mixture Control Knob 20. Autopilot Control Unit (Opt.). 21. Throttle 22. Fuel Selector Valve 28. Parking Brake Handle 29. Ignition/Starter Switcht I G Figure 2-1. LEFT WING 1 18.0 gal. 1.0 gal. 0.5 gal. 19.5 gal 30. Phone Jack 31. Master Switch 32. Primer RIGHT WING 1 18.0 gal. 1.0 gal. 0.5 gal. 19.5 gal 33. Fuel Strainer Drain Knob Figure 2-2. 2 1 LEFT FUEL TANK RIGHT FUEL TANK BOTH TANKS ON FOR TAKEOFF & LANDING ΤΟ ENGINE ENGINE PRIMER FUEL SYSTEM SCHEMATIC ….. SELECTOR VALVE FUEL STRAINER CARBURETOR FUEL STRAINER DRAIN KNOB. Refer to fuel strainer servicing procedures, Section IV. THROTTLE MIXTURE CONTROL ELECTRICAL SYSTEM. Electrical energy is supplied by a 14-volt, direct-current system powered by an engine-driven alternator (see figure 2-4). The 12-volt battery is located on the left-hand forward portion of the firewall. On the standard Model 172, power is supplied to all electrical and electronic system circuits from a single bus bar. On Skyhawk models, electrical power is supplied through a split bus bar, one side containing electronic system circuits and the other side having general electrical system cir- cuits. In the split bus system, both sides of the bus are on at all times except when either an external power source is connected or the starter switch is turned on; then a power contactor is automatically activated to open the circuit to the electronic bus. Isolating the electronic circuits in this manner prevents harmful transient voltages from damaging the semi- conductors in the electronic equipment. Figure 2-4 illustrates the bus bar arrangement for Skyhawk models; wiring in the standard Model 172 is identical except for the split bus system. AMMETER. " The ammeter indicates the flow of current, in amperes, from the alternator to the battery or from the battery to the aircraft electrical system. When the engine is operating and the master switch is "ON, the ammeter indicates the charging rate applied to the battery. In the event the alternator is not functioning or the electrical load exceeds the output of the alternator, the ammeter indicates the discharge rate of the battery. CIRCUIT BREAKERS AND FUSES. The majority of electrical circuits in the airplane are protected by "push-to-reset" circuit breakers mounted on the instrument panel. Ex ceptions to this are the clock circuit and battery contactor closing (ex) ternal power) circuit which have fuses mounted adjacent to the battery. Also, the cigar lighter is protected by a manually reset type circuit breaker mounted directly on the back of the lighter behind the instrument panel. TO ENGINE KNOB 2-2 Figure 2-3. ELECTRICAL SYSTEM CIGAR LIGHTER (WITH CIRCUIT BREAKER) SCHEMATIC REGULATOR 아카 ALTERNATOR MASTER SWITCH * STARTER HANDLE ** STARTER CONTACTOR REVERSE POLARITY CONTACTOR STARTER BATTERY CONTACTOR * STANDARD MODEL 172 ONLY **SKYHAWK ONLY CODE CIRCUIT BREAKER FUSE ++ DIODE E CLOCK BATTERY AMMETER TO TURN & BANK INDICATOR (OPT) INST TO FUEL QUANTITY INDICATORS GEN 20 LAND LTS GROUND SERVICE PLUG RECEPTACLE PRIMARY BUS INT LTS TO LANDING & TAXI LIGHTS (OPT) TO MAP LIGHTS TO DOME & OPT COURTESY LIGHTS TO INSTRUMENT & COMPASS LIGHTS TO NAVIGATION LIGHTS TO IGNITION-STARTER SWITCH NAV IT TO WING FLAP PITOT HT **SPLIT BUS CONTACTOR (NORMALLY CLOSED) FLAP * IGNITION TO NAVIGATION LIGHT CIRCUIT BREAKER SWITCH "h **IGNITION STARTER SWITCH R ELECTRONIC BUS POSITION INDICATOR TO PITOT HEAT SYSTEM (OPT) TO WING FLAP SYSTEM TO FLASHING BEACON (OPT) BCN LT TO RADIO (OPT) RADIO 1 TO RADIO (OPT) RADIO 2 TO RADIO (OPT) RADIO 3 TO RADIO (OPT) RADIO 4 TO AUTOMATIC PILOT (OPT) AUTO PILOT AUD AMP TO AUDIO AMPLIFIER (OPT) LANDING LIGHTS (OPT). A three-position, push-pull switch controls the optional landing lights. To turn one lamp on for taxiing, pull the switch out to the first stop. To turn both lamps on for landing, pull the switch out to the sec- ond stop. FLASHING BEACON (OPT). The flashing beacon should not be used when flying through clouds or overcast; the flashing light reflected from water droplets or particles in the atmosphere, particularly at night, can produce vertigo and loss of orientation. CABIN HEATING AND VENTILATION SYSTEM. For cabin ventilation, pull the "CABIN AIR" knob out. To raise the air temperature, pull the "CABIN HT" knob out approximately 1/4" to 1/2" for a small amount of cabin heat. Additional heat is available by pulling the knob out farther; maximum heat is available with the "CABIN HT" knob pulled full out and the "CABIN AIR" knob pushed full in. When no heat is desired in the cabin, the "CABIN HT" knob is pushed full in. Front cabin heat and ventilating air is supplied by outlet holes spaced across a cabin manifold just forward of the pilot's and copilot's feet. Rear cabin heat and air is supplied by two ducts from the manifold, one extend- ing down each side of the cabin. Windshield defrost air is also supplied by a duct leading from the cabin manifold. Separate adjustable ventilators supply additional air; one near each upper corner of the windshield supplies air for the pilot and copilot, and two optional ventilators in the rear cabin ceiling supply air to the rear seat passengers. CAPACITOR _ MECHANICAL CONNECTION MAGNETOS Figure 2-4. STARTING ENGINE. Ordinarily the engine starts easily with one or two strokes of the primer in warm temperatures to six strokes in cold weather, with the throttle open approximately 1/8 inch. In extremely cold temperatures, it may be necessary to continue priming while cranking. 2-5 TAXIING DIAGRAM USE UP AILERON ON LH WING AND NEUTRAL ELEVATOR USE UP AILERON ON RH WING AND NEUTRAL ELEVATOR Weak intermittent explosions followed by puffs of black smoke from the exhaust stack indicates overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the following procedure: Set the mixture control full lean and the throttle full open; then crank the engine through several revolutions with the starter. Repeat the start- ing procedure without any additional priming. If the engine is underprimed (most likely in cold weather with a cold engine) it will not fire at all, and additional priming will be necessary. As soon as the cylinders begin to fire, open the throttle slightly to keep it running. After starting, if the oil gage does not begin to show pressure within 30 seconds in the summertime and about twice that long in very cold weather, stop engine and investigate. Lack of oil pressure can cause serious engine damage. After starting, avoid the use of carburetor heat unless icing conditions prevail. USE DOWN AILERON ON LH WING AND DOWN ELEVATOR USE DOWN AILERON ON RH WING AND DOWN ELEVATOR TAXIING. When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see taxiing diagram, figure 2-5) to maintain directional control and balance. Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. CODE WIND DIRECTION NOTE Strong quartering tail winds require caution. Avoid sudden bursts of the throttle and sharp braking when the airplane is in this attitude. Use the steerable nose wheel and rudder to maintain direction. 2-6 Figure 2-5. BEFORE TAKE-OFF. WARM-UP. Since the engine is closely cowled for efficient in-flight engine cool- ing, precautions should be taken to avoid overheating during prolonged engine operation on the ground. MAGNETO CHECK. The magneto check should be made at 1700 RPM as follows: Move ignition switch first to "R" position, and note RPM. Next move switch back to "BOTH" to clear the other set of plugs. Then move switch to X 7 the "L" position and note RPM. The difference between the two mag- netos operated individually should not be more than 75 RPM. If there is a doubt concerning operation of the ignition system, RPM checks at higher engine speeds will usually confirm whether a deficiency exists. An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified. TAKE-OFF. POWER CHECK. It is important to check full-throttle engine operation early in the take-off run. Any signs of rough engine operation or sluggish engine acceleration is good cause for discontinuing the take-off. If this occurs, you are justified in making a thorough full-throttle, static runup before another take-off is attempted. The engine should run smoothly and turn approximately 2230-2330 RPM with carburetor heat off. For improved take-off and climb performance, an optional McCauley 1C172/EM 7651 climb propeller is available. This propeller has a full- throttle static RPM range of 2320-2420 RPM. Full-throttle runups over loose gravel are especially harmful to pro- peller tips. When take-offs must be made over a gravel surface, it is very important that the throttle be advanced slowly. This allows the air- plane to start rolling before high RPM is developed, and the gravel will be blown back of the propeller rather than pulled into it. When unavoid- able small dents appear in the propeller blades, they should be immedi- ately corrected as described in Section IV under propeller care. Prior to take-off from fields above 5000 feet elevation, the mixture should be leaned to give maximum RPM in a full-throttle, static runup. WING FLAP SETTINGS. Normal and obstacle clearance take-offs are performed with wing flaps up. The use of 10° flaps will shorten the ground run approximately 10%, but this advantage is lost in the climb to a 50-foot obstacle. There- fore, the use of 10° flaps is reserved for minimum ground runs or for take-off from soft or rough fields with no obstacles ahead. 2-8 If 10° of flaps are used in ground runs, it is preferable to leave them extended rather than retract them in the climb to the obstacle. The ex- ception to this rule would be in a high altitude take-off in hot weather where climb would be marginal with flaps 10°. Flap settings of 30° to 40° are not recommended at any time for take-off. PERFORMANCE CHARTS. Consult the take-off chart in Section V for take-off distances under various gross weight, altitude, and headwind conditions. CROSSWIND TAKE-OFFS. Take-offs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length, to minimize the drift angle immediately after take-off. The airplane is accelerated to a speed slightly higher than normal, then pulled off abruptly to prevent possible settling back to the runway while drifting. When clear of the ground, make a coordinated turn into the wind to correct for drift. CLIMB. CLIMB DATA. For detailed data, refer to the Maximum Rate-Of-Climb Data chart in Section V. NOTE If your aircraft is equipped with a 7651 climb pro- peller, slight improvement in climb performance may be expected over that shown in Section V. CLIMB SPEEDS. Normal climbs are performed at 80 to 90 MPH with flaps up and full throttle for best engine cooling. The mixture should be full rich unless the engine is rough due to too rich a mixture. The maximum rate-of- climb speeds range from 80 MPH at sea level to 77 MPH at 10,000 feet. If an obstacle dictates the use of a steep climb angle, the best angle-of- climb speed should be used with flaps up and full throttle. These speeds vary from 66 MPH at sea level to 71 MPH at 10,000 feet. 2-9 NOTE Steep climbs at these low speeds should be of short duration to improve engine cooling. GO-AROUND CLIMB. In a balked landing (go-around) climb, the wing flap setting should be reduced to 20° immediately after full power is applied. Upon reaching a safe airspeed, flaps should be slowly retracted to the full up position. CRUISE. Normal cruising is done between 65% and 75% power. The power settings required to obtain these powers at various altitudes and outside air temperatures can be determined by using your Cessna Power Com- puter or the OPERATIONAL DATA, Section V. NOTE The Cruise and Range Performance chart on page 5-4 outlines complete cruise figures for the Model 172 equipped with a standard propeller. The table on page 5-5 shows the RPM and speed differentials for a given % BHP to be considered when figuring cruise perfor- mance if your airplane is equipped with a 7651 climb propeller. Cruising can be done most efficiently at high altitudes because of lower air density and therefore lower airplane drag. This is illustrated in the following table which shows performance at 75% power at various altitudes. OPTIMUM CRUISE PERFORMANCE ALTITUDE RPM TRUE AIRSPEED RANGE Sea Level 5000 ft. 2450 2560 123 520 128 540 7000 ft. Full Throttle 130 550 All figures are based on lean mixture, 36 gallons of fuel (no reserve), zero wind, standard atmospheric conditions, and 2300 pounds gross weight. Carburetor ice, as evidenced by an unexplained drop in RPM, can be removed by application of full carburetor heat. Upon regaining the origi- nal RPM (with heat off), use the minimum amount of heat (by trial and er- ror) to prevent ice from forming. Since heated air causes a richer mix- ture, readjust the mixture setting when carburetor heat is used contin- uously in cruising flight. STALLS. The stall characteristics are conventional and aural warning is pro- vided by a stall warning horn which sounds between 5 and 10 MPH above the stall in all configurations. Power-off stall speeds at maximum gross weight and aft c.g. posi- tion are presented on page 5-2 as calibrated airspeeds since indicated airspeeds are unreliable near the stall. LANDING. Normal landings are made power-off with any flap setting. Slips are prohibited in full flap approaches because of a downward pitch encountered under certain combinations of airspeed and sideslip angle. SHORT FIELD LANDINGS. For a short field landing, make a power-off approach at approxi- mately 69 MPH with flaps 40°, and land on the main wheels first. Im- mediately after touchdown, lower the nose gear to the ground and apply heavy braking as required. Raising the flaps after landing will provide more efficient braking. CROSSWIND LANDINGS. When landing in a strong crosswind, use the minimum flap setting re- quired for the field length. Use a wing-low, crab, or a combination metho of drift correction and land in a nearly level attitude. Hold a straight 2-10 2-11 course with the steerable nosewheel and occasional braking if necessary. The maximum allowable crosswind velocity is dependent upon pilot capability rather than airplane limitations. With average pilot technique, direct crosswinds of 15 MPH can be handled with safety. COLD WEATHER OPERATION. STARTING. Prior to starting on a cold morning, it is advisable to pull the pro- peller through several times by hand to "break loose" or "limber" the oil, thus conserving battery energy. In extremely cold (0°F and lower). weather, the use of an external preheater (for both the engine and battery) and an external power source is recommended whenever possible to re- duce wear and abuse to the engine and the electrical system. When using an external power source, the position of the master switch is important. Refer to Section VI, paragraph GROUND SERVICE PLUG RECEPTACLE, for operating details. 2-12 Cold weather starting procedures are as follows: With Preheat: (1) Clear propeller. (2) Pull master switch "ON." (3) With ignition switch "OFF" and throttle closed, prime the engine four to eight strokes as the propeller is being turned over by hand. NOTE Use heavy strokes of primer for best atomization of fuel. After priming, push primer all the way in and turn to locked position to avoid possibility of engine drawing fuel through the primer. (4) Turn ignition switch to "BOTH." (5) Open throttle 1/4" and engage starter. Without Preheat: (1) Prime the engine six to ten strokes while the propeller is being turned by hand with throttle closed. Leave primer charged and ready for stroke. (2) Clear propeller. (3) Pull master switch "ON." (4) Turn ignition switch to "BOTH." (5) Pump throttle rapidly to full open twice. Return to 1/4" open position. (6) Engage starter and continue to prime engine until it is running smoothly, or alternately, pump throttle rapidly over first 1/4 of total travel. (7) Pull carburetor heat knob full on after engine has started. Leave on until engine is running smoothly. (8) Lock primer. NOTE If the engine does not start during the first few attempts, or if engine firing diminishes in strength, it is probable that the spark plugs have been frosted over. Preheat must be used before another start is attempted. IMPORTANT Pumping the throttle may cause raw fuel to accumulate in the intake air duct, creating a fire hazard in the event of a backfire. If this occurs, maintain a cranking action to suck flames into the engine. An outside attendant with a fire extinguisher is advised for cold starts without pre- heat. During cold weather operations, no indication will be apparent on the oil temperature gage prior to take-off if outside air temperatures are very cold. After a suitable warm-up period (2 to 5 minutes at 1000 RPM), accelerate the engine several times to higher engine RPM. If the engine accelerates smoothly and the oil pressure remains normal and steady, the airplane is ready for take-off. FLIGHT OPERATIONS. Take-off is made normally with carburetor heat off. Avoid excessive leaning in cruise. Carburetor heat may be used to overcome any occasional engine roughness. 2 13 When operating in sub-zero temperature, avoid using partial carbu- retor heat. Partial heat may increase the carburetor air temperature to the 32° to 70°F range, where icing is critical under certain atmospheric conditions. Refer to Section VI for cold weather equipment. Section III OPERATING LIMITATIONS HOT WEATHER OPERATION. The general warm temperature starting information on page 2-5 is appropriate. Avoid prolonged engine operation on the ground. OPERATIONS AUTHORIZED. Your Cessna exceeds the requirements for airworthiness as set forth by the United States Government, and is certificated under FAA Type Cer- tificate No. 3A12 as Cessna Model No. 172H. With standard equipment, the airplane is approved for day and night operations under VFR. Additional optional equipment is available to in- crease its utility and to make it authorized for use under IFR day and night. An owner of a properly equipped Cessna is eligible to obtain ap- proval for its operation on single-engine scheduled airline service under VFR. Your Cessna Dealer will be happy to assist you in selecting equip- ment best suited to your needs. MANEUVERS - NORMAL CATEGORY. This airplane is certificated in both the normal and utility category. The normal category is applicable to airplanes intended for non-aerobatic operations. These include any maneuvers incidental to normal flying, stalls (except whip stalls) and turns in which the angle of bank is not more than 60°. In connection with the foregoing, the following gross weight and flight load factors apply: Gross Weight Flight Load Factor *Flaps Up Flight Load Factor *Flaps Down +3.8 +3.5 2300 lbs -1.52 2-14 *The design load factors are 150% of the above, and in all cases, the structure meets or exceeds design loads. Your airplane must be operated in accordance with all FAA-approved markings, placards and check lists in the airplane. If there is any infor mation in this section which contradicts the FAA-approved markingu, placards and check lists, it is to be disregarded. MANEUVERS UTILITY CATEGORY. This airplane is not designed for purely aerobatic flight. However, in the acquisition of various certificates such as commercial pilot, in- strument pilot and flight instructor, certain maneuvers are required by the FAA. All of these maneuvers are permitted in this airplane when operated in the utility category. In connection with the utility category, the following gross weight and flight load factors apply, with recom- mended entry speeds for maneuvers as shown: Gross Weight Flight Maneuvering Load Factor, Flaps Up Flight Maneuvering Load Factor, Flaps Down 2000 lbs +4.4 -1.76 +3.5 No aerobatic maneuvers are approved except those listed below: " Flap Operating Range Maneuvering Speed* 52-100 MPH (white arc) 122 MPH *The maximum speed at which you can use abrupt control travel without exceeding the design load factor. ENGINE OPERATION LIMITATIONS. Power and Speed: 145 BHP at 2700 RPM MANEUVER Chandelles Lazy Eights Steep Turns Spins Stalls (Except Whip Stalls) RECOMMENDED ENTRY SPEED 122 mph (106 knots) 122 mph (106 knots) 122 mph (106 knots) . Slow Deceleration Slow Deceleration The baggage compartment and rear seat must not be occupied. Aerobatics that may impose high inverted loads should not be attempt- ed. The important thing to bear in mind in flight maneuvers is that the airplane is clean in aerodynamic design and will build up speed quickly with the nose down. Proper speed control is an essential requirement for execution of any maneuver, and care should always be exercised to avoid excessive speed which in turn can impose excessive loads. In the execution of all maneuvers, avoid abrupt use of controls. ENGINE INSTRUMENT MARKINGS. OIL TEMPERATURE GAGE. Normal Operating Range Maximum Allowable OIL PRESSURE GAGE. Minimum Idling Normal Operating Range Maximum FUEL QUANTITY INDICATORS. Empty (1. 50 gallons unusable each tank) Green Arc 240°F (red line) 10 psi (red line) 30-60 psi (green arc) 100 psi (red line) E (red line) AIRSPEED LIMITATIONS. The following are the certificated calibrated airspeed limits for your Cessna: Maximum (Glide or dive, smooth air). Caution Range Normal Range 174 MPH (red line) 140-174 MPH (yellow arc) 59-140 MPH (green are) TACHOMETER. Normal Operating Range: At sea level At 5000 feet At 10,000 feet Maximum Allowable 3-2 2200-2500 (inner green are) 2200-2600 (middle green are) 2200-2700 (outer green are) 2700 (red line) 3-3