Cessna 172 Skyhawk SERIES Owner's manual

" LOOK FOR

THE

AND

BLUE CESSNA

PENNANTS

FOR THAT EXTRA SERVICE

WHERE

IT

COUNTS WHEN

YOU

NEED

IT

".

CESSNA AIRCRAFT COMPANY WICHITA, KANSAS

MODEL

7~

AND

SKYHAWK

OWNER'S

MANUAL

PERFORMANCE

and

SPECIFICATIONS

GROSS WEIGHT . . . . .

SPE

ED

:

T

op

Speed

at

Sea

Le

vel

.

Cruise,

75%

Po

wer

at

7000

ft

.

RANGE:

Cruise,

75%

Power

at

7000

ft

39

Gal.

No R

eserve

Opt

im

um

Rang

e

at

10,

000

ft.

39

Gal

. No

Reserve

RATE

-OF-CLIMB

AT

SEA

LEVEL

. • •

SERVICE

CEILING .

TAKE-OFF

:

Ground

Run

. • • .

••.••

T

otal

Distance

Over

50

Foot

Obstacle

LANDING.

Land

ing

Roll

. . . . . . . . . • .

Total

Dis

tan

ce

Over

50

Foot

Obstacle

EMPTY

WEIGHT

(Approximate)

.

BAGGAGE .

........

. .

WING LOADING:

Pounds

/

Sq

Foot

POWER

LOADING: Po

unds

/

HP

FUEL

CAPACITY: T

ota

l

OIL

CAPACITY: To

tal

.

PROPELLER

D~A

METER

PROP

E

LL

ER

TYPE

POWER:

Continenta

l

Engine

No.

Horse

P

ower

. . . .

172

2300 l

bs

13

8

mph

130

mp

h

595

miles

4. 6

hours

130

mph

720

miles

7.1

hours

102

mph

645

fpm

13,

100

ft

865

ft

1525

ft

• 520

ft

1250

ft

• •

1260

lbs

• 120

lbs

13.2

15.9

42

gal.

8

qts

76

in.

Fixed

Pitch

0-300-C

*

145

SKYHAWK

2300

lbs

139

mph

131

mph

600

mile

s

4.

6 hou

rs

131

mp

h

720

mil

es

'l.

1

hour

s

102

mph

645

fpm

1

3,

100

rt

865

fl

1525

ft

520

ft

1250

fl

13

30

l

bs

120

lbs

13 .. 2

1

5.9

42

gal.

8

qt

s

76

in.

Fix

ed

Pit

ch

0-300

-1)

145

•

nie

Model

Fl

72,

which

Is

manufactured

by

Rei.ms A

viation

S.

A.

Re

ims

(Marne)

F

rance

1s

identical

to

the

172

except

that

U

is

powered

by

an

0-300-D

engin~

,

manufa

c

tured

u

nder

iJ~cn.

~

··

by

R

olls

Roy

ce,

Crew

e,

England.

All

172

information

in

this

manual

pertains

to

th

e

F172

:is

well.

02()'}.13

(RGl-

10().1/

0l)

COPYRI

GHT

e

191M

Cessna Aircraft Company

Wichita, Kansas

USA

CONGRATULATIONS

.....

...

.

Welcome

to

the

ranks

of

Cessna

owners!

Your

Cessna

has

been

designed

and

constructed

to

give

you

the

most

in

performance,

economy,

and

com

-

fort.

It

is

our

desire

that

you

will

find flying

it,

either

for

business

or

pleasure,

a

pleasant

and

profitable

experience.

This

Owner's

Manual

has

been

prepared

as

a

guide

to

help you

get

the

m

os

t pl

easure

and

utility

from

your

172.

It

contains

information

about

yo

ur

Cessna's

eq

uipment

,

operating

pr

ocedures

,

and

performance;

and

suggestions

for

its

servicing

and

care.

We

urge

you

to

read

it

from

cover

to

cover,

and

to

refer

to

it

frequently.

Our

interest

in

your

fl

ying

ple

asur

e

has

not

ceased

with

your

purchase

of

a

Cessna

.

World-wide,

the

Cessna

Deal

er

Or

ganization

backed

by

the

Cessna

Service

D

epartment

stands

r

eady

to

serve

you.

The

following

services

are

offered

by

most

Cessna

Dealers:

FACTORY TRAINED MECHANICS to

provide

you

with

courteous

expert

service.

FACTORY

APPROVED

SERVICE EQUIPMENT

to

provide

you

wit

h t

he

most

effic

ient

and

accurate

workmanship

possible.

A STOCK

OF

GENUINE CESSNA SERVICE

PARTS

on

hand

when

you

nee

d

them

.

THE

LATEST AUTHORITATIVE INFORMATION FOR SER

V-

ICING CESSNA AIRPLANES,

since

Cessna

Dealers

have

all

of

the

S

erv

ice

Manuals

and

Parts

Catalogs,

kept

current

by

Service

Letters

and

Service

News

Letters

published

by

Cessna

Aircraft

Company.

We

urge

all

Cessna

owners

to

use

the

Cessna

Dealer

Organization

to

the

fullest.

A

current

Cessna

Dealer

Dire

ctory

accompan

i

es

your

new

airp

l

ane

.

The

Dir

ec

tor y

is

revised

frequently,

and

a

cur

r

ent

copy

can

be

obtained

from

your

Cessna

Dealer

. Make

your

Directory

one

of

your

c

ross-

country

flight

planning

aids;

a

warm

welcome

awaits

you

at

every

Cessna

Dealer.

ii

so

-

20

·.

o

..

-

------

t-o--

11

' .4

··-

___,

* M

aximum

beighl

of

._irpW>e

"''Ill

nose

ge

ar

~pre

s

sed

aod an

opc.-

loaal

rotallilg

be;u:on

lnsUlled

.

PRINCIPAL

DIMENSIONS

.

____

q~~

-~

and

Skyhawk

t--

----

-

---

36

".

1"

-

--

- - -

---..1

TABLE

OF

CONTENTS

============================================Pag

e

==

SECT

I

ON

I -

OPERATING

CHECK

LIST

..............

1-1

SECTION

II -

DESCRIPTION

AND

OPERATING

DETAILS

...................... 2-1

SECTION

Ill

-

OPERATING

LIMITATIONS

............. 3-1

SECTION

IV-

CARE

OF

THE

AIRPLANE

............ 4-1

OWNER

FOLLOW-UP

SYSTEM

...........................

4-

s

SECT

I

ON

V -

OPERATIONAL

DATA

...................... 5

-1

SECT

I

ON

VI

-

OPTIONAL

SYSTEMS

...................... 6-1

ALPHABETICAL

INDEX

........................................ l

ndex

-1

ill

CD

a.

Tarn

on

master

switch

a.nd

cltec.k

ft1e-

l

qm.n-

hty

lnclicators,

tbea

turn m11,.ster swit<b.

-

oIT.

00

b.

Ctieck

ignition

switches

,..OFF

."

c. Cllecl<

fuel

selector

vat

...

hmdle

" BOTH

ON_

••

d.

On

f!rsl

rught

et!

day

aod

alter

eaeh

lueli~.

p.tll

out

stn..iner

drain

knob

f

or

:about

4

sec-

onds.

to

clear

fuel

sll'2i

ner

ot

possible

r.tter

and

sediment.

e.

RemOTe

control

..tied

lock.

@

··

(.i\

a.

'\::?/

b.

Check

bag;:age

door

for

sec.wily

(

left

side

oaly).

Removr

gust

locks

if

lnslalled.

01.sconnect

b:tl

tl~doNtt.

Remove

pst

lock,

If

lnsialled.

Cbeck

main

wheel

tue

for

pl"oper

infiatioo.

Inspect

airspeed

static

source

hole

on

SJde

ol

lusebge

for

stopP3:1:e

(left

stde

only).

No

te

Cbeck.

general

aircn!l

condition

during

walk-arowxl

lnspcctlOll.

U

rught

fllgl!l

is

planned,

cbect

oper-

atioa

ol

all

lights,

and

make

sure

a

fi2Sbliglrt

is

anllallle.

c.

Oisooonect

wlng

Ue-da...n.

16"'

a.

Check

ml

level.

Do

net

"!"'rate

...

tb

less

~

than

six

quan.s.

FUI

for

exiended

llighl.

<i)

b.

Check

propeller

and

spinaer

for

alcks

and

ucur!ty.

c.

Cbeck

nose

wheel

strut

(or

proper

ud'btJoo.

d.

Check

nose

wbeel

tire

for

proper

infla.liort.

e.

DlSCOCllltt.t

Ue-down

rope.,.

r.

.}fake

vtSUa.I

check

to

insare

that

foe!

str.1iner

dn.in

v.llve

is

clOISed a.ner dr.l.inlng ope.r.al1oa.

g.

Check

carburl!'tor

alr

[llter

for

restrtchons

by

dust

or

other

foreJgn matter.

Same

as

@·

®

~b.-

Remove

pilot

tube

coorer tf lnst:all<!d.

Inspect

pilot

tube

opening

for

stoppage.

c.

Check

fuel

lank

<enl

,,._,ing

!or

stoppage.

®

Sameas

@}

Figure

1

-1

iv

I -,

~~iiilP-

One of

the

first

steps

in

obtaining

the

utmost

performance,

service,

and

flying

enjoyment

from

your

Cessna

is

to

familiarize

yourself

with

your

airp

l

ane's

equipment

,

systems,

and

controls.

This

can

best

be

done

by

reviewing

this

equipment

while

sitting

in

the

airplane.

Those

items

whose function and

operation

are

not

obvious

are

covered

in

Section

II.

Section

I

lists

,

in

Pilot's

Check

List

form,

the

steps

necessary

to

operate

your

airplane

efficiently

and

safely

.

It

is

not a

check

list

in

its

true

form

as

it

is

considerab

ly

longer,

but

it

does

cover

briefly

all

of

the

points

that

you would

want

to

or

should

K.now

concerning

the

informati

on

you

need

for

a

typical

flight.

The

flight

and ope

rational

characteristics

of

your

airplane

are

normal

in

all

r

espec

ts.

There

are

no

"unconventional"

characteristics

or

opera-

tions

that

need

to

be

mastered.

All

controls

respond

in

the

normal

way

within the

entire

range

of

operation

.

All

airspeeds

mentioned

in

Sections

I

and

II

are

indicated

ai

rspeeds

.

Corresponding

calibrated

airspeed

may

be

obtained

from

the

Airspeed

Correction

Table

in

Secti

on

V.

BEFORE

ENTERING

THE

AIRPLANE.

(1)

Make

an

exterior

inspection

in

ac

co

rdance

with

figure

1-1.

BEFORE

STARTING

THE

ENGINE.

{l)

Seats

and

Seat

Belts

--

Adjust

and

lock

.

(2)

Brakes

- -

Test

and

set.

(3)

Master

Switch

--

''ON."

(4)

Fuel

Selector

--

"BO

TH

ON."

1-1

STARTING T

HE

ENGINE.

(1)

Carbureto

r H

ea

t

--

Co

ld.

(2)

Mixture

- -

Rich.

(3) P

rime

r - - As

required

.

(4)

Ignition

Switch

--

"BO

TH.

"

(5) T

hrottle

--

Open

1/8".

(6)

Propeller

Area

--

Cle

ar

.

(7)

Starter

--

Engage.

BEFORE TAKE-OFF.

(1) Tn

rottle

Setting

--

1600

RPM.

(2) E

ngine

Instruments

- -

Within

green

arc

and

generato

r

light

out.

(3)

Magnetos

- -

Chec

k (75

RPM

maxim

um

differential

between

mag

-

netos)

.

(4)

Carburetor

Heat

--

Cneck.

(5) F

li

ght

Controls

- -

Cneck.

(6)

Trim

Tab

- - "T

AKE-OFF."

(7)

Cabin

Doors

- -

Closed

and

l

ocked

.

(8). F

lightlnstruments

and

Radios

- -

Set.

TAKE-OFF.

NORMAL

T.AKE-OFF

.

(1)

Wing

Flaps

--

0°

(2)

Carbu

r

etor

Heat

--

Cold.

(3)

Power

- -

Full

thro

ttl

e

(applied

smooth

l

y).

(4)

Elevator

Control

- -

Lift

nosewhee

l

at

60

MPH.

(5)

Climb

Speed

- - 85

MP

H.

MAXIMUM

PERFORMANCE

T

AKE-OFF

.

1-2

(1)

Wing

Flaps

--

0°

(2)

Carburetor

Heat

--

Cold.

(3)

Brakes

- -

Apply

.

(4)

Power

- -

Full

throttle.

(5)

Brakes

- -

Release.

(6)

Elevator

Control

- -

Slightly

tail

low.

(7)

Climb

Speed

- - 65

MPH

(with

obstac

l

es

ahead).

CL1MB.

N

ORMAL

CLIMB.

(1}

Airspeed

--

80

to

90

MPH

.

(2)

Power

--

Fu

ll

throttle

.

(3)

Mixture

-- Fu

ll

rich

(unless

engine

is

rough)

.

MAXIMUM

PERFORMANCE

CLIMB

.

(1)

Airspeed

- -

80

MPH

at

sea

leve

l

to

17

MPH

at

10,

000

feet.

(2)

Power

--

Full

throttle.

(3)

Mixture

--

Full

rich

(unless

engine

is

rough.

CRUISING.

(1)

Power

--

2200

to

2700 RPM.

(2)

Trim

Tab

--

Adjust.

(3)

Mixture

--

Lean.

LET

-

DOWN.

(1)

Mixture

--

Rich.

(2)

Power

--

As

desired.

(3)

Carburetor

Heat

--

As

required

to

pr

event

carbureto

r

icing.

BEFORE

LANDING

.

(1)

Fuel

Selector

--

"BOTH

ON

. "

(2)

Mixture

- - Ri

ch.

(3)

Airspeed

--

70

-

80

MP

H

(flaps

up).

(4)

Carburetor

Heat

--

Apply

before

clos

i

ng

tnrottle.

(5)

Flaps

--

As

desired

(below

100

MPH).

(6)

Airspeed

--

65

to

75

MPH

(flaps

down).

1-3

NORMAL

LANDING.

(1) Touchdown - -

Main

wh

eels

first.

(

2)

Landing

Ro

ll

--

Lower

no

se

whee

l

gently

.

(3)

Braking

- -

Minimum

required.

AFTER

LANDING.

(1)

Flaps

- - Up.

(2)

Carbure

tor

H

eat

--

Cold

.

SECURE

AIRCRAFT.

1-4

{l}

Mixture

--

Full

l

ean.

(2) All

Switch

es

--

"O

FF."

(

3)

Brakes

--

Set.

(4)

Control

Lock

--

Installed

.

The

following

parag

r

aphs

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

lis

ted

in

Check

List

form

in

Section

I.

Only

those

it

ems

of

the

Check

List

re-

quiring

further

exp

lanation

will

be

found

here.

FUEL

SYSTEM

.

Fuel

is

supplied

to

the

engine

from

two

aluminum

tanks,

one

in

each

wing.

From

th

ese

tanks,

fuel

flows

by

g

ravity

through

a

selector

valve

and

a

strainer

to

the

carburetor.

Refer

to

figure

2

-1

for

fu

el

quantity

data.

For

fuel

system

servicing

information

refer

lo

Lubrication

and

Servi

cing

Procedures

in

Section

4.

FUEL

QUANTITY

DATA

(U.S.

GALLONSt

I

USABLE

FUEL

ADDITIONAL UNUSABLE

TOTAL

TAXKS

00.

ALL

FLIGHT

USABLE

FUEL

CO?>"D

ITIO!\S

(LEVEL

FLIGHT)

(LEVEL

FLIGHT)

VOLUME

EACH

LEFT

WING

I

19.

5

gal.

1. 0

gal.

0.

5

gal.

21.0gal.

RIGHT

WING

I

19.5

gal.

1.

0

g;a.I.

0. 5

ga

l.

21.0gal.

Figure

2

-1.

2-1

2-2

LEFT

FUEL

TANK

FUEL

SYSTEM

····SCHEMATIC····

FUEL

STRAINER

RIGHT

FUEL

TANK

THROTTLE

CARBURETOR ".,,-

.,,,-

,,'=K)

...__...,.,,,.....---

'',,,

~

TO

-gr.,"G

IN

E

.....

Figur

e

2-2

MIXTURE

CONT

ROL

KNOB

FUEL

STRAINER DRAIN

KNOB

.

Refer

to

fuel

strainer

servicing

procedures

,

Section

4.

ELECTRICAL

SYSTEM.

Electrical

energy

is

supplied

by

a

14-

volt,

direct

-

current

system

powered

by

an

engine

-

driven

§8R8Pll:!M'

. A

12-volt

storage

battery

is

located

on

the

left-hand

forward

portion

of

the

firewa

ll

.

At.-~~

~Q,.

CIRCUIT BREAKERS.

All

electrical

circuits

in

the

airplane,

except

the

clock

ci

rcuit

,

are

protected

by

circuit

breakers.

The

clock

has

a

separate

fuse

mounted

adjacent

to

the

battery.

The

stall

warning

unit,

Oap

position

indicator,

turn

-and-

bank

indicator

and

the

optional

gyro

horizon

test

lights

circuits

are

protected

by

a

single

automatically

resetting

circuit

breaker

mounted

behind

the

instrument

panel.

The

cigar

light.er.

is

protected

by

a

manually

-

reset

type

circuit

breaker

mounted

directly

on

the

back

of

the

lighter

be-

hind

the

instrument

panel.

Th

e

remaining

circuits

are

protected-by

"push

-

to

-

reset"

breakers

on

the

instrument

panel.

GENERATOR

WARNING

LIGHT.

The

red

generato

r

warning

light

indicates

generator

output.

The

light

remains

off

as

long

as

the

generator

functions

properly.

If a

mal

-

function

interrupts

gene

ra

tor

output,

the

light

will

illuminate.

It

also

will

illuminat

e when

the

battePy

or

external

power

is

on,

before

starting

the

engine,

and

whenever

engine

speed

is

insufficient

to

produce

gen-

erator

output.

The

light

does

not

show

battery

drain

.

LAND

I

NG

LIGHTS.

A

three

-

position,

push-pull

switch

controls

the

optional

landing

lights.

To

turn

one

lamp

on

for

taxiing,

pull

the

switch

out

to

the

filist

stop.

To

turn

both l

amps

on

for

landing,

pull

the

switch

out

to

the

sec-

ond

stop.

2-3

CABIN

HEATING

AND

VENTILATION

SYSTEM.

For

cabin

ventilation,

pull the "CABIN AIR" knob

out.

To

raise

the

air

temperature,

pull

the

"CABIN

HT"

knob

out

approximately

1/

4"

to

1/ 2"

for

a

small

amount

of

cabin

beat.

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 h

eat

is

desired

in

the

cabin

,

the

"CABIN

HT"

knob

is

pushed

full

in

.

STARTING ENGINE.

Ordinarily

the

engine

starts

easily

with bne

or

two

strokes

of

the

primer

in

warm

temperatures

to

six

strokes

in

cold

weather,

with the

throttle

open

approximately

1/ 8

inch.

In

extremely

cold

temperatures,

it

may

be

necessary

to

continue

priming

while

cranking

.

Weak

intermittent

exp

losions

followed by puffs

of

black

smoke

from

the

exhaust

stack

indicates

overpriming

or

flooding.

Excess

fuel

can

be

cleaned

from

the

comb

ustion

chambers

by

the

fo

ll

owing

procedure:

Set

the

mixture

control

full l

ean

and

the

throttle

full

open;

then

crank

the

engine

through

several

re

vol

uti

ons

with

the

starter.

Repeat

the

starting

procedure

without

any

additional

priming.

H the

engine

is

underprimed

(most

like

ly

in

co

ld

weather

with a

co

ld

engine)

it

will

not

fire

at

all,

and

additional

priming

will

be

necessary

.

As

soon

as

the

cylinders

begin

to

fire

, open the

throttle

sli

ghtly

to

ke

ep

it

running.

Aft

er

starting

,

if

the

oil

gage

does

nol

begin

to

show p

ressur

e

within

30

seconds

in

the

summertime

and

about

twice

tha

t long

in

very

cold

weather

,

stop

engine

and

investigate.

Lack

of

o

il

pressure

can

cause

serious

engine

damage.

After

starting,

avoid

the

use

of

carburetor

heat

unless

icing

conditions

prevail.

TAXIING

.

When

taxiing

,

it

is

important

that

speed

and

use

of

brakes

be

held

to

a

minimum

and

that

all

controls

be

utilized

(see

taxiing

diagram,

figure

2-3

to

maintain

directional

control

and

balance.

Taxiin

g

over

loose

gravel

or

cinders

should

be

done

at

low

engine

speed

to

avoid

abrasion

and

stone

damage

to

the

propeller

tips.

Full

2-4

TAXIING

DIAGRAM

•

USE

UP

AILERON

USE

UP

AILERON

ON

LH WING

AND

.KEUTRAL

ELEVATOR

ON

RH

WING

AND

NEUTRAL

ELEV

A

TOR

.

CODE

WIND

D!RECTION

t

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

steerab

l e

nose

wheel

and

rudder

to

maintain

direction.

Figure

2-3.

2-5

throttle

run-ups

over

loose

gravel

are

especially

harmful

to

propeller

tips.

When

take-offs

must

be

made

over

a

gravel

surface,

it

is

very

im-

portant

that

the

throttle

be

advanced

slowly.

This

allows

the

airplane

to

start

rolling

before

high

RPM

is

developed,

and

the

gravel

will

be

blown

back

of

the

propeller

rather

than

pulled

into

it.

Wben unavoidable

small

dents

appear

in

the

propeller

blades

,

they

should

be

immediately

cor-

rected

as

described

in

Section

4

under

propeller

care.

BEFORE

TAKE-OFF.

WARM

UP.

Since

the

engine

is

closely

cowled

for

efficient

in

-fli

ght

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

1600

RPM

as

follows: Move

the

ignition

switch

first

to

"R"

position,

and

note

RPM.

Next move

the

switch

back

to

"BOTH"

position

to

clear

the

other

set

of

plugs

.

Then

move

the

switch

to

the

"L"

position

and

note

RPM

.

The

difference

be-

tween

the

two

magnetos

operated

indi

.

vid

u

ally

should

not

be

more

than

75

RPM.

HIGH RPM MAGNETO CHECKS.

If

there

is

a doubt

concerning

the

operation

of

the

ignition

system

,

RPM

checks

at

higher

engine

speeds

will

usually

confirm

whether

a

de-

ficiency

exists.

If

a full

thro~

l

e

run-up

is

necessary

the engine should

run

smoothly

and

turn

approximately

2230

to

2330

RPM

with the

car-

buretor

heat

off.

An

absence

of

RPM

drop

may

be

an

indication

of

fault

y

grounding

of

one

side

of

the

ignition

system

or

should

be

cause

for

suspicion

that

the

magneto

timing

has

been

"bumped-up"

and

is

set

in

advance

of

the

set-

tin

g

specified

.

2-6

TAKE-OFF.

POWER CHECK.

Since

th

e

use

of

full

throttl

e

is

not

recommended

in

the

static

run-up,

it

is

important

to

check

full-throttle

engine

operation

early

in

the

take-off

run.

Any

si

g

ns

of rough

engine

operation

or

sluggish

engine

acceleration

is

good

cause

for

discontinuing

the

take-off.

If

this

oc

curs,

you

are

j

ustifi

ed

in

ma.king a thorough

full-throttle

,

static

run

-

up

before

another

take-off

is

attempted.

Prior

to

take-off

from

fields

above

5000

ft.

elevation

,

the

mixture

should

be

l

eaned

to give

maximum

RPM

in

a

full-throttle

,

static

run

-up.

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

l

ost

in

the

climb

to

a 50-foot

obsta

c

le.

There-

fore

the

us

e

of

10°

flap

is

reserved

for

minimum

ground

runs

or

for

take-

off

from

soft

or

rough

fields

with

no

obstacles

ahead

.

If

10° of

flaps

are

used

in

ground

runs

,

it

is

preferable

to

leave

them

extended

rath

er

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° (1

st

notch).

Flap

defle

c

tions

of

30°

to

40

°

are

not

recommended

at

any

time

for

take-off.

PERFORMANCE CHARTS.

Consult

the

take-off

chart

in

Section

5,

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

immediatel

y

after

take-off.

The

airplane

is

accelerated

to

2

-7

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.

For

detailed

data,

refer

to the

Climb

Performance

Charts

in

Section

5.

C

LI

MB SP

EED

S.

Normal

climbs

are

performed

at

80 to

90

MPH with

flaps

up

and

full

throttle

for

best

engine cooling.

The

mixture

should

be

full

rich

unless

the engine

is

rough

due

to

too

rich

a

mixture.

The

best

rate

of

climb

speeds

range

from

80 MPH

at

sea

level

to 77 MPH

at

10, 000

feet.

If

an

obstacle

dictates

the

use

of a

steep

climb

angle,

the

best

angle-of-

climb

speed

should

be

used

with

flaps

up

and

full

throttle

.

These

speeds

vary

from

65 MPH

at

sea

level

to

71

MPH

at

10, 000

feet.

NOTE

Steep

climbs

at

these

low

speeds

should

be

of

short

duration

to

improve

engine cooling.

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

Computer.

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.

2-8

TRUE

ALTITUDE

RPM

AIRSPEED RANGE

Sea

Level

*2450

123 565

5000

ft.

*2560

128 585

7000 ft.

*Full

Throttle

130

595

•

15'L

Power

All

figures

are

based

on

lean

mixture,

39

gallons

of

fuel

(no

re-

serve),

zero

wind,

standard

atmospheric

conditions,

and

2300

pounds

gross

weight.

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. con-

dition

are

presented

on

page

5

-2

as

calibrated

airspeeds.

LANDING.

Normal

landings

are

made

power-off with any

flap

setting.

Slips

are

prohibited

in

full

flap

approaches

because

of a downward

pitch

en

-

countered

under

certain

combinations

of

airspeed

and

sideslip

angle.

SHORT

FIELD

LAN

DINGS

.

For

a

short

field

landing,

make

a

power

-off

approach

at

approxi

-

mately

67 MPH with

flaps

40° {fourth notch)

and

land

on

the

main

wheels

first.

Immediately

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.

CROS

SWIN D

LANDINGS

.

When landing

in

a

strong

crosswind

,

use

the

minimum

flap

setting

required

for

the

Cield length.

Use

a wing-low,

crab

,

or

a

combination

method

of

drift

correction

and

land

in

a

near

ly

level

attitude.

Hold a

2-9

straight

course

with the

steerable

nosewheel

and

occasional

braking

if

necessary

.

COLD WEATHER OPERATlON.

Prior

to

starting

on

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

is

recommended

whenever

possib

le

to

reduce

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

6,

GROUND SERVICE PLUG

RECEPI'ACLE

,

for

ope

rating

details.

Cold

wea

t

her

starting

procedures

are

as

follows:

With

Pre

heat:

2-10

(1)

Clear

propeller.

(2)

Pull

master

switch

"ON. "

(3) With

magneto

switch

"OFF"

and

throttle

closed,

prime

the

engine

four

to

ten

strokes

as

the

engine

is

being

turned

over.

NOTE

Use

heavy

strokes

of

primer

for

best

atomization

of fuel.

After

priming,

push

primer

all

the way

in

and

turn

to

locked

position

to

avoid

possibility

of

engine

drawing

fuel

through

the

primer.

(4)

Turn

magneto

switch

to

"BOTH."

(5)

Open

throttle

1/

4"

and

engage

starter

.

Without

Preheat:

(1)

Prime

the

engine 8

to

10

strokes

while

the

propeller

is

being

turned

by

hand.

(2)

Clear

propeller

.

(3)

Pull

master

switch

"ON."

(4)

Turn

magneto

switch

to

''BOTH."

(5)

Open

throttle

1/

4".

(6)

Pull

carburetor

air

heat

knob

full

on.

(7) Engage

starter

and

continue

to

prime

engine

until

it

is

run-

ning

smoothly.

(8)

Keep

carburetor

heat

on

until

engine

has

warmed

up

.

NOTE

If

the

engine

does

not

start

the

first

time

it

is

probable

that

the

spark

plugs

have

been

frosted

over.

Preheat

must

be

used

before

another

start

is

attempted.

During

cold

weather

operations,

no

indication

will

be

apparent

on

the

o

il

temperature

gage

prior

to

take

-

off

if

outside

air

temperatures

are

very

col

d.

After

a

suitable

warm

-up

period

(2

to

5

minutes

at

1000

RPM

),

accelerate

the engine

several

times

to

higher

engine

RPM.

li

the

engine

accelerates

smoothly

and the

oil

pressure

remains

normal

and

steady

,

the

airplane

is

ready

for

take-off.

When

operating

in

sub-zero

temperature,

avoid

using

partial

car

-

buretor

heat.

Partial

heat

may

increase

the

ca

rburetor

air

tempera-

ture

to

the

32°

to

80

°F

range

,

where

icing

is

critical

under

certain

atmos-

pheric

conditions.

Ref

er

to

Section

6

for

cold

weather

equipment.

2-11

MODIFIED

FUEL

MANAGEMENT

PROCEDURES

With a

combination

of

highly

volatile

fuel, high

fuel

temperature,

high

operating

altitude,

and

l

ow

fuel

flow

rate

in

the

tank

outlet

lines,

there

is

a

remote

possibility

of

accumulating

fuel

vapor

and

encountering

power

ir-

regular

it

ies

on

some

airplanes.

To

minimize

this

possibility,

the

follow-

ing

operating

procedures

are

recommended:

(1)

Take-off

and

climb

to

cru

i

se

altitude

on ''both"

tanks.

(This

is

consisten

t with

current

recommendations.)

(2) When

reaching

cruise

altitude

above

5000

feet

MSL,

promptly

switch

the

fue

l

selector

valve

from

"both"

tanks

to

either

the

"rig

ht"

or

"left"

tank

.

(3)

During

cruise,

u

se

"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:

OPERA

TI

ON

A

SING

LE TANK

Should

power

irregularities

occur

when

operating

on

a

single

tank,

power

can

be

restored

immediately

by

switching

to

the

oppos

ite

tank.

In

addition,

the

vapor

accumulation

in

the

tank

on

which

the

power

irregu-

larity

occurred

will

rapidly

dissipate

itself

such

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.

2-12

'!!r

- ,

~-~-~-~

1ii1

1

1il.iili

t

il

.ilhHiilllll II Ii.

11

111111111111111111111111111111111111111111111111111111111111111

OPERATIONS

AUTHORIZED

.

li

mitations

Your

Cessna

with

standard

equipment

as

certifica

ted

under

FAA

Type

Certidicate

No. 3A12

is

approved

for

day

and night o

peration

under

VFR.

Additional

optional

equipment

is

available

to

inc

rease

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

approval

for

its

operation

on

single-engine

scheduled

airline

service

on

VFR.

MANEUVERS

-

NORMAL

category

air

-

planes

in

compliance

with

these

regulations.

In

connection

with

the

fore

-

going,

the

following

gross

weights

and

flight

l

oad

factors

apply:

Gr

oss

Weight.

. . . . . . . . . . . . . . . . . . . . 2300

lbs.

Flight

Load

Factor

*

Flaps

Up . . . . . . . . . . . . +3. 8 -1. 52

Flight

Load

Factor

*

Flaps

Down . . . . . . . . . . . +3. 5

*The

design

load

factors

are

150% of

the

above

and

in

all

cases

the

structure

meets

or

exceeds

design

loads.

Your

airplane

must

be

operated

in

accordance

with

all

FAA

approved

markings,

placards

and

check

lists

in

the

airplane.

If

there

is

any

infor-

mation

in

this

section

which

contradicts

the

FAA

approved

markings

,

pla

-

cards

and

check

lists,

it

is

to

be

disregarded.

3-1

MANEUVERS -

UTILITY

CATEGORY.

This

airplane

is

not

designed

for

purely

aerobatic

flight. However ,

in

the

acquisition

of

var

i

ous

ce

rtificates

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

airp

l

ane

when

operated

in

the

utility

category.

In

connection

with

the

utility

category,

the

following

gross

weight

and

flight

load

factors

apply

,

with

recom

-

mended

entry

speeds

for

maneuvers

as shown.

Maximum

Desi

gn W

eight

. . . . . . . . .

Flight

Maneuvering

Load

Factor,

Fl

aps

Up .

Flight

Maneuverin

g

Load

Factor,

Fl

aps

Down

.

2000

lbs.

+4. 4

-1.

76

+3

.5

No

acrobatic

maneuvers

are

approved

except

those

listed

below:

Maneuver

Entry

Speed

Chandelles

. 122 mph (106 knots)

Lazy

Eights.

. 122 mph (106

knots)

Steep

Turns.

. 122 mph (106 knots)

Spins

. . . . Slow

De

celeration

Stalls

(EKcept

Whip

Stalls)

. . . Slow D

eceleration

The

baggage

compartment

and

rear

seat

must

not

be

occupied

.

Aerobatics

that

may

impose

high

inverted

loads

should

not

be

attempted

.

Th

e

important

thing

to

bear

in

mind

in

flight

maneuvers

is

that

yo

ur

Cessna

is

c

le

an

in

aerodynamic

design

and

will

bui

ld

up

speed

quickly

with

the

nose

down.

Proper

speed

contro

l

is

an

essential

re-

quirement

for

execution

of

any

maneuver

and

care

should

always

be

exercised

to

avoid

excessive

speed

which

in

turn

can

impose

excessive

l

oads.

In

the

execution

of

all

maneuvers

avoid

abrupt

use

of

controls.

AIRSPEED LIMITATIONS.

RED

LINE . . 174

mph

YELLOW ARC

140-174

mph

GREEN

ARC .

59-140

mph

WHITE ARC .

52

-100 mph

MANEUVERING

SPEED*

. . . 122

mph

*The

maximum

speed

at

which

you

can

use

abrupt

contro

l

travel

without

exceeding

the

design

l

oad

factor.

3-2

NOTE

RED

LINE . .

YELLOW

ARC

GREEN

ARC.

WHITE ARC

Maximum

Speed (Glide

or

dive,

smooth

air).

Caution

Range

(Level

flight

or

climb).

Normal

Range

(Level

flight

or

climb)

.

Flap

Operating

Range

ENGINE OPERATION LIMITATIONS .

Power

and

Speed:

ENGINE INSTRUMENT MARKINGS.

OIL TEMPERATURE

GAGE.

Normal

Operating

Ran

ge

Maximum Allowable . .

OIL

PRESSUR

E

GAGE.

Mimmum

Idling

. . . . .

Normal

Operating

Range

.

Maximum

.......

.

FUEL

QUANTITY

INDIC

ATORS.

145

bhp

at

2700

rpm

Green

Arc

Red

Line

10

psi

{red

line)

30-60

psi

(green

arc)

. . 100

psi

(red

line)

EMPTY

...

..

.

•......

. . . . . . . . E

(red

line)

1.

50

gallons

unusable

eac

h

tank

TAC

HO

METER.

Normal

Operating

Range

:

At

sea

level

(inner

green

arc

).

At

5000

feet

(middle

green

arc)

.

At

10,

000

feet

(outer

green

arc).

Maximum

Allowable (

Red

line)

...

2200-2500

2200

-2

600

2200-2700

2700

3-3

WEIGHT

AND

BALANCE.

The

following

information

will

enable

you

to

operate

your

Cessna

within

the

prescribed

weight

and

center

of

gr

avity

limitations.

To

figure

the

weight

and

balance

for

your

particular

airplane,

use

the

Sample

Pr

oblem

,

Loading

Graph

,

and

Center

of

Gravity

Moment

Envelope

as

follows:

Take

the

licensed

Empty

Weight

and

Moment

/ 1000

from

the

Weight

and

Balan

ce

Data

sheet,

plus

any

changes

noted

on

forms

FAA-337,

carried

in

your

airplane

,

and

write

them

down

in

the

proper

columns

.

Using

the

Loading

Graph

dete

rmin

e

the

moment

/ 1000

of

each

item

to

be

carried.

Total

the

weigh

ts

and

moments

/ 1000

and

use

t

he

Center

of

Gravity

Moment

Envelope

to

determine

whether

the

point

falls

within

the

envelope

and

if

the

loading

is

acceptable.

172

;1

Sample

Airplane

I

II

Your

A i

..

plone

SAMPLE

LOAD

IN

G

PROBLEM

We

i

ght

Moment

Weigh!

Moment

'

(l

bsl

(

lb

·

ins.

-

/

IOOO

I

I.

Licensed

Empty

Weight

(

Sample

A

ir

plane

)

•••

1321

50.4

'

2. O il

8

Qi.

.·

..........................................

15

-0.

3

15

-0

.3

3. Pi

lot

&

Front

Passe

n

ger

...............................

3.1.0

12.2

4.

Fuel

.

139

Go

l a l

6#

/

Gal)

••••••••.••

•

••.••.••••.

. ••

234

11_2

~

.S

.

Rea

r

Passengers

....

.

...

.....................

..

.....

3"0

23

.8

6.

Baggage

(

or

Possenge

r

on

Aullili

ory

Seat

) .•••

.•

50

4

.7

7 .

Total

Aircrafl

Weight

(Loaded)

.•.

•••.•..

.••

...

•.

2

300

102

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I

"'

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8.

Loe.ate

th

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point

l2300ot

102

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the

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it

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falls.

with

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the

l

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ac

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ormally

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ll

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be

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If

your

airplane

is

to

retain

that

new pl

ane

performance

and

depend-

ability,

certain

inspection

and

maintenance

requirements

must

be

fol-

lowed.

It

is

always

wise

to

follow a planned

sched

ul

e of l

ubrication

and

maintenance

based

on

the

climatic

and

flying

conditions

encountered

in

your

locality.

Keep

in

touch with

your

Cessna

Dealer

and

take

advantage

of

his

know-

ledge

and

experience

.

He

knows

your

airplane

and

how

to

maintain

it.

He

will

remind

you when

lubrications

and

oil

changes

are

necessary

and

about

other

seasonal

and

periodic

services

.

GROUND

HANDLING

.

The

airplane

is

most

easily

and

safely

maneuvered

by

band with

the

tow-bar

attached

to

the

nosewheel.

NOTE

When

usin

g

the

tow-bar,

never

exceed

the

turning

angle

of

30 °,

either

side

of

center

,

or

damage

to

the

gear

will

result.

MOORING

YOUR AI

RPLANE

.

Proper

tie-down

procedure

is

your

best

precaution

against

damage

to

your

parlred

airplane

by

gusty

or

strong

winds.

To

tie-down

your

air-

plane

securely,

proceed

as

follows:

(1)

Set

the

parting

bralre

and

install

the

control

wheel

lock.

(2)

Install

a

surface

control

loclr

between

each

aileron

and

flap.

(3)

Tie

sufficiently

strong

ropes

or

chains

(700

pounds

tensile

strength)

to

wing,

tail,

and

nose

tie

-down

fittings

and

secure

each

rope

to

ramp

tie

-down.

4-1

(

4)

I

nstall

a

surface

con

tr

ol

lock

over

the

fin

and

rudder

.

(5)

Instal

l a

pitot

tube

cover.

WI

NDSHIELD-WINDOWS.

The

pl

astic

windshield

and

windows

should

be

kept

clean

and

waxed

at

all

times.

To

prevent

scratches

and

crazing,

wash

th

em

caref

ull

y

with

plenty

of

soap

and

water,

using

the

palm

of

the

hand

to

fee

l and

dislodge

dirt

and

mu

d.

A

soft

cl

oth

, ch

amois

or

sponge

may

be

used

,

but

o

nl

y

to

carry

water

to

the

surface.

Ri

nse

thoro

u

ghly,

then

dry

with

a

clean,

moist

chamois.

R

ubbing

the

surface

of

the

plastic

with

a

dry

cloth

builds

up

an

el

ectrostatic

cb,arge

so

that

it

attract

s

dus

t

partic

l

es

in

the

air.

Wiping

with

a

mo

i

st

chamois

will

remove

both

the

dust

an

d

this

charge

.

Remove

oil

and

grease

with

a

cloth

mo

i

stened

wit

h

ke

r

osene

.

Never

use

gasoline,

benzine,

alcohol

,

acetone

,

carbon

tetrach

lor

ide,

fire

ex-

tinguisher

or

anti-ice

fluid,

lacquer

thinner

or

glass

cleaner.

Thes

e

materials

will

soften

the

plastic

and

may

cause

it

to

cr

aze.

After

removing

dirt

and

grease

,

if

the

surface

is

not

badly

scratc

h

ed,

it

sh

ould

be

waxed

with

a good

grade

of

commercial

wax

.

The

wax

will

fill

in

minor

scratches

and

he

lp

prevent

further

scratch.ing

. Apply a

thin,

even

coat

of

wax

and

bring

it

to

a

hlgb

polish

by r

ubbing

lightly

with

a

clean,

dry

,

soft

Uannel

cl

oth

.

Do

not

use

a

power

buffer ;

the

heat

gen

-

erated

by

the

buffing

pad

may

soften

the

plastic.

Do

not

use

a

canvas

cover

on

the

winds

h

ield

unless

freezing

r

ain

or

sleet

is

anticipated

.

Canvas

covers

may

scratch

the

plastic

surface

.

PAINTED SURFACES.

T

he

painted

exterior

surfaces

of

yo

ur

new

Cessna

require

an

initial

curing

period

which

may

be

as

long

as

90

days

after

the

finish

is

applied.

During

tllis

curing

period

some

precautions

shou

ld

be

taken

to

avoid

dam

-

aging

the

finis

h

or

interfering

wit

h

the

curing

process.

The

finish

should

be

cleaned

only

by

washing

with

clean

water

and m

il

d

soap,

followed

by

a

rinse

with

water

and

drying

with

cloths

or

a

chamois

.

Do

not

use

polish

or

wax,

which

wou

ld

exclude

air

from

the

surface,

during

tllis

90-day

cu

ring

period.

Do

not

rub

or

bu

ff

the

finis

h

and avo

id

flying

through

rain,

bail

or

sleet.

O

nce

the

finish

has

cured

completely

, it

may

be

waxed

with

a good

4-2

automotive

wax.

A

heavier

coating

of

wax

on

the l

eading

edges

of the

wings

and

tail

and

on

the

engine

nose

cap

and

pr

opeller

spinner

will

h.elp

reduce

the

ab

r

asion

encountered

in

these

areas

.

ALUMINUM

SURFACES.

T

he

cl

ad

aluminum

su

r

face

s

of

your

Cessn

a r

equire

only

a

minimum

of

care

to

keep

them

bright

and

clean.

Th

e

airplane

may

be

washed

with

clear

water

to

r

emove

di

rt;

oil

and

grease

may

be

r

emoved

wit

h

gasoline,

naphtha,

carbon

tetrac

h

lo

r

ide

or

othe

r

non

-

alka

li

ne

sol

vents.

D

ulled

al

umin

um

surfaces

may

be

cleaned

effectively

with

an

aircraft

aluminum

polish.

After

cleaning,

and

periodically

thereaf

t

er

,

waxing

with

a good

auto

-

motive

wax w

ill

preserve

the

brig

ht

appearance

and

retard

corrosion.

Regular

waxing

is

especially

recommended

for

airplanes

operated

in

salt

water

areas

as

a

protection

against

corrosion.

PROPEL

LER

CARE.

Preflight

inspection

of

propelle

r bl

ades

for

nicks,

and

wiping

them

occasionally

with

an

oily

cloth

to

clean

off

grass

and

bug

stains

will

as

-

sure

long

,

trouble

-

free

service

.

It

is

vital

that

small

nicks

on

the

pro

-

pe

Uer s ,

particularly

near

the

tips

and

on

the

leading

edges,

are

dressed

out

as

soon

as

possible

since

these

nicks

produce

stress

concentration

s ,

and

if

ignored

,

may

result

in

cracks

.

Never

use

an

alkaline

cleane

r

on

the

blades

;

remove

gre

ase

and

dirt

with

carbon

tetrachlo

r

ide

or

Stoddard

solvent.

INTERIOR CARE.

To

remove

dust

and

l

oose

dir t

from

the

upholstery

, h

eadliner,

and

carpet

,

clean

the

interior

regularly

with

a

vacuum

cleaner

.

Blot

up

any

spilled

liquid

promptly,

with

cleansing

tiss

ue

or

rags

.

Don't

pat

the

spot;

press

the

blotting

material

firmly

and

hold

it

for

sev

-

eral

seconds.

Continue

blotting

until

no

more

li

quid

is

taken

up.

Scrape

off

sticky

materials

with a

dull

knife

,

then

spot-clean

the

area.

.

Oily

spots

may

be

cleaned

with

household

spot

removers,

used

spar

-

ingly.

Before

using

any

solv

en

t,

read

the

instructions

on

the

container

4-3

and

test

it

on

an

obscure

place

on

the

fabric

to

be

cleaned.

Never

satu-

rate

the

fabric

with a

volaWe

solvent;

it

may

damage

the padding and

backing

ma

ter

ials.

Soiled

upholstery

and

carpet

may

be

cleaned

with

foam-type

detergent,

used

according

to

the

manufacturer's

instructions.

To

minimize

wetting

the

fabric

,

keep

the foam

as

dry

as

possible

and

remove

it

with a vacuum

c

lean

er.

The

plastic

trim

,

instrument

panel

and

control

knobs

need

only

be

wiped

off with a

damp

cl

oth.

Oil

and

grease

on

the

cont

r

ol

wheel

and

control

knobs

can

be

removed

with a

cloth

moistened

with

kerosene.

Volatile

solvents,

such

as

mentioned

in

paragraphs

on

care

of

the

wind-

sheid,

must

never

be

used

since

they

soften

and

craze

the

plastic.

INSPECTION SERVICE

AND

INSPECTION PERIODS.

With

your

airplane

you

will

receive

an

Owner's

Service

Policy.

Cou-

pons

attached

to

the

policy

entitle

you

to

an

initial

inspection

and

the

first

100-hour

inspection

at

no

charge

.

If

you

take

delivery

from

your

Dealer

,

he

will

perform

the

initial

inspection

before

delivery

of

the

airplane

to

you.

If

you

pick

up

the

airplane

at

the

factory,

plan

to

take

it

to

your

D

ealer

reasonably

soon

after

you

take

delivery

on

it.

This

will

permit

him

to

check

it

over

and

to

make

any

minor

adjustments

that

may

appear

necessary

. Also,

plan

an

inspection

by

your

Dealer

at

100

hours

or

90

days,

whichever

comes

first.

This

inspection

also

is

performed

by

your

Dealer

for

you

at

no

charge.

While

these

important

inspections

will

be

performed

for

you

by

any

Cessna

Dealer

,

in

most

cases

you

will

prefer

to

have

the

Dealer

from

whom you

purchased

the

airplane

accomplish

this

work.

Civil

Air

Regulations

require

that

all

airplanes

have

a

periodic

(annual)

inspection

as

prescribed

by

the

administrator,

and

performed

by

a

person

designated

by

the

administrator.

In

addition,

100-hour

pe

ri

odic

inspections

made

by

an

"appropriately-rated

mechanic"

are

required

i.C

the

airplane

is

flown

for

hire.

The

Cessna

Aircraft

Company

recommends

the

100-hour

periodic

inspection

for

your

airplane.

The

procedure

for

this

100-hour

inspection

has

been

carefully

worked

out

by

the

factory

and

is

followed

by

the

Cessna

Dealer

Organization.

The

com-

plete

familiarity

of

the

Cessna

Dealer

Organization

with

Cessna

equip-

ment

and

with

factory-approved

procedures

provides

the

highest

type

of

service

possible

at

lower

cost.

4-4

OWNER

FOLLOW-UP

SYSTEM====.~

Your

Cessna

Dealer

bas

an

owner

follow-up

system

to

notify

you

when

be_

receives

inf

o

rmati

on

that

applies

to

you

r

Cessna.

ln

addition,

If

you

wish,

you

may

choose

to

r

eceive

similar

notification

directly

from

the

Cessna

Service

Department.

A

subscription

card

Is

supplied

In

your

airplane

file

for

your

use,

should

you

choose

to

request

this

ser-

vice.

Your

Cessna

Dealer

will

be

glad

to

supply

you

with

details

con

-

cerning

these

follow-

up

programs,

and

stands

ready

through

bis

Service

Department

to

supply

you

with

fast.

eCficient, low

cost

service

.

AIRPLANE

FILE.

There

are

miscellaneous

data

,

information

and

licenses

that

are

a

part

of

the

airplane

file.

The

following

is

a

check

list

for

that

file.

In

ad~tion,

~

periodic

check

should

be

made

of

the

latest

Civil

Air

Regu-

lations

to

msure

that

all

data

requirements

are

met.

A.

To

be

displayed

in

the

airplane

at

all

times:

(1)

Air

craft

Airworthiness

Certificate

(Form

FAA-1362).

(2)

Aircraft

Registration

Certi.Cicate

(Form

FAA-500A

).

(3)

Airplane

Radio

Station

License

(Form

FCC-404

if

transmitter

installed

). '

B.

To

be

carried

in the

airplane

at

all

times:

c.

(1) Weight and

Balance,

and

associated

papers

(

la

test

copy

of

the

Repair

and

Alteration

Form,

Form

FAA-337,

if

applicable).

(2)

Airplane

Equipment

List.

To

be

made

available

upon

request:

{l)

Airplane

Log

Book.

(2)

Engine

Log

Book.

NOTE

Cessna

recommends

that

these

items

plus

the

Owner's

Manual

and

the

"Cessna

Flight

Guide"

(Flight

Computer)

be

carried

in

the

airplane

at

all

times.

Most

of

the

items

listed

are

required

by

the

United

States

Civil

Air

4-5

Regulations.

Since

the

regulations

of

other

nations

may

require

other

documents

and

data,

owne

rs

of

exported

airplanes

should

check

with

their

own

aviation

officials

to

determine

their

individual

requirements.

LUBRICATION AND

SERVIC

I

NG

PROCEDURES

Specific

servi

cing

information

is

provided

here

for

items

requiring

daily

attention.

A

Service

Frequency

Check

List

is

included

to

inform

the

pilot

when to

have

other

items

checked

and

serviced

.

DAILY

FUEL

TANK

FILLERS:

Service

after

each

flight

with

80

/ 87

minimum

g

rade

fuel.

The

capacity

of

each

wing

tank

is

21

gallons

.

FUEL

STRAINER:

On

the

first

flight

of

the

day

and

after

each

refueling

, pull

out

fue

l

strainer

drain

knob

for

about

four

seconds

,

to

cl

ear

fuel

strainer

of

possible

water

and

sediment.

Release

drain

knob,

then

check

that

strainer

drain

is

closed

after

draining

.

OIL

FILLER:

When

preflight

check

shows

low

oil

level

,

service

with

aviation

grade

engine

oil;

SAE

20

below

40

°

F.

and

SAE

40

above

40

°

F.

Your

Cessna

was

delivered

from

the

factory

with

straight

mineral

o

il

(non-

detergent)

and

should

be

operated

with

straight

mineral

oil

for

the

first

25

hours.

The

use

of

mineral

oil

during

the

25-h

our

break

-

in

period

will

help

seat

the

piston

rin

gs

and

will

r

es

ult

in

less

oil

con

-

sumption

.

After

the

first

25

hours,

either

mineral

oil

or

detergent

oil

may

be

used

.

If

a

deter

gen

t

oil

is

used,

it mu

st

conform

to

Continental

Motors

Corporation

Spe

cification

MHS-24.

Your

Cessna

Dealer

can

supply

an

approved

brand.

OIL

DIPSTICK:

4-6

Check

oil

level

before

eac

h

flight.

Do

not

operate

on

less

than

6

quarts

and

fill

if

an

extended

fli

ght

is

pl

anned.

The

oil

capacity

of

the

engine

is

8

quarts.

SERVICING

INTERVALS

CHECK

LIST

EACH

15

HOURS

BATTERY

--

Check

and

Service.

ENGINE

OIL

--

Change.

ENGINE O

IL

SCREEN

- -

Clean

.

INDUCTIO~

-

AIR FU:-TER .

--

Clean

or

Replace.

Under

extremely

dusty

conditions,

daily

maintenance

of

the

filter

is

recommended.

NOSE GEAR TORQUE LINKS - -

Lubricate.

EACH

100

HOURS

BRAKE MASTER CYLINDERS

--

Check

and

fill.

GY~O

IN~RUMENT

AIR

FILTERS

(OPT)

--

Rep

l

ace.

Replace

soon-

er

if_

er

ratic

or

sluggish

responses

are

noted

with

normal

suction

gage

readings.

SHIMMY DAMPENER - -

Check

and

fill

.

S~C

T

ION

RELIEF

VALVE

INLET

SCREEN --

Check

inlet

screen

for

dirt

or

obstructions.

FUE

L TANK

SUMP

DRAINS

--

Drain

water

and

sediment.

FUEL

l.JNE DRAIN

PLUG

- -

Drain

water

and

sediment.

VACUUM SYSTEM

OIL

SEPARAT

OR

--

Cl

ean.

EACH

500

HOURS

WHEEL

BEARINGS - -

Lubricate.

Lubricate

at

first

100 hou

rs

and

at

500

hours

thereafter.

4-7

Notu

4-8

iilliliiiilil1tliliiiiiltliiilllliiir.

11111

11111111111111111111111111111111111111111111111111

1

11

1111111

The

Operational

Data

shown

on

the

following

pages

are

compiled

fr

om

actual

tests

with

airplane

and

engine

in

good

condition

and

using

average

piloting

technique

and

best

power

mixture.

You

will

find

this

data

a

valu

-

able

aid

when

planning

yo

ur

flights

..

However

,

inasmuch

as

the

number

of

variables

included

precludes

great

accuracy

,

an

ample

fuel

reserve

should

be

provided.

The

range

perf

o

rmance

shown

makes

no

all

owance

for

wind,

navigational

error

,

pilot

technique,

warm

-up,

take-off,

climb,

etc

.

All

of

these

factors

must

be

co

nsidered

when

estimating

reserve

fuel.

A

power

setting

selected

from

the

range

charts

usually

will

be

more

efficient

than

a

random

setting,

since

it

will

permit

you

to

estimate

your

fuel

consumption

more

accurately.

You

will

find

that

using

the

charts

and

your

Power

Computer

will

pay

dividends

in

overall

efficiency.

Range

and endu

rance

figures

shown

in

the

c

harts

are

based

on

flight

test

using

M

cC

auley

1Cl'72/ EM 7653

propeller

.

Other

conditions

of

the

tests

are

shown

in

the

c

hart

headings.

Allowances

for

fuel

reserv

e,

headwinds,

take-offs,

and

climb,

and

variations

in

mixture

leaning

technique

should

be

made

and

are

in

addition

to

those

shown

on

the

charts.

Other

indetermina

te

variables

such

as

c

arburetor

metering-characteristics,

engine

and

propeller

conditions

,

and

turbulence

of

atmosphere

ma

y

account

for

variations

of

1

0%

or

more

in

maximum

range.

5-1

C.11

I

N

C.11

I

(..;)

"11

~-

"1

C1l

CJ1

I

N

-

~Cl~

l :

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0

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oo

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~

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-

:la

~

;::::::!

:iio-

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.......

en

......

:llllo

~

c:

-0

c::i

en

~

-0

...

C"')

0

r- r-

r-

c::i

"""

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:z:

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Ill

-

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U'I

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U1

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c

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0

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0

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=--

0

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m

0

1....----

TAKE-OFF

DATA

TAKE-

OFF

DISTANCE FROM HARD

SURFACE

RUNWAY

,

FLAPS

UP

GROSS

IAS

HEAD

@ S.L. &

59

° f @ 2soo

ft

. & s

o•

F @ 5000

ft

. &

41

° F

@ 7500

ft

. & 32" F

W~IGHT

AT

SO

FT

. WIND

G

ROUN

D

TO

CLEAR

GROUND

TO

CL

EAR

GROUND

TO

CLEAR

GROUND

TO

CLEAR

LBS

.

MPH

KNO

TS

RUN

so

·

OB

S.

RUN

S

O'

085

.

RUN

so

·

OBS

.

RUN

50'

OB

S.

0 4

35

780

520

920

025

1

095

765

1370

17

00 GO

10

290

570

355

680

430

820

535

1040

20

175

3B5

215

470

27

0

575

345

74

5

0 630

1095

755

1

325

005

1025

11

20

21!5

20

00

05

10

435

820

53

0

1

005

645

1250

810

1685

20

275

580 340 720 4

25

910 595 1

255

0

865

15

25

104

0

191

0 1

255

24

80

1

565

3855

23

00

70

10

615

117

0

750 14

85

020

1055

1

160

3

11

0

20

4

05

85

0

505

1100

630

14

80

810

2425

NOTE: Increase distance

103

for

each

25

°F

abov

e s

tandard

temp

eraturo

for

parti

c

ular

altitude

.

Fig

u1

·e

5-3

.

MAXIMUM

RATE-OF-CLIMB

DATA

@ S.L. & 59° F @ 5000

FT

&

41

° F @

10

,000

FT

& 23° F @ 15,

00

0

FT

& 5° F

GR

OSS

IAS

RATE

OF

GAIS

IAS

RATE

OF

FRO

M IAS

RATE

OF

FROM

IAS

RATE

OF

FRO

M

W

EIGHT

MPH

CLI

MB

OF

FU

EL

MPH

CLIMB

S.L.

MPH

CLIM

B

S.L.

MPH

CLIMB

S.

L.

FUEL

FUEL FUEL

LBS

.

FT

/ MIN.

U

SED

FT

/ MIN.

USED

FT

/ MIN,

USED

FT

/ MIN,

USE

D

1700

7S

l08S

1.0

73

82S

1.9

71

570

2.9

70

31

5

4.4

2000

77

840

1.0 76 610

2.2

74

380

3.6

73

155 6.3

2300

80

645

1.0

78

435

2.6

77

230

A.8

76 22

11.5

NOTE: Flaps

up

,

full

throttle

and

mi

xt

ur

e

leaned

fo

r s

mooth

ope

rat

ion

abov

e

5000

ft

.

fu

el

u

se

d includes worm-

up

and

toke

-

off

allowance

.

Figure

5-

4.

)>

-

;;itJ

Cl"

"'O

m

0

n

0

;;itJ

m

n

.....

-

0

z

.....

)>

CJ:'

,...

m

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