CESSNA MORE PEOPLE BUY AND FLY CESSNA AIRPLANES. THAN ANY OTHER MAKE 1969 WORLD'S LARGEST PRO- DUCER OF GENERAL AVIATION AIRCRAFT SINCE 1956 MODEL iz=2 aA IND SKYHAWK — pa OWNERS MANUALPERFORMANCE - SPECIFICATIONS GROSS WEIGHT M69 Oe Se SPEED: Top Speed at SeaLevel ... 1.2... Cruise, 75% Power at 9000 ft... . . RANGE: Cruise, 75% Power at 9000 ft... . . 38 Gal. No Reserve Cruise, 75% Power at 9000 ft . 48 Gal. No Reserve lodel 172% 2300 Ibs 139 mph 131 mph . 615 miles 4.Thours 131 mph . TT5 miles Optimum Range at 10,000ft... 2... 38 Gal. No Reserve Optimum Range at 10,000 ft... 2... 48 Gal. No Reserve RATE OF CLIMB ATSEA LEVEL... . 5.9 hours 131 mph 640 miles 5.5 hours 117 mph 820 miles 7.0 hours 117 mph - 645 fpm SERVICECEILING..........-.- TAKE-OFF: Ground Run . hi ie Total Distance Over 50-Foot Obstacle. . LANDING! Landing Roll... 2. 2... Total Distance Over 50-Foot Obstacle. . EMPTY WEIGHT (Approximate)... . . BAGGAGE... . sem sae WING LOADING: Pounds /Sq Foot POWER LOADING: Pounds/HP FUEL CAPACITY: Total Standard Tanks... 0. ee Optional Long Range Tanks ¢ 22) OILCAPACITY: Toll... se : PROPELLER: Fixed Pitch (Diameter) . ENGINE: Lycoming Engine 13, 100 ft - 865 ft + 1525 ft = 520 ft 1250 ft 1245 Ibs 120 Ibs 13.2 15.3 42 gal. 52 gal. - Bats 150 rated HP at 2700 RPM... .. - . ne RE ST * This manual covers operation of the Mode! 172/Skyhawk which is certificated as Model 172K under FAA Type Certificate No. 3A12. (0525.19-RAND-1500-1778 16 inches (0-320-E2D Skyhawk 2300 Ibs 140 mph 132 mph 620 miles 4,7 hours 132 mph 780 miles 5.9 hours 132 mph 655 miles 5.5 hours 118 mph 830 miles 7.0 hours 118 mph 645 fpm 13, 100 ft 865 ft 1525 ft 520 ft 1250 ft 1315 Ibs 120 Ibs. 13,2 15.3 42 gal. 52 gal. Sats ‘76 inches 0-320-E2DCONGRATULATIONS ....... Welcome to the ranks of Cessna owners! Your Cessna has been designed and constructed to give you the most in performance, economy, and com- fort. It is our desire that you will find flying it, either for business or pleasure, a pleasant and profitable experience. ‘This Owner's Manual has been prepared as a guide to help you get the most pleasure and utility from your Model 172/Skyhawk. It contains in- formation about your Cessna’s equipment, operating procedures, and per- formance; and suggestions for its servicing and care. We urge you to read it from cover to cover, and to refer to it frequently. Our interest in your flying pleasure has not ceased with your purchase of aCessna. World-wide, the Cessna Dealer Organization backed by the Cessna Service Department stands ready to serve you. The following services are offered by most Cessna Dealers: FACTORY TRAINED PERSONNEL to provide you with courteous expert service. FACTORY APPROVED SERVICE EQUIPMENT to provide you with the most efficient and accurate workmanship possible. A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them, THE LATEST AUTHORITATIVE INFORMATION FOR SERV- ICING CESSNA AIRPLANES, since Cessna Dealers have all of the Service Manuals and Parts Catalogs, kept current by Service Letters and Service News Letters, published by Cessna Aircraft Company. We urge all Cessna owners to use the Cessna Dealer Organization to the fullest, A current Cessna Dealer Directory accompanies your new airplane. The Directory is revised frequently, and a current copy can be obtained from your Cessna Dealer. Make your Directory one of your cross-country flight planning aids; a warm welcome awaits you at every Cessna Dealer.PRINCIPAL DIMENSIONSTABLE OF CONTENTS SECTION | - OPERATING CHECK LIST... SECTION I - DESCRIPTION AND OPERATING DETAILS..... SECTION Ili - OPERATING LIMITATIONG..... SECTION IV- CARE OF THE AIRPLANE ..... OWNER FOLLOW-UP SYSTEM SECTION V - OPERATIONAL DATA... SECTION Vi- OPTIONAL SYSTEMS... ALPHABETICAL INDEX ..... ‘This manual describes the operation and performance of both the Cessna Model 172 and Skyhawk. Equipment des- cribed as “Optional” denotes that the subject equipment is optional on the Model 172. Much of this equipment is stan- dard on the Skyhawk model. iifEXTERIOR INSPECTION Figure 1-1.Section | Sooo OPERATING CHECK LIST One of the first steps in obtaining the utmost performance, service, and flying enjoyment from your Cessna is to familiarize yourself with your airplane'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 Il. Section I lists, in Pilot's Check List form, the steps necessary to operate your airplane efficiently and safely. If is not a check list in its true form as it is considerably longer, but it does cover briefly all of the points that you should know for a typical flight, The flight and operational characteristics of your airplane are normal in all respects. There are no "unconventional" characteristics or opera- tions that need to be mastered. All controls respond in the normal way within the entire range of operation. All airspeeds mentioned in Sections and Il are indicated airspeeds. Corresponding calibrated airspeed may be obtained from the Airspeed Correction Table in Section V. BEFORE ENTERING THE AIRPLANE. (1) Make an exterior inspection in accordance with figure 1-1. BEFORE STARTING THE ENGINE. (1) Seats and Seat Belts -- Adjust and lock. (2) Fuel Selector -- "BOTH. (3) Brakes -- Test and set. (4) Radios and Flashing Beacon -- "OFF." 1-1STARTING THE ENGINE. (1) Mixture -- Rich. (2) Carburetor Heat -- Cold. (3) Primer -- 2 - 6 strokes (as required; none if engine is warm). Close and lock primer. (4) Throttle -- Open 1/8", (5) Master Switch (6) Propeller Area . (7) Ignition Switch -- "START" (release when engine starts), (8) Oil Pressure -- Check. BEFORE TAKE-OFF. (1) Parking Brake -- Set. (2) Cabin Doors -- Closed and locked. (3) Flight Controls -- Check. (4) Trim Tab -- "TAKE-OFF" setting. (5) Throttle Setting -- 1700 RPM. (6) Engine Instruments and Ammeter -- Check. (7) Suction Gage -- Check (4.6 to 5.4 inches of mercury). (8) Carburetor Heat -- Check operation. (8) Magnetos -- Check (RPM drop should not exceed 125 RPM on either magneto or 50 RPM differential between magnetos). (10) Flight Instruments and Radios ~~ Set. (11) Optional Autopilot or Wing Leveler -- Off. TAKE-OFF. NORMAL TAKE-OFF. (1) Wing Flaps -- 0°. (2) Carburetor Heat -- Cold. (3) Power -- Full throttle, (4) Elevator Control -- Lift nosewheel at 60 MPH. (5) Climb Speed -- 85 MPH. MAXIMUM PERFORMANCE TAKE-OFF. (1) Wing Flaps -- 0°. (2) Carburetor Heat -- Cold. 1-2(3) Brakes ~~ Apply. (4) Power -~ Full throttle. (5) Brakes -- Release. (6) Airplane Attitude -- Slightly tail low. (7) Climb Speed -- 68 MPH until all obstacles are cleared. CLIMB. NORMAL CLIMB. (1) Airspeed -- 80 to 90 MPH. (2) Power -- Full throttle. (3) Mixture -- Full rich (mixture may be leaned above 5000 feet). MAXIMUM PERFORMANCE CLIMB. (1) Airspeed -- 82 MPH at sea level to 79 MPH at 10,000 feet. (2) Power -~ Full throttle. (3) Mixture -- Full rich (mixture may be leaned above 5000 feet). CRUISING. (1) Power 2200 to 2700 RPM. NOTE Maximum cruise RPM varies with altitude. For details, refer to Section V. (2). Trim Tab -- Adjust, (3) Mixture -- Lean for maximum RPM. LET-DOWN. (1) Mixture -- Rich. (2) Power -- As desired. (3) Carburetor Heat -- As required to prevent carburetor icing. 1-3BEFORE LANDING. (1) Fuel Selector -- "BOTH," (2) Mixture -- Rich. (3) Carburetor Heat -- Apply full heat before closing throttle. (4) Wing Flaps -- As desired. (5) Airspeed -- 70 to 80 MPH (flaps up), 65 to 75 MPH (flaps down). BALKED LANDING (GO-AROUND). (1) Power -- Full throttle. (2) Carburetor Heat -- Cold. (3) Wing Flaps -- Retract to 20°. (4) Upon reaching an airspeed of approximately 65 MPH, retract flaps slowly. NORMAL LANDING. (1) Touchdown -- Main wheels first. (2) Landing Roll -- Lower nosewheel gently. (3) Braking -- Minimum required. AFTER LANDING. (1) Wing Flaps -- Up. (2) Carburetor Heat -- Cold. SECURE AIRCRAFT. (1) Mixture ~- Idle cut-off (pulled full out). (2) All switches -- Oif. (3) Brakes -- Set. (4) Control Lock -- Installed.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 conatstent 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= EY INSTRUMENT PANEL peo un ww t 32.3130 29 28 71 26 28 Flight tnatrament Group 1, 24, Throttle in a 25) Carburetor Air Heat Conteot 14. Map Compartment 426, Blectrical Sultcben || Carburcior Air Temperstere 27, Clreuit Breakere 28, Parking Brake Handle 29) Phone Jack $0) nitioa/Starter Switch 431. Siatle Pressure Alternate Source Valve (Opt.) Misture Control Kc 32, Master Switch Astopiol Control Ueit (Opt.) 33. Primer Microphone 3. Rese View autror (Opt) Radio Selector Switches (Opt) 45. Marker Beacon tnieator Ligita and Swuches (Opt) 18. Ammeter TK, Suction Gage (Opt) 12, Pict and Ol Gages Figure 2-1.Section If —_ _ 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 tanks, one in each wing. With the fuel selector valve on "BOTH, " the total usable fuel for all flight con- ditions is 38 gallons for the standard tanks and 48 gallons for the optional long range tanks. Fuel from each wing tank flows by gravity to a selector valve. De- pending upon the setting of the selector valve, fuel from the left, right, or both tanks flows through a fuel strainer and carburetor to the engine induction system. IMPORTANT. The fuel selector valve should be in the "BOTH" position for take-off, climb, landing, and maneuvers that involve prolonged slips or skids. Operation from either "LEFT" or "RIGHT" tank is reserved for cruising flight. NOTE When the fuel selector valve handle is in the "BOTH" position in cruising flight, unequal fuel flow from each tank may occur if the wings are not maintained exactly level. Resulting wing heaviness can be alleviated gradually by turning the selector valve handle to the tank in the "heavy" wing. For fuel system servicing information, refer to Lubrication and Servicing Procedures in Section IV. erFUEL SYSTEM SCHEMATIC RIGHT FUEL TANKELECTRICAL SYSTEM. Electrical energy is supplied by a 14-volt, direct-current system powered by an engine-driven alternator (see figure 2-3). A 12- volt bat- tery is located on the left-hand forward portion of the firewall. Power is supplied to all electrical circuits through a split bus bar, one side con- taining electronic systems and the other side having general electrical systems. Both sides of the bus are on at all times except when either an external power source is connected or the ignition/starter switch is turned ‘on; then a power contactor is automatically activated to open the circuit to the electronic bus, Isolating the electronic circuits in this manner pre- vents harmful transient voltages from damaging the transistors in the electronic equipment. 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 optional clock, flight hour recorder, and battery contactor closing (external power) circuits which have fuses mounted adjacent to the battery, Also, the cigar lighter is protected by a man- ually reset type circuit breaker mounted directly on the back of the lighter behind the instrument panel. The alternator field and wiring is protected by an automatically resetting circuit breaker. 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. To turn both lamps off, push the switch full in. 2-3ELECTRICAL SYSTEM ‘SCHEMATIC 10 9008 FOS! MAP LiGHT (OPN 10 OME 8 OF couRTEsY samt contact YO LoNMION STARTER swaten. conacton ey Ut Bet ck Set conmeron roumais CYS eT Eta Abearsoron Figure 2-3, 2-4CONTROL WHEEL MAP LIGHT (OPT.) ‘A map light may be mounted on the bottom of the pilot's control wheel. ‘The light illuminates the lower portion of the cabin just forward of the pilot and is helpful when checking maps and other flight data during night operations. To operate the light, first turn the "NAV LIGHTS" switch on, then adjust the map light's intensity with the knurled rheostat knob located at the bottom of the control wheel. 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, VENTILATING AND DEFROSTING SYSTEM. For cabin ventilation, pull the "CABIN AIR" knob out. ‘To raise the air temperature, pull the "CABIN HT" knob out approximately 1/4" to 1/2" for a small amount of cabin heat. Additional heat is available by pulling the knob out farther; maximum heat is available with the "CABIN HT" knob pulled 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 extending down each side of the cabin to an outlet at the front door post at floor level. Windshield defrost air is also supplied by a duct leading from the cain manifold. Separate adjustable ventilators supply additional air; one near each upper corner of the windshield supplies air for the pilot and copilot, and two optional ventilators in the rear cabin ceiling supply air to the rear seat passengers. STARTING ENGINE. During engine starting, open the throttle approximately 1/8 inch. In 2-5warm temperatures, one or two strokes of the primer should be sufficient. In cold weather, up to six strokes of the primer may be necessary. If the engine is warm, no priming will be required, In extremely cold tem- peratures, it may be necessary to continue priming while cranking the engine. ‘Weak intermittent firing followed by puffs of black smoke from the exhaust stack indicates overpriming or flooding. Excess fuel can be cleared from the combustion chambers by the following procedure: Set the mixture control full lean and the throttle full open; then crank the engine through several revolutions with the starter. Repeat the start- ing procedure without any additional priming. If the engine is underprimed (most likely in cold weather with a cold 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 oll pressure can cause serious engine damage. After starting, avoid the use of carburetor heat unless icing conditions prevail. NOTE Additional details for cold weather starting and operation may be found under "COLD WEATHER OPERATION" in this section, TAXIING. When taxiing, it is important that speed and use of brakes be held to a minimum and that all controls be utilized (see Taxing Diagram, figure 2-4) to maintain directional control and balance, ‘The carburetor heat control knob should be pushed full in during all ground operations unless heat is absolutely necessary. When the knob is pulled out to the heat position, air entering the engine is not filtered, Taxling over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips. 2-6TAXIING DIAGRAM + ff, w USE UP AILERON ON LH WING AND NEUTRAL ELEVATOR le USE DOWN AILERON ON LH WING AND DOWN ELEVATOR aaa aoe = : + CODE WIND DIRECTION eS > ae USE UP AILERON (ON Rit WING AND NEUTRAL ELEVATOR & TL ao che USE DOWN AILERON 5 ON RIT WING AND DOWN ELEVATOR oe a wr cd NOTE Strong quartering tail winds require caution. Avoid sudden bursts of the throllle and sharp braking when the airplane Is in this attitude. Use the steerable nose wheel and rudder to maintain direction, Figure 2-4. 2-7BEFORE TAKE-OFF. WARM-UP. If the engine accelerates smoothly, the airplane is ready for take-off. Since the engine is closely cowled for efficient in-flight engine cooling, precautions should be taken to avoid overheating during prolonged engine operation on the ground. Also, long periods of idling may cause fouled spark plugs. MAGNETO CHECK. ‘The magneto check should be made at 1700 RPM as follows: Move ignition switch first to "R" position, and note RPM, Next move switch back to "BOTH" to clear the other set of plugs. Then move switch to the “L" position and note RPM. RPM drop should not exceed 125 RPM on either magneto or show greater than 50 RPM differential between magnetos. If there is a doubt concerning 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 1s set in advance of the setting specified. TAKE-OFF. POWER CHECK. It 1s 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 2260 to 2360 RPM with carburetor heat off. NOTE Carburetor heat should not be used during take-off unless it is absolutely necessary for obtaining smooth engine acceleration. 2-8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 thrattle be advanced slowly. This allows the air- plane to start rolling before high RPM is developed, and the gravel-will be blown back of the propeller rather than pulled into it. When unavoid- able small dents appear in the propeller blades, they should be immedi- ately corrected as described in Section IV under propeller care. Prior to take-off from fields above 5000 feet elevation, the mixture should be leaned to give maximum RPM in a full-throttle, static runup. WING FLAP SETTINGS. Normal and obstacle clearance take-offs are performed with wing flaps up. The use of 10° flaps will shorten the ground run approximately 10%, but this advantage is lost in the climb to a 50-foot obstacle. There- fore, the use of 10° flaps is reserved for minimum ground runs or for take-off from soft or rough fields. with no obstacles ahead. If 10° flaps are used for a minimum ground run (with no obstacles), the flaps may be retracted as the airplane accelerates to the normal flaps~ up climb speed of 80 to 90 MPH. When an obstacle is involved, use the best angle-of-climb speed of approximately 65 MPH with 10° of flaps. Also, it Is preferable to leave the flaps extended rather than retract them in the climb to the obstacle. As soon as the obstacle is cleared, the flaps may be retracted as the airplane accelerates to the normal flaps-up climb speed. During a high altitude take-off in hot weather where climb would be marginal with 10° flaps, it is recommended that the flaps not be used for take-off. Flap settings of 30° to 40° are not recommended at any time for take- off, PERFORMANCE CHARTS. Consult the Take-Off Data chart in Section V for take-off distances under various gross weight, altitude, headwind, temperature, and run- way surface conditions. CROSSWIND TAKE-OFFS. ‘Take-offs into strong crosswinds normally are performed with the minimum flap setting necessary for the field length to minimize the drift angie immediately after take-off. The airplane is accelerated to 2-9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 correet for drift. CLIMB. CLIMB DATA. For detailed data, refer to the Maximum Rate-Of-Climb Data chart 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 below 5000 feet and may be leaned above 5000 feet for smoother engine opera- tion, The maximum rate-of-climb speeds range from 82 MPH at sea level to 79 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 68 MPH at sea level to 74 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 Com- puter or the OPERATIONAL DATA, Section V. Cruising can be done more efficiently at high altitudes because of lower air density and therefore higher true airspeeds for the same power. ‘This Is illustrated in the following table which shows performance at 75% power at various altitudes. All figures are based on lean mixture, 38 gallons of fuel (no re~ serve), zero wind, standard atmospheric conditions, and 2300 pounds gross weight. 2-10OPTIMUM CRUISE PERFORMANCE ALTITUDE RPM TRUE AIRSPEED RANGE Sea Level 2490 123 815 5000 ft. 2600 128 600 9000 ft. Full Throttle 132 620 To achieve the lean mixture fuel consumption figures shown in Section V, the mixture should be leaned as follows: put] mixture control out until engine RPM peaks and begins to fall off, then enrichen slightly back to peak RPM. Carburetor ice, as evidenced by an unexplained drop in RPM, can be removed by application of full carburetor heat. Upon regaining the origi- nal RPM (with heat off), use the minimum amount of heat (by trial and error) to prevent ice from forming. Since the heated air causes a richer mixture, readjust the mixture setting when carburetor heat is to be used continuously in cruise flight, ‘The use of full carburetor heat is recommended during flight in heavy rain to avoid the possibility of engine stoppage due to excessive water in- gestion or carburetor ice. ‘The mixture setting should be readjusted for smoothest operation, In extremely heavy rain, the use of partial carburetor heat (control approximately 2/3 out), and part throttle (closed at least one inch), may be necessary to retain adequate power. Power changes should be made cautiously followed by prompt adjustment of the mixture for smoothest operation. STALLS. The stall characteristics are conventional and aural warning is pro- vided by a stall warning horn which sounds between § and 10 MPH above the stall in all configurations. Power-off stall speeds at maximum gross weight and aft c.g. post- tion are presented on page 5-2 as calibrated airspeeds since indicated airspeeds are unreliable near the stall. 2-11LANDINGS. Normal landings are made power-off with any flap setting desired. Slips should be avoided with flap settings greater than 30° due to a down- ward pitch encountered under certain combinations of airspeed, side slip angle, and center of gravity loadings. NOTE Carburetor heat should be applied prior to any signi- ficant reduction or closing of the throttle, NORMAL LANDING. Landings should be made on the main wheels first to reduce the land- ing speed and subsequent need for braking in the landing roll. ‘The nose wheel is lowered to the runway gently after the speed has diminished to avoid unnecessary nose gear loads. ‘This procedure is especially im- portant in rough or soft field landings. SHORT FIELD LANDING. For short field landings, make a power-off approach at approximately 69 MPH indicated airspeed with 40° of flaps. Touchdown should be made on the main wheels first. Immediately after touchdown, lower the nose gear to the ground and apply heavy braking as required. For maximum brake effectiveness after all three wheels are on the ground, retract the flaps, hold full nose up elevator and apply maximum possible brake pressure without sliding the tires. CROSSWIND LANDING. When landing in a strong crosswind, use the minimum flap setting re- quired for the field length. Although the crab or combination method of drift correction may be used, the wing-low method gives the best control. After touchdown, hold a straight course with the steerable nose wheel and occasional braking if necessary. ‘The maximum allowable crosswind velocity is dependent upon pilot capability rather than airplane limitations. With average pilot technique, direct crosswinds of 15 MPH can be handled with safety. BALKED LANDING (GO-AROUND). In a balked landing (go-around) climb, reduce the wing flap setting 2-12to 20° immediately after full power is applied. If obstacles must be cleared during the go-around climb, leave the wing flaps in the 10° to 20° range until the obstacles are cleared. After clearing any obstacles the flaps may be retracted as the airplane accelerates to the normal flaps-up climb speed of 80 to 90 MPH. 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 pre-heater and an external power source are recommended whenever possible to obtain positive starting and to reduce wear and abuse to the engine and electrical system. Pre-heat will thaw the oil trapped in the oll cooler, which probably will be con- gealed prior to starting in extremely cold temperatures. When using an external power source, the position of the master switch is important. Refer to Section VI under GROUND SERVICE PLUG RECEPTACLE for operating details. Cold weather starting procedures are as follows: . With Preheat: (1) With ignition switch "OFF" and throttle closed, prime the engine four to eight strokes as the propeller is being turned over by hand. NOTE Use heavy strokes of primer for best atomization of fuel. After priming, push primer all the way in and turn to locked position to avoid possibility of engine drawing fuel through the primer. (2) Propeller Area -- Clear. (3) Master Switch -- "ON. (4) Throttle -- Open 1/8". (5) ignition Switch -- "START."" (6) Release ignition switch to "BOTH" when engine starts. (7) Oil Pressure -- Check. 2-13Without Preheat: (1) Prime the engine six to ten strokes while the propeller is being turned by hand with throttle closed. Leave primer charged and ready for stroke. (2) Propeller Area -- Clear. (3) Master Switch -- “ON,” (4) Pump throttle rapidly to full open twice. Return to 1/8" ‘open position. (5) Ignition Switch -- "START. (6) Release ignition switch to "BOTH" when engine starts. (7) Continue to prime engine until it is running smoothly, or alternately pump throttle rapidly over first 1/4 to total travel. (8) Oil Pressure -- Check. (9) Pull carburetor heat knob full on after engine has started. Leave on until engine 1s running smoothly. (10) 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 ex- tinguisher is advised for cold starts without preheat. During cold weather operations, no indication will be apparent on the oll 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 ofl 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. 2-14Carburetor heat may be used to overcome any occasional engine roughness due to ice. When operating in sub-zero temperature, avoid using partial carbu- retor heat. Partial heat may increase the carburetor air temperature to the 32° to 70°F range, where icing is critical under certain atmospheric conditions. Refer to Section VI for cold weather equipment. HOT WEATHER OPERATION. Refer to the general warm temperature starting information under STARTING ENGINE in this section. Avoid prolonged engine operation on the ground, 2-15Section Il re OPERATING LIMITATIONS OPERATIONS AUTHORIZED. Your Cessna exceeds the requirements of airworthiness as set forth by the United States Government, and is certificated under FAA Type Cer- tificate No. 3A12 as Cessna Model No. 172K. With standard equipment, the airpiane 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 ©... 0. ee eee 2300 Ibs Flight Load Factor ‘Flaps Up... 43.8 -1.52 *FlapsDown. 2 43.5 *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, plac- ards and check lists, it is to be disregarded. 3-1MANEUVERS - UTILITY CATEGORY. ‘This airplane is not designed for purely aerobatic flight. However, {in the acquisition of various certificates such as commercial pilot, in- strument pilot and flight instructor, certain maneuvers are required by the FAA. All of these maneuvers are permitted in this airplane when operated in the utility category. In connection with the utility category, the following gross weight and flight load factors apply, with maximum entry speeds for maneuvers as shown: Gross Weight... 2. eee ee eee 2000 Ibs Flight Maneuvering Load Factor PasUp to 4.4 1.76 Plays Down) 43.5 In the utility category, the baggage compartment and rear seat must not be occupied. No aerobatic maneuvers are approved except those list- ed below: MANEUVER MAXIMUM ENTRY SPEED ee rrtrtrsts—i it 122 mph (106 knots) eee 122 mph (108 knots) +++ + 122 mph (106 knots) plied tii. Slow Deceleration ao Slow Deceleration 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 avold excessive speed which in turn can impose excessive loads. In the execution of all maneuvers, avoid abrupt use of controls. AIRSPEED LIMITATIONS (CAS). The following is a list of the certificated calibrated airspeed (CAS) Limitations for the airplane. Never Exceed Speed (glide or dive, smooth air). . . . 174 MPH Maximum Structural Cruising Speed... . 2... - 140 MPH 3-2Maximum Speed, Flaps Extended .......... 100 MPH *Maximum Maneuvering Speed»... 02. 122 MPH *The maximum speed at which abrupt control travel can be used without exceeding the design load factor. AIRSPEED INDICATOR MARKINGS. The following is a list of the certificated calibrated airspeed mark- ings (CAS) for the airplane. Never Exceed (glide or dive, smooth air) . . . 174 MPH (red line) Caution Range... 2... 140-174 MPH (yellow arc) Normal Operating Range.» 2)... 59-140 MPH (green arc) Flap Operating Range... ...... 52-100 MPH (white arc) ENGINE OPERATION LIMITATIONS. Power and Speed... 2. . - +++. 150 BHP at 2700 RPM ENGINE INSTRUMENT MARKINGS. OIL TEMPERATURE GAGE. Normal Operating Range... . . vee ee Green Are Maximum Allowable .. 2... 2.0.0.0. 245°F (red line) Olt PRESSURE GAGE. Minimum Idling... 2... ee 25 psi (red line) Normal Operating Range... 2 2... 60-90 psi (green arc) Maximum. 2... ee ee 100 psi (red line) FUEL QUANTITY INDICATORS. Empty (2.0 gallons unusable each tank)... . E (red line) TACHOMETER. Normal Operating Rang Atecalol = = 7 7 2200-2500 (inner green arc) At5000 feet... 2200-2600 (middle green arc) At10,000feet. 22... 2200-2700 (outer green arc) Maximum Allowable... 22... eee 2700 (red line) 3-3CARBURETOR AIR TEMPERATURE GAGE (OPT). Icing Range... - 1... 15° to 5°C (yellow arc) WEIGHT AND BALANCE. ‘The following information will enable you to operate your Cessna with- in the prescribed weight and center of gravity limitations. To figure the weight and balance for your particular airplane, use the Sample Problem, Loading Graph, and Center of Gravity Moment Envelope as follows: Take the licensed Empty Weight and Moment/1000 from the Weight and Balance Data sheet, plus any change noted on forms FAA-337, carried in-your airplane, and write them down in the proper columns. Using the Loading Graph, determine the moment/1000 of each item to be carried. Total the weights and moments/1000 and use the Center of Gravity Moment Envelope to determine whether the point falls within the envelope, and if the loading is acceptable. NOTE ‘The Weight and Balance Data Sheet noted above ts included in the aircraft file. ‘The Loading Graph and Center of Gravity Moment Envelope shown in this section are also on the sheet titled Loading/Center of Gravity Charts and Weighing Pro- cedures which is provided in the aircraft file. 4, Lleensed imply Weight (Sample Aiptane) 2 On (at «Ful ot ay be assumed for stg ce Fool (tandaed ~ 30 Gal st 69/G Foot (Long Range «48 Gal at 64/Ga) Met a Front Pannen ‘ear Passengers. « 3-4: g 5 é 400 350 300 250 200 150 100 LOADING = MAXIMUM USUABLE FUEL} *STANDARD TANKS **LONG RANGE TANKS 15 20 25 30 LOAD MOMENT / 1000 (POUND - INCHES)oe g 5 a B é 2. z 7 a a g 1600! 1500 45 CENTER OF GRAVITY ; MOMENT ENVELOPE [= NORMAL LANDPLANE cagecone aight se oC 50 55 60 65 70 75 80 85 90 95 100 105 110 LOADED AIRCRAFT MOMENT/1000 (POUND-INCHES)Section IV ee le CARE OF THE AIRPLANE If your airplane is to retain that new plane performance and depend- ability, certain inspection and maintenance requirements must be followed It is wise to follow a planned schedule of lubrication and preventative main tenance based on climatic and flying conditions encountered in your locality Keep in touch with your Cessna Dealer and take advantage of his know- ledge and experience. He knows your airplane and how to maintain it, He will remind you when lubrications and oil changes are necessary, and wbout other seasonal and periodic services. GROUND HANDLING. ‘The airplane is most easily and safely maneuvered by hand with the tow-bar attached to the nosewheel. NOTE ‘When using the tow-bar, never exceed the turning angle of 30°, either side of center, or damage to the gear will result. MOORING YOUR AIRPLANE. Proper tie-down procedure is your best precaution against damage to your parked airplane by gusty or strong winds. To tie down your air- plane securely, proceed as follow: (1) Set the parking brake and install the control wheel lock. (2) Tie sufficiently strong ropes or chains (700 pounds tensile , strength) to wing, tall and nose tie-down rings and secure each Fope to a ramp tie-down. 4-1(3) Install a surface control lock over the fin and rudder. (4) Install a pitot tube cover. WINDSHIELD - WINDOWS. The plastic windshield and windows should be cleaned with an aircraft windshield cleaner. Apply the cleaner sparingly with soft cloths, and rub with moderate pressure until all dirt, oil scum and bug stains are re- moved, Allow the cleaner to dry, then wipe it off with soft flannel cloths. If a windshield cleaner is not available, the plastic can be cleaned with soft cloths moistened with Stoddard solvent to remove oil and grease. NOTE Never use gasoline, benzine, alcohol, acetone, carbon tetrachloride, fire extinguisher or anti-ice fluid, lacquer thinner or glass cleaner to clean the plastic. ‘These ma- terials will attack the plastic and may cause it to craze. Follow by carefully washing with a mild detergent and plenty of water. Rinse thoroughly, then dry with a clean moist chamois, Do aot rub the plastic with a dry cloth since this builds up an electrostatic charge which attracts dust. Waxing with a good commercial wax will finish the clean- ing job. A thin, even coat of wax, polished out by hand with clean soft flannel cloths, will fill in minor scratches and help prevent further scratching. Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated since the cover may scratch the plastic surface. PAINTED SURFACES. ‘The painted exterior surfaces of your new Cessna have a durable, Jong lasting finish and, under normal conditions, require no polishing or buffing. Approximately 15 days are required for the paint to cure com- pletely; in most cases, the curing period will have been completed prior to delivery of the airplane. In the event that polishing or buffing is re- quired within the curing period, it is recommended that the work be done by someone experienced in handling uncured paint. Any Cessna Dealer can accomplish this work. 4-2Generally, the painted surfaces can be kept bright by washing with water and mild soap, followed by a rinse with water and drying with cloths or achamois. Harsh or abrasive soaps or detergents which cause cor- rosion or make scratches should never be used. Remove stubborn oil and grease with a cloth moistened with Stoddard solvent. Waxing is unnecessary to keep the painted surfaces bright. However, if desired, the airplane may be waxed with a good automotive wax. A heavier coating of wax on the leading edges of the wings and tail and on the engine nose cap and propeller spinner will help reduce the abrasion encountered in these areas. When the airplane is parked outside in cold climates and it is neces- sary to remove ice before flight, care should be taken to protect the paint- ed surfaces during ice removal with chemical liquids. A 50-50 solution of isopropyl alcohol and water will satisfactorily remove ice accumulations without damaging the paint. A solution with more than 50% alcohol is harmful and should be avoided. While applying the de-icing solution, keep it away from the windshield and cabin side windows since the alcohol will attack the plastic and may cause It to craze, ALUMINUM SURFACES. The clad aluminum surfaces of your Cessna may be washed with clear water to remove dirt; oil and grease may be removed with gasoline, naptha, carbon tetrachloride or other non-alkaline solvents. Dulled alu- minum surfaces may be cleaned effectively with an aircraft aluminum polish. After cleaning, and periodically thereafter, waxing with a good auto- motive wax will preserve the bright appearance and retard corrosion. Regular waxing is especially recommended for airplanes operated in salt water areas as a protection against corrosion. PROPELLER CARE. Preflight inspection of propeller blades for nicks, and wiping them ‘occasionally with an oly cloth to clean off grass and bug stains will as- sure long, trouble-free service. It is vital that small nicks on the pro- peller,. particularly near the tips and on the leading edges, are dressed out as soon as possible since these nicks produce stress concentrations, 4-3and if ignored, may result in cracks, Never use an alkaline cleaner on , the blades; remove grease and dirt with carbon tetrachloride or Stoddard solvent. INTERIOR CARE. To remove dust and loose dirt from the upholstery and carpet, clean the Interior regularly with a vacuum cleaner. Blot up any spilled liquid promptly, with cleansing tissue or rags. Don't pat the spot; press the blotting material firmly and hold it for sev- eral seconds. Continue blotting until no more liquid is taken up. Scrape off sticky materials with a dull knife, then spot-clean the area. Olly spots may be cleaned with household spot removers, used spar- ingly. Before using any solvent, read the instructions on the container and test it on an obscure place on the fabric to be cleaned. Never satu- rate the fabric with a volatile solvent; it may damage the padding and backing materials. Soiled upholstery and carpet may be cleaned with foam-type detergent, used according to the manufacturer's instructions. To minimize wetting the fabric, keep the foam as dry as possible and remove it with a vacuum cleaner. The plastic trim, headliner, instrument panel and control knobs need only be wiped off with a damp cloth. Oil and grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard solvent. Volatile solvents, such as mentioned in paragraphs on care of the windshield, must never be used since they soften and craze the plastic. INSPECTION SERVICE AND INSPECTION PERIODS. ‘With your airplane you will receive an Owner's Service Policy. Cou- pons attached to the policy entitle you to an initial inspection and the first 100-hour inspection at no charge. if you take delivery from your Dealer, he will perform the initial inspection before delivery of the airplane to you. If you pick up the airplane at the factory, plan to take it to your Dealer reasonably soon after you take delivery on it. This will permit him to check it over and to make any minor adjustments that may appear 4-4