Cessna 172 1964 User manual

CESSNA 1964
MODEL
0122
ANO
SKYHAWK
OWNER'S
.,, L MANUAL

PERFORMANCE and SPECIFICATIONS
-
GROSS WEIGHT . • . • • • . .
SPEED:
Top Speed at Sea Level . • . .
Cruise, 75% Power at 7000 ft
RANGE:
Cruise, 75% Power at 7000 ft
39 Gal. No Reserve
Optimwn Range at 10, 000 ft .
39 Gal. No Reserve
RATE-OF-CLIMB AT SEA LEVEL.
SERVICE CEILING .
TAKE-OFF:
Ground Run •.•
Total Distance Over 50 Foot Obstacle
LANDING:
Landing Roll . • . • . • . . . . .
Total Distance Over 50 Foot Obstacle
EMPTY WEIGHT (Approximate) •
BAGGAGE ..•.•.•...•
WING LOADING: Pounds/Sq Foot
POWER LOADING: Pounds/HP
FUEL CAPACITY: Total •
OIL CAPACITY: Total • .
PROPELLER DIAMETER •
PROPELLER TYPE . •
POWER:
Continental Engine No.
Horse Power . . . •
172
2300 lbs
138 mph
130 mph
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
*
O-300-C
145
SKYHAWK
2300 lbs
139 mph
131 mph
600 miles
4. 6 hours
131 mph
720 miles
7. 1 hours
102 mph
645 fpm
13, 100 ft
865 ft
1525 ft
520 ft
1250 ft
1330 lbs
120 lbs
13.2
15.9
42 gal.
8 qts
76 in.
Fixed
Pitch
O-300-D
145
*The Model Fl 72, which is manufactured by Reims Aviation S. A. , Reims lMarne) France, is
identical to the 172 except that it is powered by an 0-300-D engine, manufactured under license
by Rolls Royce, Crewe, England. All 172 information in this manual pertains to the Fl72 as
well.
D209-13 -DUKE -5000 -12-66

CONGRATULATIONS ........ .
Welcome to the ranks of Cessna owners! Your Cessna has been designed
and constructed to give you the most in performance, economy, and corn -
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 172. It contains information about
your Cessna's equipment, operating procedures , 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 flying pleasure has not ceased with your purchase of
a Cessna. 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 MECHANICS 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 PAR'I:'S 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.

ii
PRINCIPAL
DIMENSIONS
* Maximum height of airplane with
nose gear depressed and an opt-
ional rotating beacon installed.
___ Dz?f!2 ~-<7
and Skyhawk
,__-------------36'-2"--------------1

TABLE OF CONTENTS
====================Page=
SECTION 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
SECTION V - OPERATIONAL DATA ...................... 5-1
SECTION VI - OPTIONAL SYSTEMS ...................... 6-1
ALPHABETICAL INDEX ........................................ lndex-1
iii

G)
a.
b.
c.
d.
e.
®
a.
@
a.
b.
@a.
®~:
iv
Tu 1· n on mast er sw itch and che ck fu el quan-
tity indicators, then turn master switch
"' OFF. '"
Check ignition switches " OFF."
Check fuel selector valve handle "BOTH ON."
On first flight of day and after each fueling,
pull out strainer drain knob for about 4 sec -
onds, to c le a r fuel strainer of possible water
and sediment.
Remove control wheel lock.
Che ck baggage door for se c urity (le ft side
on ly).
Remove gust locks if in stalled.
Dis conn ect tail tie-down .
Remove gust lock, if installed.
Check main wheel tire for proper infl ation.
Ins pect airspeed static so ur ce hole on side of
fuselage for stoppage (left side only).
c.
@ a.
b.
c.
d .
e.
!.
g.
(j)
® a.
b.
c.
®
Figure 1-1
Note
Check genera l aircraft condition
during walk- ar ound inspection. If
night flight is p lanned, check oper-
ation of all lights, and make sure a
flashlight is available.
DiSconnect wing tie-down .
Check oil l eve l. Do not
operate with l ess -
than six quarts. Fill for extended flight.
Ch ec k prop ell er and spinner for nicks and
securi ty .
Check nose wheel strut for proper inflation.
Che ck nose whee l ti re for proper inflation.
Disconnect tie -down rope,,.
Make visual c heckto insure that fuel strainer
drain valve is clos ed after draining operation.
Check carbur e tor air filt e r for restrictions
by du st or oth er foreign matter.
Same as@·
R emove pitot tube cover if installed.
Inspect pil ot tube opening for stop page.
Che ck fuel tank vent opening for stoppag e.
Same as @·

•
-----"
operating check list
it
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 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 considerably longer, but it does cover briefly all of the
points that you would want to or should know concerning the information
you need 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
I and II 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) Brakes -- Test and set.
(3) Master Switch -- "ON."
(4) Fuel Selector -- "BOTH ON."
1-1

STARTING THE ENGINE.
(1) Carburetor Heat -- Cold.
(2) Mixture -- Rich.
(3) Primer -- As required.
(4) Ignition Switch -- "BOTH."
(5) Throttle -- Open 1/8".
(6) Propeller Area -- Clear.
(7) Starter -- Engage.
BEFORE TAKE-OFF.
(1) Throttle Setting -- 1600 RPM.
(2) Engine Instruments -- Within green arc and generator light out.
(3) Magnetos -- Check (75 RPM maximum differential between mag-
netos).
(4) Carburetor Heat -- Check.
(5) Flight Controls -- Check.
(6) Trim Tab -- "TAKE-OFF."
(7) Cabin Doors -- Closed and locked.
(8) Flight Instruments and Radios -- Set.
TAKE-OFF.
NORMAL TAKE-OFF.
(1) Wing Flaps -- 0°
(2) Carburetor Heat -- Cold.
(3) Power -- Full throttle (applied smoothly).
(4) Elevator Control -- Lift nosewheel at 60 MPH.
(5) Climb Speed -- 85 MPH.
MAXIMUM PERFORMANCE TAKE-OFF.
(1) Wing Flaps -- 0°
1-2
(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 obstacles ahead).
CLIMB.
NORMAL CLIMB.
(1) Airspeed -- 80 to 90 MPH.
(2) Power -- Full throttle.
(3) Mixture -- Full rich (unless engine is rough).
MAXIMUM PERFORMANCE CLIMB.
(1) Airspeed -- 80 MPH at sea level to 77 MPH at 10,000 feet.
(2) Power -- Full throttle.
(3) Mixture -- 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 prevent carburetor icing.
BEFORE LANDING.
(1) Fuel Selector -- "BOTH ON."
(2) Mixture -- Rich.
(3) Airspeed -- 70 -80 MPH (flaps up).
(4) Carburetor Heat -- Apply before closing throttle.
(5) Flaps -- As desired (below 100 MPH).
(6) Airspeed -- 65 to 75 MPH (flaps down).
1-3

NORMAL LANDING.
(1) Touchdown -- Main wheels first.
(2) Landing Roll -- Lower nosewheel gently.
(3) Braking -- Minimum required.
AFTER LANDING.
(1) Flaps -- Up.
(2) Carburetor _ Heat -- Cold.
SECURE Al RC RAFT.
1-4
(1) Mixture -- Full lean.
(2) All Switches - - "OFF."
(3) Brakes -- Set.
(4) Control Lock -'- Installed.

-~-8!'-C-tion 2_-_lt, 9s:
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. Only those items of the Check List re-
quiring further explanation will be found here.
FUEL SYSTEM.
I
Fuel is supplied to the engine from two aluminum tanks, one in each
wing. From these tanks, fuel flows by gravity through a selector valve
and a strainer to the carburetor.
Refer to figure 2-1 for fuel quantity data. For fuel system servicing
information refer to Lubrication and Servicing Procedures in Section 4.
FUEL QUANTITY DATA (U.S. GALLONS)
USABLE FUEL ADDITIONAL UN . USABLE
TOTAL
TANKS NO. ALL FLIGHT
USABLE FUEL FUEL FUEL
CONDITIONS
(LEVEL FLIGHT) (LEV,EL FLIGHT)
VOLUME
'
EACH
LEFT WING 1
19.5gal.
1. 0 gal.
0. 5 gal.
21. 0 gal.
· RIGHT WING 1 19. 5 gal. 1. 0 gal. 0. 5 gal.
21. 0 gal.
Figure 2-1.
2-1

2-2
LEFT FUEL TANK
FUEL
SYSTEM
····SCHEMATIC···•
SELECTOR ,"j
VALVE !ii
Iii
l
FUEL
STRAINEE
THROTTLE
__ --lh--1'1
.,,,,...,,,,...,,,.. .~
CARBURETOR ,-- .
L--- .. ... .,----' .................... ~ .
TO
ENGINE
•
Figure 2-2
. MIXTURE
CONTROL
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 generator. A 12-volt storage battery is
located on the left-hand forward portion of the firewall.
CIRCUIT BREAKERS.
All electrical circuits in the airplane, except the clock circuit, are
protected by circuit breakers. The clock has a separate fuse mounted
adjacent to the battery. The stall warning unit, flap 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 lighter is protected by a manually-
reset type circuit breaker mounted directly on the back of the lighter be-
hind the instrument panel. The remaining circuits are protected by
11
push-
to-reset11 breakers on the instrument panel.
GENERATOR WARNING LIGHT.
The red generator warning light indicates generator output. The
light remains off as long as the generator functions properly. If a mal-
function interrupts generator output, the light will illuminate. It also
will illuminate when the battery 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.
LAN DING 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 first
stop. To turn both lamps 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 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.
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 explosions followed by puffs of black smoke from
the exhaust stack indicates overpriming or flooding. Excess fuel can be
cleaned 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 starting
procedure without any additional priming.
If the engine is underprimed (most likely in cold weather with a cold
engine) it will not fire at all, and additional priming will be necessary.
As soon as the cylinders begin to fire, open the throttle slightly to keep
it running.
After starting, if the oil gage does not begin to show pressure within
30 seconds in the summertime and about twice that long in very cold
weather, stop engine and investigate. Lack of oil pressure can cause
serious engine damage. After starting, avoid the use of carburetor
heat unless icing conditions prevail.
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.
Taxiing 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
~··
CODE
WIND DIRECTION 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-ffie 5t'::erable nose wheel and rudder to
maintain di~-i:),;;jJon.
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. When 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-flight engine cool-
ing, precautions should be taken to avoid overheating during prolonged
engine operation on the ground.
MAGNETO CHECK.
The magneto check should be made at 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 individually 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 throjjle 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 Ffiay be an indication of fa:uity grounding of-
Y
one side of the ignition sy..gfem or should be caul?~ for suspicion that the
magneto timing has ]!~eh "bumped-up" and is set in advance of the set-
ting specified.
2-6

TAKE-OFF.
POWER. CHECK.
Since the use of full throttle is not recommended in the static run-up,
it is important to check full-throttle engine operation early in the take-off
run. Any signs of rough engine operation or sluggish engine acceleration
is good cause for discontinuing the take-off. If this occurs, you are
justified in making a thorough full-throttle, static run-up before another
take-off is attempted.
Prior to take-off from fields above 5000 ft. elevation, the mixture
should be leaned 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 lost in the climb to a 50-foot obstacle. There-
fore the use 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 rather than retract them in the climb to the obstacle. The ex-
ception to this rule would be in a high altitude take-off in hot weather
where climb would be marginal with flaps 10° (1st notch).
Flap deflections 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 immediately 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 whil{;) 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.
CLIMB SPEEDS.
Normal climbs are performed at 80 to 90 MPH with flaps up and full
throttle for best engine cooling. The mixture should be full rich unless
the engine is rough due to too rich a mixture. The 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
•75% 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
prohi b ited in full flap approaches b ecause of a downward pitch en-
countered under certain combinations of airspeed and sideslip angle.
SHORT FIELD LANDINGS.
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 b raking as required. Raising the flaps after landing
will provide more efficient braking.
CROSSWIND LANDINGS.
When landing in a strong crosswind, use the minimum flap setting
reciufred for the field length. Use a wing-low, crab , or a combination
method of drift correction and la nd in a nea rly level attitude . Hold a
2-9

straight course with the steerable nosewheel and occasional braking if
necessary.
COLD WEATHER OPERATION.
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 possible 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 RECEPTACLE, for operating details. Cold
weather starting procedures are as follows:
2-10
With Pre heat:
(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 en g ine unm His 1."U 'i'J,,,- _,,
ning smoothly .