Cessna 172 Series 1969 User manual

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PERFORMANCE –SPECIFICATIONS
Cessna 172K Skyhawk
GROSS WEIGHT 2300 lbs
SPEED:
Top Speed at Sea Level 140 mph
Cruise, 75% Power at 9000 ft 132 mph
RANGE:
Cruise, 75% Power at 9000 ft 620 miles
38 Gal. No Reserve 4.7 hours
132 mph
Optimum Range at 10,000 ft 655 miles
38 Gal. No Reserve 5.5 hours
118 mph
RATE OF CLIMB AT SEA LEVEL 645 fpm
SERVICE CEILING 13,100 ft
TAKE-OFF:
Ground Run 865 ft
Total Distance Over 50-Foot Obstacle 1525 ft
LANDING:
Landing Roll 520 ft
Total Distance Over 50-Foot Obstacle 1250 ft
EMPTY WEIGHT (Approximate) 1315 lbs
BAGGAGE 120 lbs
WING LOADING: Pounds/Sq Foot 13.2
POWER LOADING: Pounds/HP 15.3
FUEL CAPACITY: Total, Standard Tanks 42 gal.
OIL CAPACITY: Total 8 qts
PROPELLER: Fixed Pitch (Diameter) 76 inches
ENGINE:
Lycoming Engine
150 rated HP at 2700 RPM O-320-E2D

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CONGRATULATIONS . . . . . . .
Welcome to the ranks of Cessna owners! Your Cessna has been
designed and constructed to give you the most in performance,
economy, and comfort. 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 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 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
SERVICING 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.

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TABLE OF CONTENTS
SECTION I –OPERATING CHECK LIST........................................7
SECTION II –DESCRIPTION AND
OPERATING DETAILS ..................................................... 14
SECTION III –OPERATING LIMITATIONS............................... 29
Note: Weight and Balance data and equipment list
included here.
SECTION IV –CARE OF THE AIRPLANE .................................. 45
OWNER FOLLOW-UP SYSTEM ....................................... 53
SECTION V –OPERATIONAL DATA .......................................... 54
SECTION VI –OPTIONAL SYSTEMS.......................................... 60
This manual describes the operation and
performance of both the Cessna Model 172 and
Skyhawk. Equipment described as “Optional”
denotes that the subject equipment is optional on
the Model 172. Much of this equipment is standard
on the Skyhawk model.
Note: This manual is reproduced essentially
verbatim from the original factory manual.
Throughout the manual, operational and systems
pointers specific to N79567 will be indicated in
bold blue font, as seen here. These are
suggestions only and supplement, but do not
replace, the information found in the original
manual (which should be considered the legal
“POH” for this airplane).
Please refer to the expanded checklist developed
by North Star Flyers and provided in the airplane
for standardized operational procedures. This
checklist includes all information provided by the
factory manual, plus much not included here.

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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 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 operations 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) Fuel Selector –“BOTH.”
(3) Brakes –Test and set.
(4) Radios and Flashing Beacon –“OFF.”

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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 –“ON.”
(6) Propeller Area –Clear.
(7) Ignition Switch –“START” (release when engine starts).
(8) Oil Pressure –Check.
NOTE: 3 primes normal for N79567 in most temperature
ranges.
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.
(9) 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 – ON.
TAKE-OFF
NORMAL TAKE-OFF
(1) Wing Flaps – 0O.
(2) Carburetor Heat –Cold.
(3) Power –Full throttle.
(4) Elevator Control –Lift nosewheel at 60 MPH.
(5) Climb Speed – 85 MPH.

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MAXIMUM PERFORMANCE TAKE-OFF
(1) Wing Flaps – 0O.
(2) Carburetor Heat –Cold.
(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).
Note: Avoid continuous climb at power settings
above 2500 RPM. To reduce RPM, decrease airspeed
with increased pitch (recommended) or reduce
power.
CRUISING
(1) Power 2200 to 2700 RPM.
NOTE
Maximum cruise RPM varies with altitude. For
details, refer to Section V.

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(2) Trim Tab – Adjust.
(3) Mixture –Lean for maximum RPM.
Note: EGT (single-probe exhaust gas temperature,
indicated on a gauge on the left side of the panel)
may be used to set mixture; if used, lean to peak EGT,
then enrichen slightly to 100orich of peak.
Operations at peak or lean of peak settings are not
authorized except at power settings at or below 65%.
LET-DOWN
(1) Mixture –Rich.
(2) Power –As desired.
(3) Carburetor Heat –As required to prevent carburetor
icing.
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 20O.
(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

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(1) Wing Flaps – Up.
(2) Carburetor Heat –Cold.
SECURE AIRCRAFT
(1) Mixture –Idle cut-off (pulled full out).
(2) All switches –Off.
(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 rate in the tank
outlet lines, there is a remote possibility of accumulating fuel vapor
and encountering power irregularities on some airplanes. To
minimize this possibility, the following operating procedures are
recommended:
(1) Take-off and climb to cruise altitude on “both” tanks.
(This is consistent with current recommendations.)
(2) When reaching cruise altitude above 5000 feet MSL,
promptly switch the fuel selector valve from “both”
tanks to either the “right” or “left” tank.
(3) During cruise, use “left” and “right” tank as required.
(4) Select “both” tanks for landing as currently
recommended.
POWER RECOVERY TECHNIQUES
In the remote event that vapor is present in sufficient amounts
to cause a power irregularity, the following power recovery
techniques should be followed:
OPERATION ON A SINGLE TANK
Should power irregularities occur when operating on a single
tank, power can be restored immediately by switching to the
opposite tank. In addition, the vapor accumulation in the tank on
which the power irregularity occurred will rapidly dissipate itself

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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.

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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 in “BOTH,” the total usable fuel for all
flight conditions is 38 gallons for the standard tanks and 48 gallons
for the optional long range tanks.
NOTE: N79567 has standard tanks (38 gallons usable).
Fuel from each wing tank flows by gravity to a selector valve.
Depending 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

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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.

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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
battery 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 containing 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 prevents 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. Exceptions 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 manually 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 second stop. To turn both lamps off, push the switch full in.

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Note: The electronics bus in N79567 is controlled by a “Radio
Master Switch” in the left subpanel.

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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.
Note: This light is not installed in N79567.
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.
Note: The beacon is tied to the electronics bus, requiring
the radio master switch to be on for the beacon to
operate. An additional belly strobe, controlled by a
separate switch in the left subpanel, is similarly
controlled.
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
!” to "” 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 cabin manifold.

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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 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 temperatures, 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 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.
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 Taxiing
Diagram, figure 2-4) to maintain directional control and balance.

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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.
Taxiing over loose gravel or cinders should be done at low
engine speed to avoid abrasion and stone damage to the propeller
tips.