Cessna 172 Skyhawk SERIES User 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.inlngope.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 RP M.
(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 FUEL 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