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

straight course with the steerable nosewheel and occasional braking if
necessary .
COLD WEATHER OPERATlON.
Prior to starting on cold morning, it is advisable to pull the pro -
peller through several times by hand to "break loose" or "limber" the
oil, thus conserving battery energy. In extremely cold (0 °F and lower )
weather,the use of an external preheater for both the engine and battery
is recommended whenever possib le to reduce wear and abuse to the
engine and the electrical system. When using an external power source,
the position of the master switch is important. Refer to Section 6,
GROUND SERVICE PLUG RECEPI'ACLE , for ope rating details. Cold
wea t her starting procedures are as follows:
With
Pre heat:
2-10
(1) Clear propeller.
(2) Pull master switch "ON. "
(3) With magneto switch "OFF" and throttle closed, prime
the engine four to ten strokes as the engine is being turned over.
NOTE
Use heavy strokes of primer for best atomization of fuel.
After priming, push primer all the way in and turn to locked
position to avoid possibility of engine drawing fuel through
the primer.
(4) Turn magneto switch to "BOTH."
(5) Open throttle 1/ 4" and engage starter .
Without
Preheat:
(1) Prime the engine 8 to 10 strokes while the propeller is
being turned by hand.
(2)
Clear propeller .
(3)
Pull master switch "ON."
(4) Turn magneto switch to ''BOTH."
(5) Open throttle 1/ 4".
(6) Pull carburetor air heat knob full on.
(7) Engage starter and continue to prime engine until it is run-
ning smoothly.
(8) Keep carburetor heat on until engine has warmed up .
NOTE
If the engine does not start the first time it is probable
that the spark plugs have been frosted over. Preheat
must be used before another start is attempted.
During cold weather operations, no indication will be apparent on the
o il temperature gage prior to take - off if outside air temperatures are
very col d. After a suitable warm -up period (2 to 5 minutes at 1000 RPM ),
accelerate the engine several times to higher engine RPM. li the engine
accelerates smoothly and the oil pressure remains normal and steady ,
the airplane is ready for take-off.
When operating in sub-zero temperature, avoid using partial car -
buretor heat. Partial heat may increase the ca rburetor air tempera-
ture to the 32° to 80 °F range , where icing is critical under certain atmos-
pheric conditions.
Ref er to Section 6 for cold weather equipment.
2-11

MODIFIED FUEL MANAGEMENT PROCEDURES
With a combination of highly volatile fuel, high fuel temperature, high
operating altitude, and l ow fuel flow rate in the tank outlet lines, there is
a remote possibility of accumulating fuel vapor and encountering power ir-
regular it ies on some airplanes. To minimize this possibility, the follow-
ing operating procedures are recommended:
(1) Take-off and climb to cru i se altitude on ''both" tanks.
(This is consisten t with current recommendations.)
(2) When reaching cruise altitude above 5000 feet MSL, promptly
switch the fue l selector valve from "both" tanks to either the
"rig ht" or "left" tank .
(3) During cruise, u se "left" and "right" tank as required.
(4) Select ''both" tanks for landing as currently recommended .
POWER RECOVERY TECHNIQUES
In the remote event that vapor is present in sufficient amounts to
cause a power irregularity , the following power recovery techniques
should be followed:
OPERA TI ON ON A SING LE TANK
Should power irregularities occur when operating on a single tank,
power can be restored immediately by switching to the oppos ite tank.
In addition, the vapor accumulation in the tank on which the power irregu-
larity occurred will rapidly dissipate itself such that that tank will also be
available for normal operation after it has been unused for approximately
one (1) minute.
OPERATION ON BOTH TANKS
Should power irregularities occur with the fuel selector on both tanks,
the following steps are to be taken to restore power:
(1) Switch to a single tank for a period of 60 seconds .
(2)
Then switch to the opposite tank and power will be restored.
2-12
'!!r - ,
~-~-~-~
1ii1 1 1il.iili t il .ilhHiilllll II Ii.
11 111111111111111111111111111111111111111111111111111111111111111
OPERATIONS AUTHORIZED .
li mitations
Your Cessna with standard equipment as certifica ted under FAA
Type Certidicate No. 3A12 is approved for day and night o peration under
VFR.
Additional optional equipment is available to inc rease its utility and
to make it authorized for use under IFR day and night. An owner of a
properly equipped Cessna is eligible to obtain approval for its operation
on single-engine scheduled airline service on VFR.
MANEUVERS - NORMAL CATEGORY .
The airplane exceeds the requirements of the Civ il Air Regulations,
Part 3, set forth by the United States Government for airworthiness.
Spins and aerobatic maneuvers are not permitted in normal category air -
planes in compliance with these regulations. In connection with the fore -
going,
the following gross weights and flight l oad factors apply:
Gr oss Weight. . . . . . . . . . . . . . . . . . . . . 2300 lbs.
Flight Load Factor * Flaps Up . . . . . . . . . . . . +3. 8 -1. 52
Flight Load Factor * Flaps Down . . . . . . . . . . . +3. 5
*The design load factors are 150% of the above and
in all cases the structure meets or exceeds design
loads.
Your airplane must be operated in accordance with all FAA approved
markings, placards and check lists in the airplane. If there is any infor-
mation in this section which contradicts the FAA approved markings , pla -
cards and check lists, it is to be disregarded.
3-1

MANEUVERS - UTILITY CATEGORY.
This airplane is not designed for purely aerobatic flight. However ,
in the acquisition of var i ous ce rtificates such as commercial pilot, in -
strument pilot and flight instructor, certain maneuvers are required by
the FAA. All of these maneuvers are permitted in this airp l ane when
operated in the utility category. In connection with the utility category,
the following gross weight and flight load factors apply , with recom -
mended entry speeds for maneuvers as shown.
Maximum Desi gn W eight . . . . . . . . .
Flight Maneuvering Load Factor, Fl aps Up .
Flight Maneuverin g Load Factor, Fl aps Down
. 2000
lbs.
+4. 4 -1. 76
+3
.5
No acrobatic maneuvers are approved except those listed below:
Maneuver Entry Speed
Chandelles . 122 mph (106 knots)
Lazy Eights. . 122 mph (106 knots)
Steep Turns. . 122 mph (106 knots)
Spins . . . . Slow De celeration
Stalls (EKcept Whip Stalls) . . . Slow D eceleration
The baggage compartment and rear seat must
not be occupied .
Aerobatics that may impose high inverted loads should not be
attempted . Th e important thing to bear in mind in flight maneuvers is
that yo ur Cessna is c le an in aerodynamic design and will bui ld up speed
quickly with the nose down. Proper speed contro l is an essential re-
quirement for execution of any maneuver and care should always be
exercised to avoid excessive speed which in turn can impose excessive
l oads. In the execution of all maneuvers avoid abrupt use of controls.
AIRSPEED LIMITATIONS.
RED LINE . . 174 mph
YELLOW ARC 140-174 mph
GREEN ARC . 59-140 mph
WHITE ARC .
52 -100 mph
MANEUVERING SPEED* . . . 122 mph
*The maximum speed at which you can use abrupt
contro l travel without exceeding the design l oad
factor.
3-2
NOTE
RED LINE . .
YELLOW
ARC
GREEN ARC.
WHITE ARC
Maximum Speed (Glide or dive, smooth air).
Caution Range (Level flight or climb).
Normal Range (Level flight or climb) .
Flap Operating Range
ENGINE OPERATION LIMITATIONS.
Power and Speed:
ENGINE INSTRUMENT MARKINGS.
OIL TEMPERATURE GAGE.
Normal Operating Ran ge
Maximum Allowable . .
OIL PRESSUR E GAGE.
Mimmum Idling . . . . .
Normal Operating Range .
Maximum ....... .
FUEL QUANTITY INDIC ATORS.
145 bhp at 2700 rpm
Green Arc
Red Line
10 psi {red line)
30-60 psi (green arc)
. . 100 psi (red line)
EMPTY ... .. . •......
. . . . . . . . E (red line)
1. 50 gallons unusable eac h tank
TAC HO METER.
Normal Operating Range :
At sea level (inner green arc ).
At 5000 feet (middle green arc) .
At 10, 000 feet (outer green arc).
Maximum Allowable ( Red line) ...
2200-2500
2200
-2 600
2200-2700
2700
3-3

WEIGHT AND BALANCE.
The following information will enable you to operate your Cessna
within the prescribed weight and center of gr avity limitations. To figure
the weight and balance for your particular airplane, use the Sample
Pr oblem , Loading Graph , and Center of Gravity Moment Envelope as
follows:
Take the licensed Empty Weight and Moment /1000 from the Weight
and Balan ce Data sheet, plus any changes noted on forms FAA-337,
carried in your airplane , and write them down in the proper columns .
Using the Loading Graph dete rmin e the moment /1000 of each item to
be carried. Total the weigh ts and moments /1000 and use t he Center of
Gravity Moment Envelope to determine whether the point falls within the
envelope and if the loading is acceptable.
172
;1
Sample Airplane
I II
Your A i .. plone
SAMPLE
LOAD IN G
PROBLEM
We i ght Moment Weigh! Moment
'
(l bsl
( lb · ins.
-/
IOOO I
I. Licensed Empty Weight ( Sample A ir plane ) •••
1321
50.4
'
2. O i l 8
Qi. .·
.......................................... 15
-0. 3
15 -0 .3
3. Pi lot &
Front Passe n ger ...............................
3.1.0
12.2
4.
Fuel . 139 Go l a l 6# / Gal) ••••••••.•• • ••.••.••••. .•• 234
11_2
~
.S . Rea r Passengers .... . ... ..................... .. ..... ..... 3"0
23 .8
6.
Baggage ( or
Possenge r
on Aullili ory Seat ) .••• .• 50 4
.7
7 . Total
Aircrafl Weight (Loaded) .•. •••.•.. .•• ... •. 2 300 102 .0 I
"'
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•Note , N ormally lu ll O' il
may be os.sumed for off fl i ghts .
3-4
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2-5

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If your airplane is to retain that new pl ane performance and depend-
ability, certain inspection and maintenance requirements must be fol-
lowed.
It is always wise to follow a planned sched ul e of l ubrication and
maintenance based on the climatic and flying conditions encountered in
your locality.
Keep in touch with your Cessna Dealer and take advantage of his know-
ledge and experience . He knows your airplane and how to maintain it.
He will remind you when lubrications and oil changes are necessary and
about other seasonal and periodic services .
GROUND HANDLING .
The airplane is most easily and safely maneuvered by band with the
tow-bar attached to the nosewheel.
NOTE
When usin g the tow-bar, never exceed the turning
angle of 30°, either side of center , or damage to
the gear will result.
MOORING YOUR AI RPLANE .
Proper tie-down procedure is your best precaution against damage to
your parlred airplane by gusty or strong winds. To tie-down your air-
plane securely, proceed as follows:
(1) Set the parting bralre and install the control wheel lock.
(2) Install a surface control loclr between each aileron and flap.
(3)
Tie sufficiently strong ropes or chains (700 pounds tensile
strength) to wing, tail, and nose tie -down fittings and secure each
rope to ramp tie -down.
4-1

( 4) I nstall a surface con tr ol lock over the fin and rudder .
(5)
Instal l a pitot tube cover.
WI NDSHIELD-WINDOWS.
The pl astic windshield and windows should be kept clean and waxed at
all times. To prevent scratches and crazing, wash th em caref ull y with
plenty of soap and water, using the palm of the hand to fee l and dislodge
dirt and mu d. A soft cl oth , ch amois or sponge may be used , but o nl y to
carry water to the surface. Ri nse thoro u ghly, then dry with a clean,
moist chamois. R ubbing the surface of the plastic with a dry cloth builds
up an el ectrostatic cb,arge so that it attract s dus t partic l es in the air.
Wiping with a mo i st chamois will remove both the dust an d this charge .
Remove oil and grease with a cloth mo i stened wit h ke r osene . Never
use gasoline, benzine, alcohol , acetone , carbon tetrach lor ide, fire ex-
tinguisher or anti-ice fluid, lacquer thinner or glass cleaner. Thes e
materials will soften the plastic and may cause it to cr aze.
After removing dirt and grease , if the surface is not badly scratc h ed,
it sh ould be waxed with a good grade of commercial wax . The wax will
fill in minor scratches and he lp prevent further scratch.ing . Apply a thin,
even coat of wax and bring it to a hlgb polish by r ubbing lightly with a
clean, dry , soft Uannel cl oth . Do not use a power buffer ; the heat gen -
erated by the buffing pad may soften the plastic.
Do not use a canvas cover on the winds h ield unless freezing r ain or
sleet is anticipated . Canvas covers may scratch the plastic surface .
PAINTED SURFACES.
T he painted exterior surfaces of yo ur new Cessna require an initial
curing period which may be as long as 90 days after the finish is applied.
During tllis curing period some precautions shou ld be taken to avoid dam -
aging the finis h or interfering wit h the curing process. The finish should
be cleaned only by washing with clean water and m il d soap, followed by a
rinse with water and drying with cloths or a chamois . Do not use polish
or wax, which wou ld exclude air from the surface, during tllis 90-day
cu ring period. Do not rub or bu ff the finis h and avo id flying through rain,
bail or sleet.
O nce the finish has cured completely , it may be waxed with a good
4-2
automotive wax. A heavier coating of wax on the l eading edges of the
wings and tail and on the engine nose cap and pr opeller spinner will h.elp
reduce the ab r asion encountered in these areas .
ALUMINUM SURFACES.
T he cl ad aluminum su r face s of your Cessn a r equire only a minimum
of care to keep them bright and clean. Th e airplane may be washed with
clear water to r emove di rt; oil and grease may be r emoved wit h gasoline,
naphtha, carbon tetrac h lo r ide or othe r non - alka li ne sol vents. D ulled
al umin um surfaces may be cleaned effectively with an aircraft aluminum
polish.
After cleaning, and periodically thereaf t er , waxing with a good auto -
motive wax w ill preserve the brig ht appearance and retard corrosion.
Regular waxing is especially recommended for airplanes operated in
salt water areas as a protection against corrosion.
PROPEL LER CARE.
Preflight inspection of propelle r bl ades for nicks, and wiping them
occasionally with an oily cloth to clean off grass and bug stains will as -
sure long , trouble - free service . It is vital that small nicks on the pro -
pe Uer s, particularly near the tips and on the leading edges, are dressed
out as soon as possible since these nicks produce stress concentration s ,
and if ignored , may result in cracks . Never use an alkaline cleane r on
the blades ; remove gre ase and dirt with carbon tetrachlo r ide or Stoddard
solvent.
INTERIOR CARE.
To remove dust and l oose dir t from the upholstery , h eadliner, and
carpet , clean the interior regularly with a vacuum cleaner .
Blot up any spilled liquid promptly, with cleansing tiss ue or rags .
Don't pat the spot; press the blotting material firmly and hold it for sev -
eral seconds. Continue blotting until no more li quid is taken up. Scrape
off sticky materials with a dull knife , then spot-clean the area.
. Oily spots may be cleaned with household spot removers, used spar -
ingly. Before using any solv en t, read the instructions on the container
4-3

and test it on an obscure place on the fabric to be cleaned. Never satu-
rate the fabric with a volaWe solvent; it may damage the padding and
backing ma ter ials.
Soiled upholstery and carpet may be cleaned with foam-type detergent,
used according to the manufacturer's instructions. To minimize wetting
the fabric , keep the foam as dry as possible and remove it with a vacuum
c lean er.
The plastic trim , instrument panel and control knobs need only be
wiped off with a damp cl oth. Oil and grease on the cont r ol wheel and
control knobs can be removed with a cloth moistened with kerosene.
Volatile solvents, such as mentioned in paragraphs on care of the wind-
sheid, must never be used since they soften and craze the plastic.
INSPECTION SERVICE AND INSPECTION PERIODS.
With your airplane you will receive an Owner's Service Policy. Cou-
pons attached to the policy entitle you to an initial inspection and the first
100-hour inspection at no charge . If you take delivery from your Dealer ,
he will perform the initial inspection before delivery of the airplane to
you. If you pick up the airplane at the factory, plan to take it to your
D ealer reasonably soon after you take delivery on it. This will permit
him to check it over and to make any minor adjustments that may appear
necessary . Also, plan an inspection by your Dealer at 100 hours or 90
days, whichever comes first. This inspection also is performed by your
Dealer for you at no charge. While these important inspections will be
performed for you by any Cessna Dealer , in most cases you will prefer
to have the Dealer from whom you purchased the airplane accomplish
this work.
Civil Air Regulations require that all airplanes have a periodic
(annual) inspection as prescribed by the administrator, and performed
by a person designated by the administrator. In addition, 100-hour
pe ri odic inspections made by an "appropriately-rated mechanic" are
required i.C the airplane is flown for hire. The Cessna Aircraft Company
recommends the 100-hour periodic inspection for your airplane. The
procedure for this 100-hour inspection has been carefully worked out by
the factory and is followed by the Cessna Dealer Organization. The com-
plete familiarity of the Cessna Dealer Organization with Cessna equip-
ment and with factory-approved procedures provides the highest type of
service possible at lower cost.
4-4
OWNER FOLLOW-UP SYSTEM====.~
Your Cessna Dealer bas an owner follow-up system to notify you
when be_ receives inf o rmati on that applies to you r Cessna. ln addition,
If you wish, you may choose to r eceive similar notification directly
from the Cessna Service Department. A subscription card Is supplied In
your airplane file for your use, should you choose to request this ser-
vice. Your Cessna Dealer will be glad to supply you with details con -
cerning these follow- up programs, and stands ready through bis Service
Department to supply you with fast. eCficient, low cost service .
AIRPLANE FILE.
There are miscellaneous data , information and licenses that are a
part of the airplane file. The following is a check list for that file. In
ad~tion, ~ periodic check should be made of the latest Civil Air Regu-
lations to msure that all data requirements are met.
A. To be displayed in the airplane at all times:
(1) Air craft Airworthiness Certificate (Form FAA-1362).
(2) Aircraft Registration Certi.Cicate (Form FAA-500A ).
(3) Airplane Radio Station License (Form FCC-404 if transmitter
installed ). '
B. To be carried in the airplane at all times:
c.
(1) Weight and Balance, and associated papers ( la test copy of the
Repair and Alteration Form, Form FAA-337, if applicable).
(2) Airplane Equipment List.
To be made available upon request:
{l) Airplane Log Book.
(2) Engine Log Book.
NOTE
Cessna recommends that these items plus the Owner's
Manual and the "Cessna Flight Guide" (Flight Computer)
be carried in the airplane at all times.
Most of the items listed are required by the United States Civil Air
4-5

Regulations. Since the regulations of other nations may require other
documents and data, owne rs of exported airplanes should check with their
own aviation officials to determine their individual requirements.
LUBRICATION AND SERVIC I NG PROCEDURES
Specific servi cing information is provided here for items requiring daily
attention. A Service Frequency Check List is included to inform the
pilot when to have other items checked and serviced .
DAILY
FUEL TANK FILLERS:
Service after each flight with 80 /87 minimum g rade fuel. The
capacity of each wing tank is 21 gallons .
FUEL STRAINER:
On the first flight of the day and after each refueling , pull out fue l
strainer drain knob for about four seconds , to cl ear fuel strainer of
possible water and sediment. Release drain knob, then check that
strainer drain is closed after draining .
OIL FILLER:
When preflight check shows low oil level , service with aviation grade
engine oil; SAE 20 below 40 ° F. and SAE 40 above 40 ° F. Your Cessna
was delivered from the factory with straight mineral o il (non-
detergent) and should be operated with straight mineral oil for the
first 25 hours. The use of mineral oil during the 25-h our break - in
period will help seat the piston rin gs and will r es ult in less oil con -
sumption . After the first 25 hours, either mineral oil or detergent
oil may be used . If a deter gen t oil is used, it mu st conform to
Continental Motors Corporation Spe cification MHS-24. Your Cessna
Dealer can supply an approved brand.
OIL DIPSTICK:
4-6
Check oil level before eac h flight. Do not operate on less than 6
quarts and fill if an extended fli ght is pl anned. The oil capacity of
the engine is 8 quarts.
SERVICING INTERVALS CHECK LIST
EACH 15 HOURS
BATTERY -- Check and Service.
ENGINE OIL -- Change.
ENGINE O IL SCREEN - - Clean .
INDUCTIO~ - AIR FU:-TER . -- Clean or Replace. Under extremely
dusty conditions, daily maintenance of the filter is recommended.
NOSE GEAR TORQUE LINKS - - Lubricate.
EACH 100 HOURS
BRAKE MASTER CYLINDERS -- Check and fill.
GY~O IN~RUMENT AIR FILTERS (OPT) -- Rep l ace. Replace soon-
er if_ er ratic or sluggish responses are noted with normal suction gage
readings.
SHIMMY DAMPENER - - Check and fill .
S~C T ION RELIEF VALVE INLET SCREEN -- Check inlet screen for
dirt or obstructions.
FUE L TANK SUMP DRAINS -- Drain water and sediment.
FUEL l.JNE DRAIN PLUG - - Drain water and sediment.
VACUUM SYSTEM OIL SEPARAT OR -- Cl ean.
EACH 500 HOURS
WHEEL BEARINGS - - Lubricate. Lubricate at first 100 hou rs and
at 500 hours thereafter.
4-7

Notu
4-8
iilliliiiilil1tliliiiiiltliiilllliiir.
11111 11111111111111111111111111111111111111111111111111 1 11 1111111
The Operational Data shown on the following pages are compiled fr om
actual tests with airplane and engine in good condition and using average
piloting technique and best power mixture. You will find this data a valu -
able aid when planning yo ur flights .. However , inasmuch as the number of
variables included precludes great accuracy , an ample fuel reserve should
be provided. The range perf o rmance shown makes no all owance for wind,
navigational error , pilot technique, warm -up, take-off, climb, etc . All
of these factors must be co nsidered when estimating reserve fuel.
A power setting selected from the range charts usually will be more
efficient than a random setting, since it will permit you to estimate your
fuel consumption more accurately. You will find that using the charts and
your Power Computer will pay dividends in overall efficiency.
Range and endu rance figures shown in the c harts are based on flight
test using M cC auley 1Cl'72/EM 7653 propeller . Other conditions of the
tests are shown in the c hart headings. Allowances for fuel reserv e,
headwinds, take-offs, and climb, and variations in mixture leaning
technique should be made and are in addition to those shown on the charts.
Other indetermina te variables such as c arburetor metering-characteristics,
engine and propeller conditions , and turbulence of atmosphere ma y account
for variations of 1 0% or more in maximum range.
5-1

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TAKE-OFF
DATA
TAKE- OFF DISTANCE FROM HARD SURFACE RUNWAY , FLAPS UP
GROSS
IAS HEAD
@ S.L. & 59 ° f @ 2soo ft . & s o• F @ 5000 ft . & 41 ° F @ 7500
ft . & 32" F
W~IGHT AT SO FT . WIND G
ROUN D TO CLEAR GROUND TO CL EAR GROUND TO CLEAR GROUND TO CLEAR
LBS .
MPH KNO TS
RUN
so · OB S. RUN S O' 085 . RUN so · OBS .
RUN
50' OB S.
0 4 35 780 520 920 025 1
095 765 1370
17 00 GO
10 290 570
355
680 430 820 535
1040
20
175
3B5 215 470 27 0 575 345 74 5
0 630
1095
755 1
325
005 1025 11 20 21!5
20
00 05
10
435 820
53 0 1
005 645 1250
810
1685
20 275
580 340 720 4 25 910 595 1 255
0 865 15 25 104 0
191 0 1 255 24 80
1 565
3855
23 00
70
10 615 117 0 750 14
85
020 1055 1 160 3 11 0
20 4
05
85 0 505 1100 630 14 80
810 2425
NOTE: Increase distance 103 for each 25 °F abov e s tandard temp eraturo for parti c ular altitude .
Fig u1 ·e 5-3 .
MAXIMUM RATE-OF-CLIMB DATA
@ S.L. & 59° F @ 5000 FT & 41 ° F @ 10 ,000 FT & 23° F @ 15, 00 0 FT & 5° F
GR OSS IAS
RATE OF
GAIS
IAS RATE OF FRO M IAS
RATE OF FROM IAS
RATE OF FRO M
W
EIGHT
MPH
CLI MB
OF FU EL
MPH
CLIMB
S.L.
MPH
CLIM B S.L.
MPH
CLIMB
S. L.
FUEL
FUEL FUEL
LBS . FT /MIN. U
SED
FT /MIN.
USED
FT /MIN,
USED
FT /MIN,
USE D
1700 7S
l08S 1.0 73
82S 1.9 71 570
2.9 70
31 5 4.4
2000
77
840
1.0 76 610 2.2 74 380 3.6 73 155 6.3
2300
80
645
1.0
78
435 2.6 77
230 A.8 76 22 11.5
NOTE: Flaps up , full throttle and
mi xt ur e leaned
fo r s mooth ope rat ion abov e 5000 ft .
fu el u se d includes worm- up and toke - off allowance .
Figure 5- 4.
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