Cessna 172 Skyhawk SERIES User manual

PERFORMANCE - SPECIFICATIONS
== Model 172* Skyhawk*
GROSSWEIGHT . . . . . . . . . . . . . . 2300Ibs 2300Ibs
SPEED:
Top Speed atSeaLevel . . . . . . . . . 139
mph 140 mph
Cruise, 75%Power at 9000 ft . . . . . . 131 mph 132 mph
RANGE:
Cruise, 75% Power at9000ft . . . . . . 615 mi 620 mi
38 Gal., No Reserve 4.7 hrs 4.7 hrs
131 mph 132 mph
Cruise, 75% Power at 9000 ft . . . . . . 775 mj 730 mi
48 Gal., No Reserve 5.9 hrs 5.9 hrs
131 mph 132 mph
Optimum Range at 10, 000 ft ....... 640 mi 655 mi
38 Gal., No Reserve 5.5 hrs 5.5 hrs
117 mph 118 mph
Optimum Range at 10, 000 ft ....... 820 mi 830 mi
48 Gal., No Reserve 7.0 hrs 7.0 hrs
117 mph 118 mph
RATE OF CLIMB AT SEA LEVEL ...... 645 fpm 645 fpm
SERVICE CEILING . . . . . . . . . . . . . 13, 100 ft 13, 100 ft
TAKE-OFF:
GroundRun .............. 865ft 865ft
Total Distance Over 50-Foot Obstacle. . . 1525ft 1525ft
LANDING:
GroundRoll . . . . . . . . . . . . . . 520ft 520ft
Total Distance Over 50-Foot Obstacle. . . 1250ft 1250ft
STALL SPEED:
Flaps Up, Power Off .......... 57 mph 57 mph
Flaps Down, Power Off . . . . . . . . . 49 mph 49 mph
EMPTYWEIGHT(Approximate) ....... 1265IbsI3g<=) 1305 Ibs
USEFUL LOAD. .............. 1035Ibs °\11 995Ibs
BAGGAGE. . . . . . . . . . . . . . . . . 120 Ibs 120 Ibs
WINGLOADING: Pounds/SqFoot . . . . . . 13.2 13.2
POWERLOADING: Pounds/HP ....... 15.3 15.3
FUEL CAPACITY: Total
StandardTanks . . . . . . . . . . . . 42gal. 42gal.
Optional Long Range Tanks . . . . . . . 52 gal. 52 gal.
OILCAPACITY: Total . . . . . . . . . . . 8 qts 8qts
PROPELLER: Fixed Pitch (Diameter) .... 75 inches 75 inches
Lycoming Engine. . . . . . . . . . . . O-320-E2D O-320-
E2D
150 rated HP at 2700 RPM ____
*This manual covers operation of the Model 172/Skyhawk which is certificated as Model 172L
under FAA Type Certificate No. 3A12. The manual also covers operation of the Reims/Cessna
Model F172 which is certificated as Model F172L under French Type Certificate No. 25 and
FAA Type Certificate No. A4EU.
CONGRATULATIONS
Welcome to the ranks of Cessnaowners! Your Cessna has been designed and constructed
to give you the most in performance, economy, and comfort. Itis 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 flyingpleasure 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:
THE CESSNA WARRANTY -- It is designed to provide you with the most
comprehensive coverage possible:
a. No exclusions
b. Coverage includes parts and labor
c. Available at Cessna Dealers world wide
d. Best in the industry
Specific benefits and provisions of the warranty plus other important benefits
for you are contained in your Warranty and Owner's Service Policy Booklet
supplied with your aircraft. Warranty service is available to you at any
authorized Cessna Dealer throughout the world upon presentation of your
Warranty and Owner's Service Policy Booklet which establishes your
eligibility under the warranty.
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 AUTHORITATIVEINFORMATION 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.
D902-13 - DUKE - 5M - 4-72

TABLE OF CONTENTS
SECTION I -OPERATING CHECK LIST ......
SECTION II - DESCRIPTION AND
OPERATING DETAILS ....._-—.__ 2-1
SECTION III - EMERGENCY PROCEDURES..... 3-1
SECTION IV - OPERATING LIMITATIONS....._.. 4-1
SECTION V - CARE OF THE AIRPLANE........ 5-1
OWNER FOLLOW-UP SYSTEM .._.....__—_.. 5-11
SECTION VI -OPERATIONAL DATA...—________ 6-1
SECTION VII- OPTIONAL SYSTEMS..—.—..... 7-1
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.
Maximum height of airplane
with nose gear depressed, all
tires and nose strut properly
inflated, and optional flashing
beacon installed.
Wing span of airplane with
optional strobe lights
installed.
PRINCIPAL
DIMENSIONS
Page =
1-1
in
11

SectionI
OPERATING CHECK LIST
One of the first steps in obtaining the utmost performance, service, and
flying enjoyment from your Cessna is to familiarize yourself with your
airplane's equipment, systems, and controls. This can best be done by
reviewing this equipment while sitting in the airplane. Those items whose
function and operation are not obvious are covered in Section n.
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, II and in
are indicated airspeeds. Corresponding calibrated airspeed may be
obtained from the Airspeed Correction Table in Section VI.
BEFORE ENTERING THE AIRPLANE.
(1) Make an exterior inspection in accordance with figure 1-1.
BEFORE STARTING THE ENGINE.
(1) Seats, Seat Belts and Shoulder Harnesses -- Adjust and lock.
(2) Fuel Selector Valve —"BOTH."
(3) Brakes -- Test and set.
(4) Radios and Electrical Equipment -- "OFF."
1-1

Note
Visually check aircraft for general condition during walk-
around inspection. In cold weather, remove even small
accumulations of frost, ice or snow from wing, tail and control
surfaces. Also, make sure that control surfaces contain no
internal accumulations of ice or debris. If night flight is
planned, check operation of all lights, and make sure a
flashlight is available.
Remove control wheel lock.
Check ignition switch "OFF."
Turn on master switch and check fuel quantity indicators, then turn
master switch "OFF." Check fuel selector valve handle on "BOTH."
Check baggage door for security. Lock with key if children are to
occupy child's seat. ^^•^•^••••^•••^•^^•^^^••••••••••• MM Figure
(2) a. Remove rudder gust lock, if installed,
b. Disconnect tail tie-down,
c. Check control surfaces for freedom of movement and security.
(3) a. Check aileron for freedom of movement and security.
(f) a. Disconnect wing tie-down.
b. Check main wheel tire for proper inflation.
c. Visually check fuel quantity, then check fuel filler cap secure.
(T) a. Check oil level. Do not operate with less than six quarts. Fill to
eight quarts for extended flights.
b. Before first flight of day and after each refueling, pull out strainer
drain knob for about four seconds to clear fuel strainer of
possible water and sediment. Check strainer drain closed. If
water is observed, there is a possibility that the fuel tank sumps
contain water. Thus, the fuel tank sump drain plugs and fuel
selector valve drain plug should be removed to check for the
presence of water.
c. Check propeller and spinner for nicks and security.
d. Check landing light for condition and cleanliness.
e. Check carburetor air filter for restrictions by dust or other
foreign matter.
f. Check nose wheel strut and tire for proper inflation.
g. Disconnect tie-down rope.
h. Inspect flight instrument static source opening on side of
fuselage for stoppage (left side only).
(6) a. Check main wheel tire for proper inflation.
b. Visually check fuel quantity, then check fuel filler cap secure.
(7} a. Check fuel tank vent opening for stoppage.
b. Remove pitot tube cover, if installed, and check pitot tube
opening for stoppage.
c. Check stall warning vent opening for stoppage, d.
Disconnect wing tie-down.
(&} a. Check aileron for freedom of movement and security.
1-1.
EXTERIOR
INSPECTION
a.
b.
c.
d.
e.
1-3
1-2

STARTING THE ENGINE.
(1) Mixture -- Rich.
(2) Carburetor Heat -- Cold.
(3) Primer --2 - 6 strokes as required
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.
BEFORE TAKE-OFF.
(1) Parking Brake -- Set.
(2) Flight Controls -- Check for free and correct movement.
(3) Fuel Selector Valve -- "BOTH."
(4) Elevator Trim Control Wheel -- "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) Magnetos -- Check (RPM drop should not exceed 125 RPM on
either magneto or 50 RPM differential between magnetos).
(9) Carburetor Heat -- Check operation.
(10) Flight Instruments and Radios -- Set.
(11) Optional Autopilot or Wing Leveler -- Off.
(12) Cabin Doors and Window -- Closed and locked.
TAKE-OFF.
NORMAL TAKE-OFF.
(1) Wing Flaps -- 0°.
(2) Carburetor Heat -- Cold.
(3) Power -- Full throttle.
(4) Elevator Control -- Lift nose wheel at 60 MPH.
(5) Climb Speed -- 75 to 85 MPH.
MAXIMUM PERFORMANCE TAKE-OFF.
(1) Wing Flaps -- 0°. 1-4
(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.
(1) Airspeed -- 80 to 90 MPH.
NOTE
If a maximum performance climb is necessary, use
speeds shown in the Maximum Rate-Of-Climb Data
chart in Section VI.
(2) Power -- Full throttle.
(3) Mixture -- Full rich (mixture may be leaned above 3000 feet).
CRUISING.
(1) Power -- 2200 to 2700 RPM.
NOTE
Maximum cruise RPM varies with altitude. For details,
refer to Section IV.
(2) Elevator Trim Control Wheel -- Adjust.
(3) Mixture -- Lean for maximum RPM.
LET-DOWN.
(1) Mixture -- Rich.
(2) Power -- As desired.
(3) Carburetor Heat -- As required to prevent carburetor icing.
1-5
[none if engine is warm).

BEFORE LANDING.
(1) Fuel Selector Valve -- "BOTH."
(2) Mixture -- Rich.
(3) Carburetor Heat -- Apply full heat before closing throttle.
(4) Wing Flaps -- As desired.
(5) Airspeed -- 70 to 80 MPH (flaps up), 65 to 75 MPH (flaps down).
BALKED LANDING (GO-AROUND).
(1) Power -- Full throttle.
(2) Carburetor Heat -- Cold.
(3) Wing Flaps -- Retract to 20°.
(4) Upon reaching an airspeed of approximately 65 MPH, retract flaps
slowly.
NORMAL LANDING.
(1) Touchdown -- Main wheels first.
(2) Landing Roll —Lower nose wheel gently.
(3) Braking -- Minimum required.
SECURING AIRCRAFT.
(1) Parking Brake -- Set.
(2) Radios and Electrical Equipment -- "OFF."
(3) Mixture -- Idle cut-off (pulled full out).
(4) Ignition and Master Switch -- "OFF."
(5) Control Lock -- Installed.
AFTER LANDING.
(1) Wing Flaps -- Up.
(2) Carburetor Heat -- Cold.
1-6
1-7

10 11 12 13 14 15 16
24. Autopilot Control Unit (Opt.)
25. Microphone (Opt.)
26. Fuel Selector Valve Handle
27. Elevator Trim Control Wheel
28. Throttle
29. Carburetor Heat Control
30. Electrical Switches
31. Circuit Breakers
32. Parking Brake Handle
33. Ignition/Starter Switch
34. Instrument and Radio Dial
Light Rheostats
35. Master Switch
36. Primer
37. Phone Jack
SectionII
INSTRUMENT PANEL
37 36 35 34 33 32 31
30 29
28
27
1. Boom Microphone Keying
Switch (Opt.)
2. Aircraft Registration Number
3. Flight Instrument Group 14.
4. Suction Gage (Opt.) 15.
5. Marker Beacon Indicator 16.
Lights and Switches (Opt.)
6. Compass Correction Card 17.
7. Tachometer 18.
8. Magnetic Compass 19.
9. Radio Selector Switches (Opt.) 20.
10. Rear View Mirror (Opt.) 21.
11. Transponder (Opt.) 22.
12. Radios (Opt.)
13. Fuel and Oil Gages 23.
Over-Voltage Warning Light
Ammeter
Optional Instrument and
Radio Space
Map Compartment
Wing Flap Position Indicator
Cigar Lighter
Cabin Air and Heat Controls
Wing Flap Switch
Static Pressure Alternate
Source Valve (Opt.)
Mixture Control Knob
Figure 2-1.

DESCRIPTION
AND OPERATING
DETAILS
The following paragraphs
describe the systems and
equipment whose function and
operation is not obvious when
sitting in the airplane. This
section also covers in somewhat
greater detail some of the items
listed in Check List form in
Section I that require further
explanation.
FUEL SYSTEM.
Fuel is supplied to the
engine from two tanks, one in
each wing. With the fuel
selector valve on "BOTH, " the
total usable fuel for all flight
conditions is 38 gallons for the
standard tanks and 48 gallons
for the optional long range
tanks.
Fuel from each wing tank
flows by gravity to a selector
valve. 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.
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
With low fuel (l/8th tank or less), a prolonged steep descent
(1500 feet or more) with partial power, full flaps, and 80 MPH
or greater should be avoided due to the possibility of the fuel
tank outlets being uncovered, causing temporary fuel
starvation. If starvation occurs, leveling the nose should
restore power within 20 seconds.
NOTE
When the fuel selector valve handle is in the "BOTH" position
in cruising flight, unequal fuel flow from each
2-1

FUEL SYSTEM SCHEMATIC
RIGHT FUEL TANK
CODE
FUEL SUPPLY VENT
MECHANICALLINKAGE
M
I
X
T
U
RE
CONTROL
KNOB
tank may occur if the wings are not maintained exactly level.
Resulting wing heaviness can be alleviated gradually by
turning the selector valve handle to the tank in the "heavy"
wing.
For fuel system servicing information, refer to Lubrication and
Servicing Procedures in Section V.
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.
MASTER SWITCH.
The master switch is a split-rocker type switch labeled "MASTER, " and
is "ON" in the up position and "OFF" in the down position. The right half of
the switch, labeled "BAT," controls all electrical power to the airplane. The
left half, labeled "ALT" controls the alternator.
Normally, both sides of the master switch should be used simultaneously,
however, the "BAT" side of the switch could be turned "ON" separately to
check equipment while on the ground. The "ALT" side of the switch, when
placed in the "OFF" position, removes the alternator from the electrical
system. With this switch in the "OFF" position, the entire electrical load is
placed on the battery, and all non-essential electrical equipment should be
turned off for the remainder of the flight.
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, "
2-3
VENT
TO ENSURE MAXIMUM FUEL CAPACITY
WHEN REFUELING, PLACE THE FUEL
SELECTOR VALVE IN EITHER "LEFT" OR
"RIGHT" POSITION TO PREVENT CROSS-
FEEDING.
2-2
LEFT FUEL TANK
FUEL
STRAINER
THROTTLE
TO
ENGINE
Figure 2-2.

ELECTRICALSYSTEM SCHEMATIC
Figure 2-3.
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.
OVER-VOLTAGE SENSOR AND WARNING LIGHT.
The aircraft is equipped with an automatic over-voltage protection
system consisting of an over-voltage sensor behind the instrument panel and a
red warning light, labeled "HIGH VOLTAGE", near the fuel gages.
In the event an over-voltage condition occurs, the over-voltage sensor
automatically removes alternator field current and shuts down the alternator.
The red warning light will then turn on, indicating to the pilot that the
alternator is not operating and the aircraft battery is supplying all electrical
power.
The over-voltage sensor may be reset by turning the master switch off
and back on again. If the warning light does not illuminate, normal alternator
charging has resumed; however, if the light does illuminate again, a
malfunction has occurred, and the flight should be terminated as soon as
practical.
The over-voltage warning light may be tested by momentarily turning
off the "ALT" portion of the master switch and leaving the "BAT" portion
turned on.
CIRCUIT BR EA KERS AND FUSES.
The majority of electrical circuits in the airplane are protected by
"push-to-reset" circuit breakers mounted on the instrument panel. Ex-
ceptions to this are the optional clock, flight hour recorder, and battery
contactor closing (external power) circuits which have fuses mounted
adjacent to the battery. Also, the cigar lighter is protected by a manually
reset type circuit breaker mounted directly on the back of the lighter behind
the instrument panel.
When more than one radio is installed, the radio transmitter relay
(which is a part of the radio installation) is protected by the navigation lights
circuit breaker labeled "NAV LTS." If a malfunction in the navigation lights
system causes the circuit breaker to open, de-activating the lights and
transmitter relay, turn off the navigation light switch and reset
2-5
"FIELD ANO MASTER SWITCH
TO RADIO (OPT)
RADTo I
"-^)"——TO RADIO (OPT)
RADIO I
TO RADIO (OPT)
RADIO 3 **ffi}>——TO
RADIO (OPT)
•-^2)"—
T0
"
AOI
°
TO AUDIO AMPLIFIED (OPT)
FROM ALTERNATOR BUS TO
LANDING LIGHT (OPT)
TO NAVIGATION LIGHTS AND
OPTIONA! CONTROL WHEEL MAP
LIGHT
•TO TRANSMITTER RELAY (OPT) TO
IGNITION-STARTER SWITCH
TO FLASHING BEACON (OPT)
TO OOOR POST MAP LIGHT (OPT)
TO DOME AND OPTIONAL
COURTESY LIGHTS
TO COMPASS AND INSTRUMENT
LIGHTS
TO FUEL QUANTITY INDICATORS
TO WING FLAP POSITION
INDICATOR
TO WING FLAP SYSTEM
TO STROBE LIGHTS (OPT)
TO PITOT HEAT SYSTEM (OPT)
CIRCUIT BREAKER (PUSH.TO-RESET) A
FUSE -|4- DIODE fifth RESISTOR
CAPACITOR (NOISE FILTER)
TO TURN COORDINATOR OR OPTIONAL
TURN AND BANK COORO INDICATOR
2-4

the circuit breaker. This will re-activate the transmitter relay and permit
its usage. Do not turn the switch on again until the malfunctionis corrected.
LIGHTING EQUIPMENT.
EXTERIOR LIGHTING.
Conventional navigation lights are located on the wing tips and top of the
rudder. Optional lighting includes a single landing light in the cowl nose cap,
a flashing beacon on the top of the vertical fin, a strobe light on each wing
tip, and two courtesy lights, one under each wing, just outboard of the cabin
door. The courtesy lights are controlled by the dome light switch located on
the overhead console. All other exterior lights are controlled by rocker type
switches located on the left switch and control panel. The switches are "ON"
in the up position and "OFF" in the down position.
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.
The two high intensity strobe lights will enhance anti- collision protection.
However, the lights should be turned off when taxiing in the vicinity of other
aircraft, or during flight through clouds, fog or haze.
INTERIOR LIGHTING.
Illumination of the instrument panel is provided by red flood lighting in
the forward portion of the overhead console. The magnetic compass and
radio equipment have integral lighting. A dual rheostat control on the left
switch and control panel operates these lights. The inner knob, labeled
"PANEL, " operates the instrument panel and compass lighting. The outer
knob, labeled "RADIO" controls all radio lighting.
A cabin dome light is located in the overhead console, and is operated by
a switch adjacent to the light. To turn the light on, move the switch to the
right. This will also operate the optional courtesy lights.
An optional map light may be mounted on the bottom of the pilot's
2-6
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 on the "NAV LT"
Switch, then adjust the map light's intensity with the knurled disk type rheostat
control located at the bottom of the control wheel.
A doorpost map light is also offered as optional equipment, and is located
at the top of the left forward doorpost. The light contains both red and white
bulbs, and may be positioned to illuminate any area desired by the pilot. A
switch on the left forward doorpost is labeled "RED", "OFF", and "WHITE".
Placing the switch in the top position will provide a red light. In the bottom
position, standard white lighting is provided. The center position is "OFF".
CABIN HEATING, VENTILATING AND
DEFROSTING SYSTEM.
For cabin ventilation, pull the "CABIN AIR" knob out. To raise the air
temperature, pull the "CABIN HT" knobout approximately 1/4" to1/2" for a
small amount of cabin heat. Additional heat is available by pulling the knob
out farther; maximum heat is available with the "CABINHT"knobpulled full
out and the "CABIN AIR" knobpushed 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 ofthe cabin to an outlet at the front door post at floor level.
Windshield defrost air is also supplied by a duct leading from thecabin
manifold.
Separate adjustable ventilators supply additional air; one near each
upper corner of the windshield supplies air for the pilot and copilot, and two
optional ventilators in the rear cabin ceiling supply air to the rear seat
passengers.
SHOULDER HARNESSES.
Shoulder harnesses are provided as standard equipment for the pilot
2-7

and front seat passenger, and as optional equipment for the rear seat
passengers.
Each front seat harness is attached to a rear door post just above
window line and is stowed above the cabin door. When stowed, the harness is
held in place by two retaining clips, one above the door and one on the front
of the forward door post. When stowing the harness, place it behind both
retaining clips and secure the loose end behind the retaining clip above the
door. The optional rear seat shoulder harnesses are attached just below the
lower corners of the rear window. Each rear seat harness is stowed behind a
retaining clip located at the bottom edge of the aftsidewindow.
To use the front and rear seat shoulder harnesses, fasten and adjust the
seat belt first. Remove the harness from the stowed position, and lengthen
asrequired by pulling on the end of the harness and the narrow release strap.
Snap the harness metal stud firmly into the retaining slot adjacent to the seat
belt buckle. Then adjust to length by pulling down on the free end of the
harness. A properly adjusted harness will permit the occupant to lean
forward enough to sit completely erect but is tight enough to prevent excessive
forward movement and contact with objects during sudden deceleration.
Also, the pilot will want the freedom to reach all controls easily.
Releasing and removing the shoulder harness is accomplished pulling
upward on the narrow releasestrap andremoving the harness stud from the
slot in the seat belt buckle. In an emergency, the shoulder harness may be
removed by releasing the seat belt first and pulling the harness over the head
by pulling up on the release strap.
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
2-8
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.
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.
BEFORE TAKE-OFF.
WARM-UP.
If the engine accelerates smoothly, the airplane is ready for take-off.
2-9

TAXIING DIAGRAM
Since the engine is closely cowled for efficient in-flight engine cooling,
precautions should be taken to avoid overheating during prolonged engine
operation on the ground. Also, long periods of idling may cause fouled spark
plugs.
MAGNETO CHECK.
The magneto check should be made at 1700 RPM as follows: Move
ignition switch first to "R" position, and note RPM. Next move switch back to
"BOTH" to clear the other set of plugs. Then move switch to the "L" position,
note RPM and return the switch to the "BOTH" position. RPM drop should not
exceed 125 RPM on either magneto or show greater than 50 RPM differential
between magnetos. If there is a doubt concerning operation of the ignition
system, RPM checks at higher engine speeds will usually confirm whether a
deficiency exists.
An absence of RPM drop may be an indication of faulty grounding of
one side of the ignition system or should be cause for suspicion that the
magneto timing is set in advance of the setting specified.
ALTERNATOR CHECK.
Prior to flights where verification of proper alternator and voltage
regulator operation is essential (such as night or instrument flights), a
positive verification can be made by loading the electrical system momen-
tarily (3 to 5 seconds) with the optional landing light (if so equipped), or by
operating the wing flaps during the engine runup (1700 RPM). The ammeter
will remain within a needle width of zero if the alternator and voltage
regulator are operating properly.
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 steerable nose wheel and rudder to
maintain direction.
Figure 2-4.
TAKE-OFF.
POWER CHECK.
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 runup before another take-off is
attempted. The engine should run smoothly and turn approximately 2260 to
2360 RPM with carburetor heat off.
2-11
USE UP AILERON ON
LH WING AND
NEUTRAL ELEVATOR
USE UP AILERON ON
RH WING AND
NEUTRAL ELEVATOR
USE DOWN AILERON
ON LH WING AND
DOWN ELEVATOR
USE DOWN AILERON
ON RH WING AND
DOWN ELEVATOR
CODE
WIND DIRECTION
2-10

NOTE
Carburetor heat should not be used during take-off unless it
is absolutely necessary for obtaining smooth engine
acceleration.
Full-throttle runups over loose gravel are especially harmful to propeller
tips. When take-offs must be made over a gravel surface, it is very
important 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 corrected as
described in Section V under propeller care.
Prior to take-off from fields above 3000 feet elevation, the mixture
should be leaned to give maximum RPM in a full-throttle, static runup.
WING FLAP SETTINGS.
Normal and obstacle clearance take-offs are performed with wing flaps
up. The use of 10* flaps will shorten the ground run approximately 10%, but
this advantage is lost in the climb to a 50-foot obstacle. Therefore, the use of
10° flaps is reserved for minimum ground runs or for take-off from soft or
rough fields. If 10° of flaps are used for minimum ground runs, it is
preferable to leave them extended rather than retract them in the climb to the
obstacle. In this case, use an obstacle clearance speed of 65 MPH. As soon
as the obstacle is cleared, the flaps may be retracted as the airplane
accelerates to the normal flaps-up climb speed of 80 to 90 MPH.
During a high altitude take-off in hot weather where climb would be
marginal with 10° flaps, it is recommended that the flaps not be used for take-
off. Flap settings greater than 10° are not recommended at any time for take-
off.
PERFORMANCE CHARTS.
Consult the Take-Off Data chart in Section VI for take-off distances
under various gross weight, altitude, headwind, temperature, and runway
surface conditions.
CROSSWIND TAKE-OFFS.
Take-offs into strong crosswinds normally are performed with the 2-
12
minimum flap setting necessary for the field length to minimize the drift angle
immediately after take-off. The airplane is accelerated to 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.
ENROUTE CLIMB.
CLIMB DATA.
For detailed data, refer to the Maximum Rate-Of-Climb Data chart in
Section VI.
CLIMB SPEEDS.
Normal climbs are performed at 80 to 90 MPH with flaps up and full
throttle for best engine cooling. The mixture should be full rich below 3000
feet and may be leaned above 3000 feet for smoother engine operation. The
maximum rate-of-climb speeds range from 82 MPH at sea level to 79 MPH at
10, 000 feet. If an enroute obstruction dictates the use of a steep climb angle,
climb at 68 MPH with flaps retracted.
NOTE
Steep climbs at 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 or the
OPERATIONAL DATA, Section VI.
Cruising can be done more efficiently at high altitudes because of
2-13

lower air density and therefore higher true airspeeds for the same power.
This is illustrated in the table below, which shows performance at 75%
power at various altitudes. All figures are based on lean mixture, 38
gallons of fuel (no reserve), zero wind, standard atmospheric conditions, and
2300 pounds gross weight.
To achieve the lean mixture fuel consumption figures shown in Section
VI, the mixture should be leaned as follows: pull mixture control out until
engine RPM peaks and begins to fall off, then enrichen slightly back to peak
RPM.
Carburetor ice, as evidenced by an unexplained drop in RPM, can be
removed by application of full carburetor heat. Upon regaining the original
RPM (with heat off), use the minimum amount of heat (by trial and error) to
prevent ice from forming. Since the heated air causes a richer mixture,
readjust the mixture setting when carburetor heat is to be used continuously
in cruise flight.
The use of full carburetor heat is recommended during flight in heavy
rain to avoid the possibility of engine stoppage due to excessive water in-
gestion or carburetor ice. The mixture setting should be readjusted for
smoothest operation.
In extremely heavy rain, the use of partial carburetor heat (control
approximately 2/3 out), and part throttle (closed at least one inch), may be
necessary to retain adequate power. Power changes should be made
cautiously followed by prompt adjustment of the mixture for smoothest
operation.
MAXIMUM CRUISE SPEED PERFORMANCE
75% POWER
ALTITUDE
RPM
TRUE AIRSPEED
RANGE
SEA LEVEL 5000 ft.
9000 ft.
2490 2600 FULL
THROTTLE
123128132
575 600 620
2-14
STALLS.
The stall characteristics are conventional and aural warning is provided
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. position
are presented on page 6- 2 as calibrated airspeeds since indicated airspeeds
are unreliable near the stall.
SPINS.
Intentional spins are prohibited in this airplane, except in the Utility
Category. To recover from a spin, use the following technique.
(1) Retard throttle to idle position.
(2) Apply full rudder opposite to the direction of rotation.
(3) After one-fourth turn, move the control wheel forward of neutral in
a brisk motion.
(4) As rotation stops, neutralize rudder, and make a smooth recovery
from the resulting dive.
Intentional spins with flaps extended are prohibited.
LANDINGS.
Normal landings are made power-off with any flap setting desired. Slips
should be avoided with flap settings greater than 30° due to a downward pitch
encountered under certain combinations of airspeed, side slip angle, and
center of gravity loadings.
NOTE
Carburetor heat should be applied prior to any significant
reduction or closing of the throttle.
NORMAL LANDING.
Landings should be made on the main wheels first to reduce the landing
speed and subsequent need for braking in the landing roll. The nose wheel is
lowered to the runway gently after the speed has diminished to
2-15

avoid unnecessary nose gear loads. This procedure is especially important
in rough or soft field landings.
SHORT FIELD LANDING.
For short field landings, make a power-off approach at approximately 69
MPH indicated airspeed with 40° of flaps. Touchdown should be made on the
main wheels first. Immediately after touchdown, lower the nose gear to the
ground and apply heavy braking as required. For maximum brake
effectiveness after all three wheels are on the ground, retract the flaps, hold full
nose up elevator and apply maximum possible brake pressure without sliding
the tires.
CROSSWIND LANDING.
When landing in a strong crosswind, use the minimum flap setting re-
quired for the field length. If flap settings greater than 20° are used in sideslips
with full rudder deflection, some elevator oscillation may be felt at normal
approach speeds. However, this does not affect control of the aircraft.
Although the crab or combination method of drift correction may be used, the
wing-low method gives the best control. After touchdown, hold a straight
course with the steerable nose wheel and occasional braking if necessary.
The maximumallowable crosswind velocityis dependent upon pilot
capability rather than airplanelimitations. With average pilot technique,
direct crosswinds of 15 MPH can be handled withsafety.
BALKED LANDING (GO-AROUND).
In a balked landing (go-around) climb, reduce the wing flap setting to 20°
immediately after full power is applied. If obstacles must be cleared during
the go-around climb, leave the wing flaps in the 10° to 20° range until the
obstacles are cleared. After clearing any obstacles the flaps may be retracted
as the airplane accelerates to the normal flaps-up climb speed of 80 to 90 MPH.
COLD WEATHER OPERATION.
STARTING.
Prior to starting on a cold morning, it is advisable to pull the pro-2-16
peller through several times by hand to "break loose" or "limber" the oil, thus
conserving battery energy.
NOTE
When pulling the propeller through by hand, treat it as if the
ignition switch is turned on. A loose or broken ground wire on
either magneto could cause the engine to fire.
In extremely cold (0°F and lower) weather, the use of an external pre-heater
and an external power source are recommended whenever possible to obtain
positive starting and to reduce wear and abuse to the engine and electrical
system. Pre-heat will thaw the oil trapped in the oil cooler, which probably
will be congealed prior to starting in extremely cold temperatures. When
using an external power source, the position of the master switch is important.
Refer to Section VII under Ground Service Plug Receptacle for operating
details.
Cold weather starting procedures are as follows:
With Preheat:
(1) With ignition switch "OFF" and throttle closed, prime the
engine four to eight strokes as the propeller is being turned over
by hand.
NOTE
Use heavy strokes of primer for best atomization of fuel.
After priming, push primer all the way in and turn to
locked position to avoid possibility of engine drawing fuel
through the primer.
(2) Propeller Area -- Clear.
(3) Master Switch —"ON."
(4) Mixture -- Full rich.
(5) Throttle —Open 1/8".
(6) Ignition Switch —"START."
(7) Release ignition switch to "BOTH" when engine starts.
(8) Oil Pressure -- Check.
Without Preheat:
(1) Prime the engine six to ten strokes while the propeller
2-17

is being turned by hand with throttle closed. Leave primer
charged and ready for stroke.
(2) Propeller Area -- Clear.
(3) Master Switch -- "ON."
(4) Mixture -- Full rich.
(5) Ignition Switch -- "START. "
(6) Pump throttle rapidly to full open twice. Return to 1/8"
open position.
(7) Release ignition switch to "BOTH" when engine starts.
(8) Continue to prime engine until it is running smoothly, or
alternately pump throttle rapidly over first 1/4 to total travel.
(9) Oil Pressure -- Check.
(10) Pull carburetor heat knob full on after engine has started. Leave
on until engine is running smoothly.
(11) Lock Primer.
NOTE
If the engine does not start during the first few attempts, or
if engine firing diminishes in strength, it is probable that
the spark plugs have been frosted over. Preheat must be
used before another start is attempted.
IMPORTANT
Pumping the throttle may cause raw fuel to accumulate in the
intake air duct, creating a fire hazard in the event of a backfire.
If this occurs, maintain a cranking action to suck flames into
the engine. An outside attendant with a fire extinguisher is
advised for cold starts without preheat.
During cold weather operations, no indication will be apparent on the oil
temperature gage prior to take-off if outside air temperatures are very cold.
After a suitable warm-up period (2 to 5 minutes at 1000 RPM), accelerate the
engine several times to higher engine RPM. If the engine accelerates
smoothly and the oil pressure remains normal and steady, the airplane is
ready for take-off.
Carburetor heat may be used to overcome any occasional engine
roughness due to ice.
When operating in sub-zero temperature, avoid using partial carbu-
retor heat. Partial heat may increase the carburetor air temperature to the
32° to 70°F range, where icing is critical under certain atmospheric
conditions.
Refer to Section VII for cold weather equipment.
HOT WEATHER OPERATION.
Refer to the general warm temperature starting information under
Starting Engine in this section. Avoid prolonged engine operation on the
ground.
FLIGHT OPERATIONS.
Take-off is made normally with carburetor heat off.
leaning in cruise.
2-18
Avoid excessive
2-19

SectionIII
EMERGENCY PROCEDURES
Emergencies caused by aircraft or engine malfunctions are extremely rare
if proper pre-flight inspections and maintenance are practiced. Enroute weather
emergencies can be minimized or eliminated by careful flight planning and
good judgement when unexpected weather is encountered. However, should an
emergency arise the basic guidelines described in this section should be
considered and applied as necessary to correct the problem.
ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS.
Malfunctions in the electrical power supply system can be detected by
periodic monitoring of the ammeter and over-voltage warning light; however,
the cause of these malfunctions is usually difficult to determine. A broken
alternator drive belt or wiring is most likely the cause of alternator failures,
although other factors could cause the problem. A damaged or improperly
adjusted voltage regulator can also cause malfunctions. Problems of this nature
constitute an electrical emergency and should be dealt with immediately.
Electrical power malfunctions usually fall into two categories: excessive rate
of charge and insufficient rate of charge. The paragraphs below describe the
recommended remedy for each situation.
EXCESSIVE RATE OF CHARGE.
After engine starting and heavy electrical usage at low engine speeds (such
as extended taxiing) the battery condition will be low enough to accept above
normal charging during the initial part of a flight. However, after thirty
minutes of cruising flight, the ammeter should be indicating less than two
needle widths of charging current. If the charging rate were to remain above
this value on a long flight, the battery would overheat and evaporate the
electrolyte at an excessive rate. Electronic components in the electrical system
could be adversely affected by higher than normal voltage if a faulty voltage
regulator setting is causing the
3-1

overcharging. To preclude these possibilities, an over-voltage sensor will
automatically shut down the alternator and the over-voltage warning light will
illuminate if the charge voltage reaches approximately 16 volts. Assuming
that the malfunction was only momentary, an attempt should be made to
reactivate the alternator system. To do this, turn both sides of the master
switch off and then on again. If the problem no longer exists, normal
alternator charging will resume and the warning light will go off. If the light
comes on again, a malfunction is confirmed. In this event, the flight should
be terminated and/or the current drain on the battery minimized because the
battery can supply the electrical system for only a limited period of time. If
the emergency occurs at night, power must be conserved for later use of the
landing light and flaps during landing.
INSUFFICIENT RATE OF CHARGE.
If the ammeter indicates a continuous discharge rate in flight, the
alternator is not supplying power to the system and should be shut down since
the alternator field circuit may be placing an unnecessary load on the system.
All non-essential equipment should be turned "OFF" and the flight terminated
as soon as practical.
ROUGH ENGINE OPERATION OR LOSS OF POWER.
CARBURETOR ICING.
A gradual loss of RPM and eventual engine roughness may result from
the formation of carburetor ice. To clear the ice, apply full throttle and pull
the carburetor heat knob full out until the engine runs smoothly; then remove
carburetor heat and readjust the throttle. If conditions require the continued
use of carburetor heat in cruise flight, use the minimum amount of heat
necessary to prevent ice from forming and lean the mixture slightly for
smoothest engine operation.
SPARK PLUG FOULING.
An engine roughness in flight may be caused by one or more spark plugs
becoming fouled by carbon or lead deposits. This may be verified by turning
the ignition switch momentarily from "BOTH" to either "LEFT" or "RIGHT"
position. An obvious power loss in single ignition operation is evidence of
spark plug or magneto trouble. Assuming that spark plugs are the more likely
cause, lean the mixture to the normal lean setting for cruising flight. If the
problem does not clear up in several minutes, de-
3-2
termine if a richer mixture setting will produce smoother operation. If not,
proceed to the nearest airport for repairs using the "BOTH" position of the
ignition switch unless extreme roughness dictates the use of a single ignition
position.
MAGNETO MALFUNCTION.
A sudden engine roughness or misfiring is usually evidence of magneto
problems. Switching from "BOTH" to either "LEFT" or "RIGHT" ignition
switch position will identify which magneto is malfunctioning. Select different
power settings and enrichen the mixture to determine if continued operation
on "BOTH" magnetos is practicable. If not, switch to the good magneto and
proceed to the nearest airport for repairs.
LOW OIL PRESSURE.
If low oil pressure is accompanied by normal oil temperature, there is a
possibility the oil pressure gage or relief valve is malfunctioning. A leak in
the line to the gage is not necessarily cause for an immediate precautionary
landing because an orifice in this line will prevent a sudden loss of oil from
the engine sump. However, a landing at the nearest airport would be
advisable to inspect the source of trouble.
If a total loss of oil pressure is accompanied by a rise in oil temperature,
there is reason to suspect an engine failure is imminent. Reduce engine
power immediately and select a suitable forced landing field. Leave the engine
running at low power during the approach, using only the minimum power
required to reach the desired touchdown spot.
FORCED LANDINGS.
PRECAUTIONARY LANDING WITH ENGINE POWER.
Before attempting an "off airport" landing, one should drag the landing
area at a safe but low altitude to inspect the terrain for obstructions and
surface conditions, proceeding as follows:
(1) Drag over selected field with flaps 20° and 70 MPH airspeed, noting
the preferred area for touchdown for the next landing approach. Then
retract flaps after well clear of all obstacles.
(2) On downwind leg, turn off all switches except the ignition and
master switches.
3-3

(3) Approach with flaps 40° at 70 MPH.
(4) Unlatch cabin doors prior to final approach.
(5) Before touchdown, turn ignition and master switches "OFF."
(6) Land in a slightly tail-low attitude.
EMERGENCY LANDING WITHOUT ENGINE POWER.
If an engine stoppage occurs, establish a flaps up glide at 80 MPH. If
time permits, attempt to restart the engine by checking for fuel quantity,
proper fuel selector valve position, and mixture control setting. Also check
that engine primer is full in and locked and ignition switch is properly
positioned.
If all attempts to restart the engine fail, and a forced landing is im-
minent, select a suitable field and prepare for the landing as follows:
(1) Pull mixture control to idle cut-off position.
(2) Turn fuel selector valve handle to "OFF."
(3) Turn all switches "OFF" except master switch.
(4) Airspeed -- 70 to 80 MPH (flaps up).
(5) Extend wing flaps as necessary within gliding distance of field.
(6) Airspeed -- 65 to 75 MPH (flaps down).
(7) Turn master switch "OFF."
(8) Unlatch cabin doors prior to final approach.
(9) Land in a slightly tail-low attitude.
(10) Apply heavy braking while holding full up elevator.
DITCHING.
Prepare for ditching by securing or j ettisoning heavy obj ects located in
the baggage area, and collect folded coats or cushions for protection of
occupant's face at touchdown. Transmit Mayday message on 121. 5 MHz.,
giving location and intentions.
(1) Plan approach into wind if winds are high and seas are heavy. With
heavy swells and light wind, land parallel to swells.
(2) Approach with flaps 40° and sufficient power for a 300 ft. /min.
rate of descent at 70 MPH.
(3) Unlatch the cabin doors.
(4) Maintain a continuous descent until touchdown in level attitude.
Avoid a landing flare because of difficulty in judging airplane height
over a water surface.
(5) Place folded coat or cushion in front of face at time of touchdown.
(6) Evacuate airplane through cabin doors. If necessary, open win-
3-4
dow to flood cabin compartment for equalizing pressure so that door can be
opened.
(7) Inflate life vests and raft (if available) after evacuation of cabin. The
aircraft can not be depended on for flotation for more than a few minutes.
DISORIENTATION IN CLOUDS.
When flying in marginal weather, the pilot should make sure that the
Wing Leveler control knob (if installed) is "ON." However, if the airplane is
not equipped with this device or gyro horizon and directional gyro instruments,
the pilot will have to rely on the turn coordinator (or turn and bank indicator) if
he inadvertently flies into clouds. The following instructions assume that only
one of the latter two instruments is available.
EXECUTING A 180° TURN IN CLOUDS.
Upon entering the clouds, an immediate plan should be made to turn back
as follows:
(1) Note the time of the minute hand and observe the position of the
sweep second hand on the clock.
(2) When the sweep second hand indicates the nearest half-minute,
initiate a standard rate left turn, holding the turn coordinator symbolic
airplane wing opposite the lower left index mark for 60 seconds. Then
roll back to level flight by leveling the miniature airplane.
(3) Check accuracy of the turn by observing the compass heading which
should be the reciprocal of the original heading.
(4) If necessary, adjust heading primarily with skidding motions rather
than rolling motions so that the compass will read more accurately.
(5) Maintain altitude and airspeed by cautious application of elevator
control. Avoid over controlling by keepingthe hands off the control
wheel and steering only with rudder.
EMERGENCY LET-DOWNS THROUGH CLOUDS.
If possible, obtain radio clearance for an emergency descent through
clouds. To guard against a spiral dive, choose an easterly or westerly heading
to minimize compass card swings due to changing bank angles. In addition,
keep hands off the control wheel and steer a straight course with rudder
control by monitoring the turn coordinator. Occasionally
3-5
1