GCroQ. Cessna. Bo~oe-;J ~Y/,J6 HODEL. 'c,t..cj,& OWNERS MANUAL ..A...:N"D MORE PEOPLE BUY AND FLY CESSNA AIRPLANES THAN ANY OTH ER MAKE

Transcription

1 GCrQ ~ Cessna. MORE PEOPLE BUY AND FLY CESSNA AIRPLANES THAN ANY OTH ER MAKE B~e-;J ~Y/,J6 'c,t..cj,& -1 HODEL 172..A.:N"D 1974 s t I, WORLD'S LARGEST PRO DUCER OF GENERAL AVIATION AIRCRAFT SINCE OWNERS MANUAL

2 .::TU Ht!, :H 2.tJCO PERFORMANCE - SPECIFICATIONS ================ Mdel 172* Skyhawk* GROSS WEIGHT lbs 23lbs SPEED: Tp Speed at Sea Level mph 144 mph Cruise, 75% Pwer at 8 ft 135 mph 138 mph RANGE: Cruise, 75% Pwer at 8 ft 635 mi 65 mi 38 Gallns, N Reserve 4.7 hrs 4.7 hrs 135 mph 138 mph Cruise, 75% Pwer at 8 ft.795 mi 815 mi 48 Gallns, N Reserve 5.9 hrs 5.9 hrs 135 mph 138 mph Maximum Range at 1, ft.695 mi 7 mi 38 Gallns, N Reserve 6. brs 6. hrs 116 mph 117 mph Maximum Range at 1, ft.87 ml 875 mi 48 Gallns, N Reserve 7.5 hrs 7.5 hrs 116 mph 117 mph RATE OF CLIMB AT SEA LEVEL.645 fpm 645 fpm SERVICE CEILING. 13,1 ft 13,1 ft TAKE-OFF: Grund Run ft 865 ft Ttal Distance Over 5- Ft Obstacle 1525 ft 1525 ft LANDING: Grund Rll ft 52 ft Ttal Distance Over 5- Ft Obstacle 125 ft 125 ft STALL SPEED: Flaps Up, Pwer Off mph 57 mph Flaps Dwn, Pwer Off...49 mph 49 mph EMPTY WEIGHT (Apprximate) 13 lbs 1345lbs USEFUL LOAD (ApprOximate)..11bs 955lbs BAGGAGE. 12lbs 12lbs WING LOADING: Punds/Sq Ft POWER LOADING: Punds/HP FUEL CAPACITY: Ttal Standard Tanks gal. 42 gal. Optinal Lng Range Tanks 52 gal. 52 gal. OIL CAPACITY: Ttal qts 8 qts PROPELLER: Fixed Pitch, Diameter..75 inches 75 inches ENGINE: Lycming Engine....O-32-E2D -32-E2D 15 rated HP at 27 RPM I<~f '~A- djlfra &ts~?/ri ~~CYOOt)-~ CONGRATULATIONS Welcme t the ranks f Cessna wners! Yur Cessna has been designed and cnstructed t give yu the mst in perfrmance, ecnmy, and cmfrt. It is ur desire that yu will find flying it, either fr business r pleasure, a pleasant and prfitable experience. This Owner's Manual has been prepared as a guide t help yu get the mst pleasure and utllity frm yur Mdel 172/Skyhawk. It cntains infrmatin abut yur Cessna's equj.pment, perating prcedures, and perfrmance; and suggestia.s fr its servicing and care. We urge yu t read it frm cver t cver, and t refer t it frequently. Our interest in yur flying pleasure has nt ceased with yur purchase f a Cessna. Wrld-wide, the Cessna Dealer Organizatin backed by the Cessna Service Department stands ready t serve yu. The fllowing services are ffered by mst Cessna Dealers: THE CESSNA WARRANTY -- It is designed t prvide yu with the mst cmprehensive cverage pssible: a. N exclusins b. Cverage includes parts and labr c. Available at Cessna Dealers wrld wide d. Best in the industry SpecifiC benefits and prvisins f the warranty plus ther imprtant benefits fr yu are cntained in yur Custmer Care Prgram bk supplied with yur aircraft. Warranty service is available t yu at any authrized Cessna Dealer thrughut the wrld upn presentatin f yur Custmer Care Card Which establishes yur eligibility under the warranty. FACTORY TRAINED PERSONNEL t prvide yu with curteus expert service. FACTORY APPROVED SERVICE EQUIPMENT t prvide yu with the mst efficient and accurate wrkmanship pssible. A STOCK OF GENUINE CESSNA SERVICE PARTS n hand when yu need them. THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING CESSNA AIRPLANES, since Cessna Dealers have all f the Service Manuals and Parts Catalgs, kept current by Service Letters and Service News Letters, published by Cessna Aircraft Cmpany. *This manual cvers peratin f the Mdel 172/Skyhawk which is certificated as Mdel 172M under faa Type Certificate N. 3A12. The manual als cvers peratin f the Reims/Cessna Fin Skyhawk which is certificated as Mdel F172M under French Type Certificate N. 25 and FAA Type Certificate N. A4EU. COPYRIGHT 1985 D CPS-7S-8/92 Cessna Aircraft Cmpany Wichita, Kansas USA We urge all Cessna wners t use the Cessna Dealer Organizatin t the fuil~st. A current Cessna Dealer Directry accmpanies yur new airplane. The Directry is revised frequently, and a current cpy can be btained frm yur Cessna Dealer. Make yur Directry ne f yur crss-cuntry flight planning aids; a warm welcme awalts yu at every Cessna Dealer. i..j

3 I -. Secti(J I OPERATING CHECK LIST.tn._ One f the first steps in btaining the utmst perfrmance, service, and flying enjyment frm yur Cessna is t familiarize yurself with yur aircraft1s equipment, systems, and cntrls. This can best be dne by reviewing this equipment while sitting in the aircraft. Thse items whse functin and peratin are nt bvius are cvered in Sectin n. Sectin I lists; in Pilt's Check List frm, the steps necessary t perate yur aircraft efficiently and safely. It is nt a check list in its true frm as it is cnsiderably lnger, but it des cver briefly all f the pints that yu shuld knw fr a typical flight. An abbreviated check list cvering the "Befre Take-Off" and "Befre Landing" phases f aircraft peratin is prvided n a plastic card and nrmally stwed in the map cmpartment. This abbreviated check list is a cnvenient reference f key items t be rechecked immediately prir t taxiing int psitin fr take-ff and befre entering the final apprach fr landing. The flight and peratinal characteristics f yur aircraft are nrmal in all respects. There are n "uncnventinal" characteristics r peratins that need t be mastered. All cntrls respnd in the nrmal way within the entire range f peratin. All airspeeds mentined in Sectins I, nand m are indicated airspeeds. Crrespnding calibrated airspeeds may be btained frm the Airspeed Crrectin Table in Sectin VI. BEFORE ENTERING THE AIRPLANE. (1) Make an exterir inspectin in accrdance with figure 1-1. I j i 1-1 I I J

4 CD a. b. c. Nte ReIer t inside back CDWI' f this manual fr quantities, materials, and specificatins 1 frequently used S8fYice itema. Visually check aircraft fr general cnditin during walkarund inspectin. In cld weather, remve even small accumulatins f frst, ice r snw frm wing, tail and cntrl surfaces. Als, make sure that cntrl surfaces cntain n internal accumulatins f ice r debris. If night flight is planned, check peratin f all lights, and make sure a flashlight is available. Remve cntrl wheel lck. Check ignitin switch OFF. Turn n master switch and check fuel quantity indicatrs; then turn ff master switch. d. Check fuel selectr valve handle n BOTH. e. Check baggage dr fr security. Lck With key if children are t ccupy child's seat. ~"""""""""""""""""""""--Figure 1-2 a. Remve rudder gust lck, if installed. b. Discnnect tall tie-dwn. c. Check cntrl surfaces fr freedm f mvement and security. a. Check ailern fr freedm f mvement and a. Discnnect Wing tie-dwn. b. Check main wheel tire fr prper inflatin. c. Visually check fuel quantity; then check fuel filler cap secure. a. Check il level. D nt perate with less than six quarts. Fill t eight quarts fr extended flights. b. Befre first flight f the day and after each refueling, drain fuel strainer. With fuel selectr valve turned t the left and right tank positins, pull ut strainer drain knb fr abut fur secnds t clear fuel system f pssible water and sed! ment. After bth tanks have been drained, make sure that strainer drain is clsed. If water is bserved in these checks, the system may cntain additinal water, and the fuel tank sump drain plugs and fuel selectr valve drain plug shuld be remved t check fr the presence f water. c. Check prpeller and spinner fr nicks and security. d. Check landing light(s) fr cnditin and cleanliness. e. Check carburetr air filter fr restrictins by dust r ther freign matter. f. Check nse wheel strut and tire fr prper inflatin. g. Discnnect tie-dwn rpe. h. Inspect flight instrument static surce pening n side f fuselage fr stppage (left side nly). a. Check main wheel'tire fr prper inflatin. b. Visually check fuel quantity, then check fuel filler cap secure. CD a. llemve pitt tube cver, if installed, and check pitt tube pening fr stppage.. b. Check fuel tank vent pening fr stppage. c. Check stall warning vent pening fr stppage. d. Discnnect wing a. Check ailern fr freedm f mvement and security J 1-3.J"

5 BEFORE STARTING THE ENGINE. '~ (1) Seats, Seat Belts and Shulder Harnesses -- Adjust and lck. (2) Fuel Selectr Valve -- JWTH. (3) Brakes -- Test and set. " (4) Radis and Electrical Equipment -- OFF. STARTING THE ENGINE. (1) Mixture -- Rich. (2) Carburetr Heat -- Cld. (3) Primer strkes as required (nne if engine is warm). Clse and lck primer. (4) Thrttle -- Open 1/8". (5) Master Switch -- ON. (6) Prpeller Area -- Clear. (7) Ignitin Switch -- START (release when engine starts). (8) Oil Pressure -- Check. BEFORE TAKE-OFF. (1) Parking Brake -- Set. (2) Flight Cntrls -- Check fr free and crrect mvement. (3) Fuel Selectr Valve -- BOTH. (4) Elevatr Trim Cnti-l Wheel -- TAKE-OFF setting. (5) Thrttle Setting RPM. (6) Engine Instrwnents and Ammeter -- Check. (7) SUctin Gage -- Check (4.6 t 5.4 inches f mercury)., (8) Magnets -- Check (RPM drp shuld nt exceed 125 RPM n either magnet r 5 RPM differentiall?etween magnets). (9) Carburetr Heat -- Check peratin. (1) Flight Instrwnents and Radis -- Set. (11) Optinal Autpilt -- Off. (12) Thrttle Frictin Lck -- Adjust. (13) Cabin Drs and Windw -- Clsed and lcked. (2) Carburetr Heat -- Cld. (3) Pwer -- Full thrttle. (4) Elevatr Cntrl -- Lift nse wheel at 6 MPH. (5) Climb Speed t 85 MPH. MAXIMUM PERFORMANCE TAKE.OfF. (1) Wing Flaps -- ". (2) Carburetr Heat -- Cld. (3) Brakes -- Apply. (4) Pwer -- Full thrttle. (5) Brakes -- Release. (6) Airplane Attitude -- Slightly tail lw. (7) Climb Speed MPH until all bstacles are cleared. ENROUTE CLIMB. (1) Airspeed -- 8 t 9 MPH. If a maximum perfrmance climb is necessary, use speeds shwn in the Maximum Rate-Of-Climb Data chart in Sectin VI. (2) Pwer -- Full thrttle. (3) Mixture -- Full rich (mixture may be leaned abve 3 feet). CRUISING. (1) Pwer t 27 RPM. (2) Elevatr Trim Cntrl Wheel -- Adjust. (3) Mixture -- Lean fr maximum RPM. TAKE-OFF. NORMAL TAKE.OfF. (1) Wing Flaps -- ". LET-DOWN. (1) Mixture -- Rich. (2) Pwer -- As desired. (3) Carburetr Heat -- As required t prevent carburetr icing

6 BEFORE LANDING. (1) Fuel Selectr Valve -- Bth. (2) Mixture -- Rich. (3) Carburetr Heat -- Apply full heat befre clsing thrttle. (4) Wing Flaps -- As desired. (5) Airspeed -- 7 t 8 MPH (flaps up), 65 t 75 -MPH (flaps dwn). BALKED LANDING (GO-AROUND). (1) Pwer -- Full thrttle. (2) Carburetr Heat -- Cld. (3) Wing Flaps -- Retract t 2. (4) Upn reaching an airspeed f apprximately 65 MPH, retract flaps slwly. NORMAL LANDING. (1) Tuchdwn -- Main wheels first. (2) Landing Rll -- Lwer nse wheel gently. (3) Braking -- Minimum required. l AFTER LANDING. (1) Wing Flaps -- Up. (2) Carburetr Heat -- Cld. SECURING AIRCRAFT. (1) Parking Brake -- Set. (2) Radis and Electrical Equipment -- OFF. (3) Mixture -- Idle cut-ff (pulled full ut). (4) Ignitin and Master Switch -- OFF. (5) Cntrl Lck -- Installed

7 -- Sectin II ~============~~~ >--~ DESCRIPTION AND OPERATING DETAILS The fllwing paragraphs describe the systems and equipment whse functin and peratin is nt bvius when Sitting in the aircraft. This sectin als cvers in smewhat greater detail sme f the items listed in Check List frm in Sectin I that require further explanatin. FUEL SYSTEM. Fuel is supplied t the engine frm tw tanks, ne in each Wing. With the fuel selectr valve n BOTH, the ttal usable fuel fr all flight cnditins is 38 gallns fr the standard tanks. Fuel frm each wing tank flws by gravity t a selectr valve. Depending upn the setting f the selectr valve, fuel frm the left, right, r bth tanks flws thrugh a fuel strainer and carburetr t the engine inductin system Clck (Opt.) 2. Aircraft Registratin Number 3. Flight Inslrllment Grup 4. Sllctln Gage (Opt.) 5. Marker Beacn Indicatr Lights and Switches (Opt.) 6. Altimeter, Vertical Speed Indtcatr (Opt.) and Tachmeter 7. Omnl Curse Indicatrs (Opt.) and ADF Bearing Indicatr (Opt.) 8. Magnetic Cmpass 9. Radi Selectr Switches (Opt.) 1. Rear View Mirrr (Opt.) 11. RadIs and Transpnder (Opt.) 12. FIleI and Oil Gage. 13. Over-Vltage Warning Light 14. Ammeter (Opt.) 15. Optinal Instrument Space 16. Radt (Opt.) 17. Optinal RadI Space 18. Map Cmpartment 19. Wing Flap Psitin Indicatr 2. Cigar Lighter 21. Cabin AirIHeat Cntrl Knb. 22. WIng Flap Switch 23. Static Pre.lIW'e Alternate Surce Valve (Opt.) Figure Mixture Cntrl Knb 25. Autpilt Cntrl Untt (Opt.) 26. Micrphne (Opt.) 27. FIleI Selectr Valve Handle 28. Elevatr Trim Cntrl Wheel ThrWe (WIth Frictin Lck) Carburetr Heat Cntrl Knb 31. Electrical Switches 32. Ctrcntt Breakers 33. Parking Brake Handle 34. OptInal Instrument Space 35. ignitin/starter Switch 36. Instrument and!tadl Dial Light Rhestats 37. Master Switch 38. Primer The fuel selectr valve shuld be in the BOTH psitin fr take-off, climb, landing, and maneuvers that invlve prlnged slips r skids. Qperatin frm either LEFT r RIGHT tank is reserved fr cruising flight. With lw fuel (1/8th tank r less), a prlnged steep descent (15 feet r mre) with partial pwer, full flaps, and 8 MPH r greater shuld be avided due t the pssibility f the fuel tank utlets being uncvered, causing temprary fuel starvatin. If starvatin ccurs, leveling the nse shuld restre pwer within 2 secnds. When the fuel selectr valve handle is in the BOTH psitin in cruising flight, unequal fuel flw frm each 2-1

8 FUEL SYSTEM SCHEMATIC LEFT FUBL TANK RIGHT FUEL TANK. tank may ccur if the wings are nt maintained exactly level. Resulting wing heaviness can be alleviated gradually by turning the selectr valve handle t the tank in the "heavy" wing. _1IIIl"UIH.IID. PLil.CIt 'I'lIlI J"IJlIL IIIWIC'Ma YALVIt IJI BI'IBIIR UIrI' OR algin' lpost'noiiic m IPBIWJIIft ClUB-I'DIlDG. m J"IIIILCAPAarr SELBCTOR VALVB B:INE.~ --CODE----, FUBL SUPPLY DVBNT MECHANICAL UNKAGB MIXTURE TO BNGINE Figure 2-2. FUEL Sl'RAINER --f:ldj THROTTLE ----~ CONTROL KNOB It is nt practical t measure the time required t cnsume all f the fuel in ne tank, and, after switching t the ppsite tank, expect an equal duratin frm the remaining fuel. The airspace in bth fuel tanks is intercnnected by a vent line (figure 2-2) and, therefre, sme slshing f fuel between tanks can be expected when the tanks are nearly full and the wings are nt level. Fr fuel system servicing infrmatin, refer t Servicing Requirements n the inside back cver. LONG RANGE FUEL TANKS. Special wings with lng range fuel tanks are available t replace the standard wings and fuel tanks fr greater endurance and range. When these tanks are installed, the ttal usable fuel fr all flight cnditins is 48 gallns. ELECTRICAL SYSTEM. Electrical energy is supplied by a 14-vlt, direct-current system pwered by an engine-driven alternatr (see figure 2-3). A 12- vlt battery is lcated n the left-hand frward prtin f the firewall. Pwer is supplied t all electrical circuits thrugh a split bus bar, ne side cntaining electrnic systems and the ther side having general electrical systems. Bth sides f the bus are n at all times except when either an external pwer surce is cnnected r the ignitin/starter switch is turned n; then a pwer cntactr is autmatically activated t pen the circuit t the electrnic bus. Islating the electrnic circuits in this manner prevents harmful transient vltages frm damaging the transistrs in the electrnic equipment MASTER SWITCH. The master switch is a split-rcker type switch labeled MASTER, and is ON in the up psitin and OFF in the dwn psitin. The right half /

9 ELECTRICAL SYSTEM S(HE"Am ~jii""-to OYH..YOUAOI SINSOI AND III'ASTII 5wnCM TO AUTOMATIC PllOr (On) f the switch, labeled BAT, cntrls all electrical pwer t the airplane. The left half, labeled ALT cntrls the alternatr. Nrmally, bth sides f the master switch shuld be used simultaneusly; hwever, the BAT side f the switch culd be turned ON separately t check equipment while n the grund. The ALT side f the switch, when placed in the OFF psitin, remves the alternatr frm the electrical system. With this switch in the OFF psitin, the entire electrical lad is placed n the battery. Cntinued peratin with the alternatr switch OFF will reduce battery pwer lw enugh t pen the battery cntactr, remve pwer frm the alternatr field, and prevent alternatr restart. AMMETER. TO AUDIO AM'Ufla In, r-:::--f1m MIl,NAfOI aus ~lt--r LAHD.NO LlOH'~S} ("' The ammeter indicates the flw f current, in amperes, frm the alternatr t the battery r frm the battery t the aircraft electrical system. When the engine is perating and the master switch is ON, the ammeter indicates the charging rate applied t the battery. In the event the alternatr is nt functioning r the electrical lad ex:ceeds the utput f the alternatr, the ammeter indicates the discharge rate f the battery. OVER-VOLTAGE SENSOR AND WARNING LIGHT. TO NAVIGAtiON UGHT CIICUIt IllAttu The aircraft is equipped with an autmatic ver-vltage prtectin system cnsisting f an ver-vltage sensr behind the instrument panel and a red warning light, labeled HIGH VOLTAGE, under the il temperature and pressure gages. I * COOl Q) CIICUIT luana {PUSH.TO.URn 'US' DIOD. tnt IU'.TOI.. CA'ACltOI (NOlSt nu l1 MAONlTa, ~).-TO W'NG n., S.STlM w{'i)}..-to STIOU LIGHTS (OPt} TO mt MlAt STllEM COpy) In the event an ver-vltage cnditin ccurs, the ver-vltage sensr autmatically remves alternatr field current and shuts dwn the alternatr. The red warning light will then turn n, indicating t the pilt that the alternatr is nt perating and the aircraft battery is supplying all electrical pwer. The ver-vltage sensr may be reset by turning the master switch ff and back n again. If the warning light des nt illuminate, nrmal alternatr charging has resumed; hwever, if the light des illuminate again, a malfunctin has ccurred, and the flight shuld be terminated as sn as practical. Figure 2-3. The ver-vltage warning light may be tested by mmentarily turning ff the ALT prtin f the master switch and leaving the BAT prtin _ J'

10 turned n. CIRCUIT BREAKERS AND FUSES. The majrity f electrical circuits in the airplane are prtected by "push-t-reset" circuit breakers munted n the instrument panel. Exceptins t this are the ptinal clck and flight hur recrder circuits, and the battery cntactr clsing (external pwer) circuit which have fuses munted adjacent t the battery. Als, the cigar lighter is prtected by a manually reset type circuit breaker munted directly n the back f the lighter behind the instrument panel. When mre than ne radi is installed, the radi transmitter relay (which is a part f the radi installatin) is prtected by the navigatin lights circuit breaker labeled NAV LT. It is imprtant t remember that any malfunctin in the navigatin lights system which causes the circuit breaker t pen will de-activate bth the navigatin lights and the transmitter relay. In this event, the navigatin light switch shuld be turned ff t islate the circuit; then reset the circuit breaker t reactivate the transmitter relay and permit its usage. D nt turn n the navigatin lights switch until the malfunctin has been crrected. vicinity f ther aircraft, r during flight thrugh cluds, fg r haze. INTERIOR LIGHTING. TIluminatin f the instrument panel is prvided by red fld lighting in the frward prtin f the verhead cnsle. The magnetic cm);8ss and radi equipment have integral lighting. A dual rhestat cntrl n the left switch and cntrl panel perates these lights. The inner knb, labeled PANEL, perates the instrument panel and cm);8ss lighting. The uter knb, labeled RADIO, cntrls all radi lighting. A cabin dme light is lcated in the verhead cnsle, and is perated by a switch adjacent t the light. T turn the light n, mve the switch t the right. This will als perate the ptinal curtesy lights. An ptinal map light may be munted n the bttm f the pilt's cntrl wheel. The light illuminates the lwer prtin f the cabin, just frward f the pilt, and is helpful when checking maps and ther flight data during night peratins. T perate the light, first turn n the NAV LT switch, then adjust the map light's intensity with the disk. type rhestat cntrl lcated n the bttm f the cntrl wheel. LIGHTING EQUIPMENT. EXTERIOR LIGHTING. Cnventinal navigatin lights are lcated n the wing tips and tp f the rudder. Optinal lighting includes a single landing light r dual landing/taxi lights in the cwl nse cap, a flashing beacn n the tp f the vertical fin, a strbe light n each wing tip, and tw curtesy lights, ne under each wing, just utbard f the cabin dr. The curtesy lights are cntrlled by the dme light switch lcated n the verhead cnsle. All ther exterir lights are cntrlled by rcker type switches lcated n the left switch and cntrl panel. The switches are ON in the up psitin and OFF in the dwn psitin. The flashing beacn shuld nt be used when flying thrugh cluds r vercast; the flashing light reflected frm water drplets r particles in the atmsphere, particularly at night, can prduce vertig and lss f rientatin. The tw high intensity strbe lights will enhance anti-cllisin prtectin. Hwever, the lights shuld be turned ff when taxiing in the A drpst map light is als ffered as ptinal equipment, and is lcated at the tp f the left frward drpst. The light cntains bth red and white bulbs, and may be psitined t illuminate any area desired by the pilt. A switch n the left frward drpst is labeled RED, OFF, and WHITE. PlaCing the switch in the tp psitin will prvide a red light. In the bttm psitin, standard white lighting is prvided. The center psitin is OFF. WING FLAP SYSTEM. The wing flaps are electrically perated by a flap mtr lcated in the right wing. Flap psitin is cntrlled by a switch, labeled WING FLAPS n the lwer center prtin f the instrument panel. Flap psi tin is shwn by an indicatr n the lwer right prtin f the instrument panel belw the right cntrl wheel psitin. T extend the wing flaps, the flap switch must be depressed and held in the DOWN psitin until the desired degree f extensin is reached. Releasing the switch allws it t return t the center ff psitin. Nrmal full flap extensin in flight will require approximately 9 secnds. Mter the flaps reach maximum extensin r retractin, limit switches will ;l

11 autmatically shut ff the flap mtr. T retract the flaps, place the flap switch in the UP psitin. The switch will remain in the UP psitin withut manual assistance due t an ver-center design f the switch. Full flap retractin in flight requires apprximately 7 secnds. Mre gradual flap retractin can be accmplished by intermittent peratin f the flap switch t the UP psitin. After full retractin, the switch is nrmally returned t the center ff psitin. CABIN HEATING, VENTILATING AND DEFROSTING SYSTEM. Fr cabin ventilatin, pull the CABIN AIR knb ut. T raise the air temperature, pull the CABIN HT knb ut apprximately 1/4" t 1/2" fr a small amunt f cabin heat. Additinal heat is available by pulling the knb ut farther; maximum heat is available with the CABIN HT knb pulled ut and the CABIN AIR knb pushed full in. When n heat is desired in the cabin, the CABIN HT knb is pushed full in. Frnt cabin heat and ventilating air is supplied by utlet hles spaced acrss a cabin manifld just frward f the pilt's and cpilt's feet. Rear cabin heat and air is supplied by tw ducts frm the manifld, ne extending dwn each side f the cabin t an utlet at the frnt dr pst at flr level. Windshield defrst air is als supplied by a duct leading frm the cabin manifld. Tw knbs cntrl sliding valves in the defrster utlet and permit regulatin f defrster airflw. Separate adjustable ventilatrs supply additinal air; ne near each upper crner f the windshield supplies air fr the pilt and cpilt, and tw ptinal ventilatrs in the rear cabin ceiling supply air t the rear seat passengers. SHOULDER HARNESSES. Shulder harnesses are prvided as standard equipment fr the pilt and frnt seat passenger, and as ptinal equipment fr the rear seat passengers. 2-8 Each frnt seat harness is attached t a rear dr pst just abve windw line and is stwed behind a stwage sheath munted abve the cabin dr. T stw each frnt seat harness, fld the free end and place it behind the sheath. The ptinal rear seat shulder harnesses are attached just behind the lwer crners f the aft side windws. Each harness is stwed behind a stwage sheath lcated abve the aft side windw. T use the frnt and rear seat shulder harnesses, fasten and adjust the seat belt first. Remve the harness frm the stwed positin, and lengthen as required by pulling n the end f the harness and the narrw release strap. Snap the harness metal stud firmly int the retaining slt adjacent t the seat belt buckle. Then adjust t length by pulling dwn n the free end f the harness. A prperly adjusted harness will permit the ccupant t lean frward enugh t sit cmpletely erect but is tight enugh t prevent excessive frward mvement and cntact with bjects during sudden deceleratin. Als, the pilt will want the freedm t reach all cntrls easily. Releasing and remving the shulder harness is accmplished by pulling upward n the narrw release strap and remving the harness stud frm the slt in the seat belt buckle. In an emergency, the shulder harness may be remved by releasing the seat belt first and pulling the harness ver the head by pulling up n the release strap. STARTING ENGINE. During engine starting, pen the thrttle apprximately 1/8 inch. In warm temperatures, ne r tw strkes f the primer shuld be sufficient. In cld weather, up t six strkes f the primer may be necessary. If the engine is warm, n priming will be required. In extremely cld temperatures, it may be necessary t cntinue priming while cranking the engine. Weak intermittent firing fllwed by puffs f black smke frm the exhaust stack indicates verpriming r flding. Excess fuel can be cleared frm the cmbustin chambers by the fllwing prcedure: Set the mixture cntrl full lean and the thrttle full pen; then crank the engine thrugh several revlutins with the starter. Repeat the starting prcedure withut any additinal priming. If the engine is underprimed (mst likely in cld weather with a cld 2-9 I )' 'i : ~ ;1 'I!! I ' -'

12 TAXIING DIAGRAM engine) it will nt fire at all, and additinal priming will be necessary. As sn as the cylinders begin t fire, pen the thrttle slightly t keep it running. After starting, if the il gage des nt begin t shw pressure within 3 secnds in the summertime and abut twice that lng in very cld weather, stp engine and investigate. Lack f il pressure can cause serius engine damage. After starting, avid the use f carburetr heat unless icing cnditins prevail. Additinal details fr cld weather starting and peratin may be fund under Cld Weather Operatin in this sectin. TAXIING. When taxiing, it is imprtant that speed and use f brakes be held t a minimum and that all cntrls be utilized (see Taxiing Diagram, figure 2-4) t maintain directinal cntrl and balance. The carburetr heat cntrl knb shuld be pushed full in during all grund peratins unless heat is abslutely necessary. When the knb is pulled ut t the heat psitin, air entering the engine is nt filtered. i I IJ I, Taxiing ver lse gravel r cinders shuld be dne at lw engine speed t avid abrasin and stne damage t the prpeller tips. CODE WIND DIRECTION Strng qu.artering tail winds require CllIlUn. Avid su.dden bu.rsts f the thrtue and sharp braking when the airplane is in this attitllde. Use the steerable nse wheel and rudder t maintain directin. BEFO RE TAKE-OF F. WARM-UP. If the engine accelerates smthly, the aircraft is ready fr take-ff. Since the engine is clsely cwled fr efficient in-flight engine cling, precautins shuld be taken t avid verheating during prlnged engine peratin n the grwld. Als, lng perids f idling may cause fuled spark plugs. 2-1 Figure 2-4. MAGNETO CHECK. The magnet check shuld be made at 17 RPM as fllws. Mve 2-11 y

13 ignitin switch first t R psitin and nte RPM. Next mve switch back t BOTH t clear the ther set f plugs. Then mve switch t the L psitin, nte RPM and return the switch t the BOTH psitin. RPM drp shuld nt exceed 125 RPM n either magnet r shw greater than 5 RPM differential between magnets. IT there is a dubt cncerning peratin f the ignitin system, RPM checks at higher engine speeds will usually cnfirm whether a deficiency exists. An absence f RPM drp may be an indicatin f faulty grunding f ne side f the ignitin system r shuld be cause fr suspicin that the magnet timing is set in advance f the setting specified. ALTERNATOR CHECK. Prir t flights where verificatin f prper alternatr and vltage regulatr peratin is essential (such as night r instrument flights), a psitive verificatin can be made by lading the electrical system mmentarily (3 t 5 secnds) with the ptinal landing light (if s equipped), r by perating the wing flaps during the engine runup (17 RPM). The ammeter will remain within a needle width f zer if the alternatr and vltage regulatr are perating prperly. TAKE-OFF. POWER CHECK. It is imprtant t check full-thrttle engine peratin early in the take-ff run. Any signs f rugh engine peratin r sluggish engine acceleratin is gd cause fr discntinuing the take-ff. If this ccurs, yu are justified in making a thrugh full-thrttle, static runup befre anther take-ff is attempted. The engine shuld run smthly and turn approximately 227 t 237 RPM with carburetr heat ff and mix.ture full rich. Carburetr heat shuld nt be used during take-ff unless it Is abslutely necessary fr btaining smth engine acceleratin. Full-thrttle runups ver lse gravel are especially harmful t prpeller tips. When take-ffs must be made ver a gravel surface, it is 2-12 very imprtant that the thrttle be advanced slwly. This allws the airplane t start rlling befre high RPM is develped, and the gravel will be blwn back f the prpeller rather than pulled int it. When unavidable small dents appear in the prpeller blades, they shuld be immediately crrected as described in Sectin V under prpeller care. Prir t take-ff frm fields abve 3 feet elevatin, the mixture shuld be leaned t give maximum RPM in a full-thrttle, static runup. After full thrttle is applied, adjust the thrttle frictin lck clckwise t prevent the thrttle frm creeping back frm a maximum pwer positin. Similar frictin lck adjustments shuld be made as re<1uired in ther flight cnditins t maintain a fixed thrttle setting. WING FLAP SETTINGS. Nrmal and bstacle clearance take-us are perfrmed with wing flaps up. The use f 1 naps will shrten the grund run apprximately 1%, but this advantage is lst in the climb t a 5-ft bstacle. Therefre, the use f 1. flaps is reserved fr minimum grund runs r fr take-ff frm sft r rugh fields. If 1 f flaps are used fr minimum grund runs, it is preferable t leave them extended rather than retract them in the climb t the bstacle. In this case, use an bstacle clearance speed f 65 MPH. As sn as the bstacle is cleared, the flaps may be retracted as the airplane accelerates t the nrmal flaps-up climb speed f 8 t 9 MPH. During a high altitude take-ff in ht weather where climb wuld be marginal with 1 flaps, it is recmmended that the flaps nt be used fr take-ff. Flap settings greater than 1. are nt recmmended at any time fr take-ff. PERFORMANCE CHARTS. Cnsult the Take-Off Data chart in Sectin VI fr take-ff distances under varius grss weight, altitude, headwind, temperature, and runway surface cnditins. CROSSWIN TAKE-OFFS. Take-Us int strng crsswinds nrmally are perfrmed with the minimum flap setting necessary fr the field length t minimize the drift angle immediately after take-ff. The airplane is accelerated t a speed Slightly higher than nrmal, then pulled ff abruptly t prevent 2-13 q I I.

14 pssible settling back t the runway while drifting. When clear f the grund, make a crdinated turn int the wind t crrect fr drift. ENROUTE CLIMB. CLIMB DATA. Fr detailed data, refer t the Maximum Rate-Of-Climb Data chart in Sectin VI. CLIMB SPEEDS. Nrmal climbs are perfrmed at 8 t 9 MPH with flaps up and full thrttle fr best engine cling. The mixture shuld be full rich belw 3 feet and may be leaned abve 3 feet fr smther engine peratin r t btain maximum RPM fr maximum perfrmance climb. The maximum rate-f-climb speeds range frm 91 MPH at sea level t 8 MPH at 1, feet. If an enrute bstructin dictates the use f a steep climb angle, climb at 75 MPH with flaps retracted. CRUISE. Steep climbs at lw speeds shuld be f shrt duratin t imprve engine cling. MAXIMUM CRUISE SPEED PERFORMANCE 75% POWER ALTITUDE RPM TRUE AIRSPEED Sea Level Feet Feet nal RPM (with heat ff), use the minimum amunt f heat (by trial and errr) t prevent ice frm frming. Since the heated air causes a t:icher mixture, readjust the mixture setting when carburetr heat is t be used cntinuusly in cruise flight. The use f full carburetr heat is recmmended during flight in heavy rain t avid the pssibility f engine stppage due t excessive water in gestin r carburetr ice. The mixture setting shuld be readjusted fr smthest peratin. In extremely heavy rain, the use f partial carburetr heat (cntrl apprximately 2/3 ut), and part thrttle (clsed at least ne inch), may be necessary t retain adequate pwer. Pwer changes shuld be made cautiusly fllwed by prmpt adjustment f the mixture fr smthest peratin. Nrmal cruising is dne between 65% and 75% pwer. The pwer settings required t btain these pwers at varius altitudes and utside air temperatures can be determined by using yur Cessna Pwer Cm puter r the OPERATIONAL DATA, Sectin VI. Cruising can be dne mre efficiently at high altitudes because f lwer air density and therefre higher true airspeeds fr ~he same pwer. This is illustrated in the Maximum Cruise Speed Perfrmance table, which shws perfrmance at 75% pwer at varius altitudes. T achieve lean mixture fuel cnsumptin figures shwn in Sectin VI, the mixture shuld be leaned as fllws: pull mixture cntrl ut until RPM peaks and begins t fall ff, then enrichen slightly back t peak RPM. Carburetr ice, as evidenced by an unexplained drp in RPM, can be remved by applicatin f full carburetr heat. Upn regaining the rigi- STALLS. The stall characteristics are cnventinal and aural warning is prvided by a stall warning hrn which sunds between 5 and 1 MPH abve the stall in all cnfiguratins. Pwer-ff stall speeds at maximum grss weight and aft c. g. psi tin are presented n page 6-2 as calibrated airspeeds since indicated airspeeds are unreliable near the stall. SPINS. Intentinal spins are apprved in this aircraft in the utility Categry nly. Althugh this aircraft is inherently resistant t spins, the fllw J;

15 ing techniques may be used t perfrm intentinal spins fr training r practice. T btain a clean entry, decelerate the aircraft at a faster rate than is used fr stalls. Then, just as the stall ccurs, apply full up elevatr, full rudder in the desired spin directin, and mmentarily use full engine pwer. As the aircraft begins t spin, reduce the pwer t idle and maintain full pr-spin elevatr and rudder deflectins. The applicatin f ailerns in the directin f the desired spin may als help btain a clean entry. During extended spins f tw t three turns r mre, the spin will tend t change int a spiral, particularly t the right. This will be accmpanied by an increase in airspeed and gravity lads n the aircraft. If this ccurs, recvery shuld be accmplished quickly by leveling the wings and recvering frm the resulting dive. T recver frm an intentinal r inadvertent spin, use the fllwing prcedure: (1) Retard thrttle t idle psitin. (2) Apply full rudder ppsite t the directin f rtatin. (3) After ne-furth turn, mve the cntrl wheel frward f neutral in a brisk mtin. (4) As the rtatin stps, neutralize the rudder, and make a smth recvery frm the resulting dive. Intentinal spins with flaps extended are prhibited. LANDINGS. Nrmal landings are made pwer-ff with any flap setting desired. Steep slips shuld be avided with flap settings greater than 2 due t a slight tendency fr the elevatr t scillate under certain cmbinatins f airspeed, sideslip angle, and center f gravity ladings. Carburetr heat shuld be applied prir t any significant reductin r clsing f the thrttle.. NORMAL LANDING. Landings shuld be made n the main wheels first t reduce the landing speed and subsequent need fr braking in the landing rll. The nse )I wheel is lwered t the runway gently after the speed has diminshed t avid unnecessary nse gear lads. This prcedure is especially imprtant in rugh r sft field landings. SHORT FIELD LANDING. Fr shrt field landings, make a pwer-ff apprach at apprximately 7 MPH indicated airspeed with 4 f flaps. Tuchdwn shuld be made n the main wheels first. Immediately after tuchdwn, lwer the nse gear t the grund and apply heavy braking as required. Fr maximum brake effectiveness after all three wheels are n the grund, retract the flaps, hld full nse up elevatr and apply maximum pssible brake pressure withut sliding the tires. CROSSWIND LANDING. When landing in a strng crsswind, use the minimum flap setting required fr the field length. If flap settings greater than 2 are used in sideslips with full rudder deflectin, sme elevatr scillatin may be felt at nrmal apprach speeds. Hwever, this des nt affect cntrl f the aircraft. Althugh the crab r cmbinatin methd f drift crrectin may be used, the wing-lw methd gives the best cntrl. After tuchdwn, hld a straight curse with the steerable nse wheel and ccasinal braking if necessary. The maximum allwable crsswind velcity is dependent upn pilt capability rather than airplane limitatins. With average pilt technique, direct crsswinds f 15 knts can be handled with safety. BALKED LANDING (GO-AROUND). In a balked landing (g-arund) climb, reduce the wing flap setting t 2 immediately after full pwer is applied. If the flaps were- extended t 4, the reductin t 2 may be apprximated by placing the flap switch in the UP psitin fr tw secnds and then returning the switch t neutral. If bstacles must be cleared during the g-arund climb, leave the wing flaps in the 1 t 2 range until the bstacles are cleared. After clearing any bstacles, the flaps may be retracted as the aircraft accelerates t the nrmal flaps-up climb speed f 8 t 9 MPH

16 COLD WEATHER OPERATION. STARTING. Prir t starting n a cld mrning, it is advisable t pull the prpeller thrugh several times by hand t "break lse" r "limber" the il, thus cnserving battery energy. When pulling the prpeller thrugh by hand, treat it as if the ignitin switch is turned n. A lse r brken grund wire n either magnet culd cause the engine t fire. In extremely cld (O F and lwer) weather, the use f an external preheater and an external pwer surce are recmmended whenever pssible t btain psitive starting and t reduce wear and abuse t the engine and electrical system. Pre-heat will thaw the il trapped in the il cler, Which prbably will be cngealed prir t starting in extremely cld temperatures. When using an external pwer surce, the psitin f the master switch is imprtant. Refer t Sectin vn under Grund Service Plug Receptacle fr perating details Cld weather starting prcedures are as fllws: With Preheat: (1) With ignitin switch OFF and thrttle clsed, prime the engine fur t eight strkes as the prpeller is being turned ver by hand. Use heavy strkes f primer fr best atmizatin f fuel. Mter priming, push primer all the way in and turn t lcked psitin t avid possibility f engine drawing fuel thrugh the primer. (2) Prpeller Area -- Clear. (3) Master Switch -- ON. (4) Mixture -- Full rich. (5) Thrttle -- Open 1/8". (6) Ignitin Switch -- START. ('7) Release ignitin switch t BOTH when engine starts. (8) Oil Pressure -- Check. 1 yl Withut Preheat: (1) Prime the engine six t ten strkes while the prpeller is being turned by hand with thrttle clsed. Leave primer charged and ready fr strke. (2) (3) Prpeller Area -- Clear. Master Swtich -- ON. (4) Mixture -- Full rich. (5) (6) Ignitin Switch -- START. Pump thrttle rapidly t full pen twice. Return t 1/8" pen psitin. ('7) Release ignitin switch t BOTH when engine starts. (8) Cntinue t prime engine until it is running smthly, r alternately pump thrttle rapidly ver first 1/4 t ttal travel. (9) (1) Oil Pressure -- Check. Pull carburetr heat knb full n after engine has started. Leave n until engine is running smthly. (11) Lck Primer. If the engine des nt start during the first few attempts, r if the engine firing diminishes in strength, it is prbable that the spark plugs have been frsted ver. Preheat must be used befre anther start is attempted. IMPORTANT Pumping the thrttle may cause raw fuel t accumulate in the intake air duct, creating a fire hazard in the event f a backfire. If this ccurs, maintain a cranking actin t suck flames int the engine. An utside attendant with a fire extinguisher 1s advised fr cld starts withut preheat. During cld weather peratins, n indicatin will be apparent n the il temperature gage prir t take-ff if utside air temperatures are very cld. After a suitable warm-up perid (2 t 5 minutes at 1 RPM), accelerate the engine several times t higher engine RPM. If the engine accelerates smthly and the il pressure remains nrmal and steady, the aircraft is ready fr take-ff. FLIGHT OPERATIONS. Take-ff is made nrmally with carburetr heat ff. Avid excessive leaning in cruise ~ 1 : I j

17 Carburetr heat may be used t vercme any ccasinal engine rughness due t ice. When perating in sub-zer temperature, avid using partial carburetr heat. Partial heat may increase the carburetr air temperature t the 32 t 7 F range, where icing is critical under certain atmspheric cnditins. Refer t Sectin VII fr cld weather equipment. HOT WEATHER OPERATION. Refer t the general warm temperature starting infrmatin under Starting Engine in this sectin. Avid prlnged engine peratin n the grund. - Secti" III ~============~::~ h~_ EMERGENCY PROCEDURES Emergencies caused by aircraft r engine malfunctins are extremely rare if prper pre-flight inspectins and maintenance are practiced. Enrute weather emergencies can be minimized r eliminated by c;u-eful flight planning and gd judgement when unexpected weather is encuntered. Hwever, shuld an emergency arise the basic guidelines described in this sectin shuld be cnsidered and applied as necessary t crrect the prblem. NOISE ABATEMENT. Increased emphasis n improving the quality f ur envirnment requires renewed effrt On the part f all pilts t minimize the effect f aircraft nise n the public. We, as pilts, Lan demnstrate ur cncern fr envirnmental im prvement, by applicatin f the fllwing suggested prcedures, and theteby tend t build public supprt fr aviatin: 2-2 (1) Pilts perating aircraft under VFR ver utdr assemblies f persns, recreatinal and park areas, and ther nise-sensitive areas shuld make every effrt t fly nt less than 2, feet abve the surface, weather permitting, even thugh flight at a lwer level may be cnsistent with the prvisins f gvernment regulatins. (2) During departure frm r apprach t an airprt, climb after take-ff and descent fr landing shuld be made s as t avid prlnged flight at lw altitude near nise-sensitive areas. The abve recmmended prcedures d nt apply where they wuld cnflict with Air Traffic Cntrl clearances r instructins, r where, in the pilt's judgement, an altitude f less than 2, feet is necessary fr him t adequately exercise his duty t see and avid ther aircraft. ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS. Malfunctins in the electrical pwer supply system can be detected by peridic mnitring f the ammeter and ver-vltage warning light; hwever, the cause f these malfunctins is usually difficult t determine. A brken alternatr drive belt r wiring is mst likely the cause f alternatr failures, althugh ther factrs culd cause the prblem. A damaged r imprperly adjusted vltage regulatr can als cause malfunctins. Prblems f this nature cnstitute an electrical emergency and shuld be dealt with immediately. Electrical pwer malfunctins usually fall int tw categries: excessive rate f charge and insufficient rate f charge. The paragraphs belw describe the recmmended remedy fr each situatin. EXCESSIVE RATE OF CHARGE. After engine starting and heavy electrical usage at lw engine speeds (such as extended taxiing) the battery cnditin will be lw enugh t accept abve nrmal charging during the initial part f a flight. Hwever, after thirty minutes f cruising flight, the ammeter shuld be indicating less than tw needle widths f charging current. If the charging rate were t remain abve this value n a lng flight, the battery Wuld verheat and evaprate the electrlyte at an excessive rate. Electrnic cmpnents in the electrical system culd be adversely affected by higher than nrmal vltage if a faulty vltage regulatr setting is causing the 3-1 J-.1

18 vercharging. T preclude these pssibilities, an ver-vltage sensr will autmatically shut dwn the alternatr and the ver-vltage warning light will illuminate if the charge vltage reaches apprximately 16 vlts. Assuming that the malfunctin was nly mmentary, an attempt shuld be made t reactivate the alternatr system. T d this, turn bth sides f the master switch ff and then n again. If the prblem n lnger exists, nrmal alternatr charging will resume and the warning light will g ff. If the light cmes n again, a malfunctin is cnfirmed. In this event, the flight shuld be terminated and/r the current drain n the battery minimized because the battery can supply the electrical system fr nly a limited perid f time. If the emergency ccurs at night, pwer must be cnserved fr later use f the landing light and flaps during landing. INSUFFICIENT RATE OF CHARGE. If the ammeter indicates a cntinuus discharge rate in flight, the alternatr is nt supplying pwer t the system and shuld be shut dwn since the alternatr field circuit may be placing an unnecessary lad n the system. All nn-essential equipment shuld be turned OFF and the flight terminated as sn as practical. ROUGH ENGINE OPERATION OR LOSS OF POWER. CARBURETOR ICING. A gradual lss f RPM and eventual engine rughness may result frm the frmatin f carburetr ice. T clear the ice, apply full thrttle and pull the carburetr heat knb full ut unw the engine runs smthly; then remve carburetr heat and readjust the thrttle. If cnditins require the cntinued use f carburetr heat in cruise flight, use the minimum amunt f heat necessary t prevent ice frm frming and lean the mixture slightly fr smthest engine peratin. SPARK PLUG FOULING. 3-2 An engine rughness in flight may be caused by ne r mre spark plugs becming fuled by carbn r lead depsits. This may be verified by turning the ignitin switch mmentarily frm BOTH t either LEFT r RIGHT psitin. An bvius pwer lss in single ignitin peratin is evidence f spark plug r magnet truble. Assuming that spark plugs are the mre likely cause, lean the mixture t the nrmal lean setting fr cruising flight. If the prblem des nt clear up in several minutes, determine if a richer mixture setting will prduce smther peratin. If nt, prceed t the nearest airprt fr repairs using the BOTH psitin f the ignitin switch unless extreme rughness dictates the use f a single ignitin psitin. MAGNETO MALFUNCTION. A sudden engine rughness r misfiring is usually evidence f magnet prblems. SWitching frm BOTH t either LEFT r RIGHT ignitin switch psitin will identify which magnet is malfunctining. Select different pwer settings and enrichen the mixture t determine if cntinued peratin n BOTH magnets is practicable. If nt, switch t the gd magnet and prceed t the nearest airprt fr repairs. LOW OIL PRESSURE. If lw il pressure is accmpanied by nrmal il temperature, there is a pssibility the il pressure gage r relief valve is malfunctining. A leak: in the line t the gage is nt necessarily cause fr an immediate precautinary landing because an rifice in this line will prevent a sudden lss f il frm the engine sump. Hwever, a landing at the nearest airprt wuld be advisable t inspect the surce f truble. If a ttal lss f il pressure ~s accmpanied by a rise in il temperature, there is reasn t suspect an engine failure is imminent. Reduce engine pwer immediately and select a suitable frced landing field. Leave the engine running at lw pwer during the apprach, USing nly the minimum pwer required t reach the desired tuchdwn spt. FORCED LANDINGS.! i J, PRECAUTIONARY LANDING WITH ENGINE POWER.! Befre attempting an "ff airprt" landing, ne shuld drag the landing area at a safe but lw altitude t inspect the terrain fr bstructins and surface cnditins, prceeding as fllws: (1) Drag ver selected field with flaps 2 and 7 MPH airspeed, nting the preferred area fr tuchdwn fr the next landing apprach. Then retract flaps after well clear f all bstacles. (2) On dwnwind leg, turn ff all switches except the ignitin and master switches. 3-3 i.l.. y

19 (3) Apprach with flaps 4 at 7 MPH. (4) Unlatch cabin drs prir t final apprach. (5) Befre tuchdwn, turn ff ignitin and master switches. (6) Land in a slightly tail-lw attitude. EMERGENCY LANDING 'WITHOUT ENGINE POWER. H an engine stppage ccurs, establish a flaps up glide at 8 MPH. H time permits, attempt t restart the engine by checking fr fuel quantity, prper fuel selectr valve psitin, and mixture cntrl setting. Als check that engine primer is full in and lcked and ignitin switch is prperly positined. H all attempts t restart the engine fail, and a frced landing is imminent, select a suitable field and prepare fr the landing as fllws: (1) Pull mixture cntrl t idle cut-ff positin. (2) Turn fuel selectr valve handle t OFF. (3) Turn ff all switches except master switch. (4) Airspeed -- 7 t 8 MPH (flaps up). (5) Extend wing flaps as necessary within gliding distance f field. (6) Airspeed t 75 MPH (flaps dwn). (7) Turn ff master switch. (8) Unlatch cabin drs prir t final apprach. (9) Land in a Slightly tail-lw attitude. (1) Apply heavy braking while hlding full up elevatr. DITCHING: Prepare fr ditching by securing r jettisning heavy bjects lcated in the baggage area, and cllect flded cats r cushins fr prtectin f ccupant's face at tuchdwn. Transmit Mayday message n MHz., giving lcatin and intentins. 3-4 (1) Plan apprach int wind if winds are high and seas are heavy. With heavy swells and light wind, land parallel t swells. (2) Apprach With flaps 4 and sufficient pwer fr a 3 ft./min. rate f descent at 7 MPH. (3) Unlatch the cabin drs. (4) Maintain a cntinuus descent until tuchdwn in level attitude. Avid a landing flare because f difficulty in judging aircraft height ver a water surface. (5) Place flded cat r Cushin in frnt f face at time f tuchdwn. (6) Evacuate aircraft thrugh cabin drs. H necessary, pen windw t fld cabin cmpartment fr equalizing pressure s that dr can be pened. (7) Inflate life vests and raft (if available) after evacuatin f cabin. The aircraft can nt be depended n fr fltatin fr mre than a few minutes. DISORIENTATION IN CLOUDS. When flying in marginal weather, if the airplane is nt equipped with gyr hrizn and directinal gyr instruments, the pilt will have t rely n the turn crdinatr r the turn and bank indicatr if he inadvertently flies int cluds. The fllwing instructins assume than nly ne f the latter tw instruments is available. EXECUTING A 18 TURN IN CLOUDS. Upn entering the cluds, an immediate plan shuld be made t turn back as fllws: (1) Nte the time f the minute hand and bserve the positin f the sweep secnd hand n the clck. (2) When the sweep secnd hand indicates the nearest half-minute, initiate a standard rate left turn, hlding the turn crdinatr symblic airplane wing ppsite the lwer left index mark fr 6 secnds. Then rll back t level flight by leveling the miniature airplane. (3) Check accuracy f the turn by bserving the cmpass heading which shuld be the reciprcal f the riginal heading. (4) H necessary. adjust heading primarily with skidding mtins rather than rlling mtins s that the cmpass Will read mre accurately. (5) Maintain altitude and airspeed by cautius applicatin f elevatr cntrl. Avid vercntrolling by keeping the hands ff the cntrl wheel and steering nly with rudder. EMERGENCY LET-DOWNS THROUGH CLOUDS. H pssible, btain radi clearance fr an emergency descent thrugh cluds. T guard against a spiral dive, chse an easterly r westerly heading t minimize cmpass card swings due t changing bank angles. In additin. keep hands ff the cntrl wheel and steer a straight curse With rudder cntrl by mnitring the turn crdinatr. Occasinally 3-5./

20 check the cmpass heading and make minr crrectins t hld an apprximate curse. Befre descending int the cluds, set up a stabilized letdwn cnditin as fllws: (1) Apply full rich mixture. (2) Use full carburetr heat. (3) Reduce pwer t set up a 5 t 8 ft./min. rate f descent. (4) Adjust the elevatr trim tab fr a stabilized descent at 9 MPH. (5) Keep hands ff the cntrl wheel. (6) Mnitr turn crdinatr and make crrectins by rudder alne. (7) Check trend f cmpass card mvement and make cautius crrectins with rudder t stp the turn. (8) Upn breaking ut f cluds, resume nrmal cruising flight. RECOVERY FROM A SPIRAL DIVE. U a spiral is encuntered, prceed as fllws: (1) Clse the thrttle. (2) Stp the turn by using crdinated ailern and rudder cntrl t align the symblic airplane in the turn crdinatr with the hrizn reference line. (3) Cautiusly apply elevatr back pressure t slwly reduce the indicated airspeed t 9 MPH. (4) Adjust the elevatr trim cntrl t maintain a 9 MPH glide. (5) Keep hands ff the cntrl Wheel, using rudder cntrl t hld a straight heading. (6) Apply carburetr heat. (7) Clear engine ccasinally, but avid USing enugh pwer t disturb the trimmed glide. (8) Upn breaking ut f cluds, apply nrmal cruising pwer and resume flight. the flames and accumulated fuel thrugh the carburetr and int the engine., (2) U the start is successful, run the engine at 17 RPM fr a few minutes befre shutting it dwn t inspect the damage. (3) U engine start is unsuccessful, cntinue cranking fr tw r three minutes with thrttle full pen while grund attendants btain fire extinguishers. (4) When ready t extinguish fire, release the starter switch and ~ turn ff master switch, ignitin switch, and fuel selectr valve handle. (5) Smther flames with fire extinguisher, seat cushin, wl blanket, r lse dirt. U practical try t remve carburetr air filter if it is ablaze. (6) Make a thrugh inspectin f fire damage, and repair r replace damaged cmpnents befre cnducting anther flight. ENGINE FIRE IN FLIGHT. Althugh engine fires are extremely rare in flight, the fllwing steps shuld be taken if ne is encuntered: (1) Pull mixture cntrl t idle cut-ff. (2) Turn ff fuel selectr valve handle. (3) Turn ff master switch.. (4) Establish a 12 MPH glide. (5) Clse cabin heat cntrl. (6) Select a field suitable fr a frced landing. (7) U fire is nt extinguished, increase glide speed in an attempt t find an airspeed that will prvide an incmbustible mixture. (8) Execute a frced landing as described in paragraph Emergency Landing Withut Engine Pwer. D nt attempt t restart the engine. FIRES. ENGINE FIRE DURING START ON GROUND. Imprper starting prcedures such as pumping the thrttle during a difficult cld weather start can cause a backfire which culd ignite fuel that has accumulated in the intake duct. In this event, prceed as fllws: (1) Cntinue cranldng in an attempt t get a start Which wuld suck i J ELECTRICAL FIRE IN FLIGHT. The initial indicatin f an electrical fire is the dr f burning insulatin. The immediate respnse shuld be t turn ff the master switch. Then clse ff ventilating air as much as practicable t reduce the chances f a sustained fire. U electrical pwer is indispensable fr the flight, an attempt may be made t identify and cut ff the defective circuit as fllws: (1).Master Switch -- OFF

21 (2) All ther switches (except ignitin switch) -- OFF (3) Check cnditin f circuit breakers t identify faulty circuit if. pssible. Leave faulty circuit deactivated. (4) Master SWitch -- ON. (5) Select switches ON successively, permitting a shrt time delay t elapse after each switch is turned n until the shrt circuit is lcalized. (6) Make sure fire is cmpletely extinguished befre pening ventilatrs.. FLIGHT IN ICING CONDITIONS.. Althugh flying in knwn icing cnditins is prhibited, an unexpected icing encunter shuld be handled as fllws: (1) Turn n pitt heat switch (if installed). (2) Turn back r change altitude t btain an utside air temperature that is less cnducive t icing. (3) Pull cabin heat cntrl full ut and adjust sliding valves in defrster uuet t btain windshield defrster heat and airflw. Increase the flw f heated air by limited use f the cabin air cntrl. (4) Open the thrtue t increase engine speed and minimize ice build up n prpeller blades. (5) Watch fr signs f carburetr air filter ice and apply carburetr heat as required. An unexplained lss in engine speed culd be caused by carburetr ice r air intake filter ice. (6) Plan a landing at the nearest airprt. With an extremely rapid ice build-up, select a suitable "ff airprt" landing site. (7) With an ice accumulatin f ne quarter inch r mre n the wing leading edges, be prepared fr Significantly higher stall speed. (8) Leave wing flaps retracted. With a severe ice build-up n the hrizntal tail, the change in wing wake airflw directin caused by wing flap extensin culd result in a lss f elevatr effectiveness. (9) Open left windw and, if practical, scrape ice frm a prtin f the windshield fr visibility in the landing apprach. (1) Perfrm a landing apprach USing a frward slip, if necessary, fr imprved visibility. (11) Apprach at 75 t 85 MPH, depending upn the amunt f ice accumulatin. (12) Avid steep turns during the landing apprach. (13) Perfrm a landing in level attitude. EMERGENCY LOCATOR TRANSMITTER (ELT). The ELT cnsists f a self-cntained dual-frequency radi transmitter and battery pwer supply, and is activated by an impact f 5g r mre as may be experienced in a crash landing. The ELT emits an mnidirectinal signal n the internatinal distress frequencies f and 243. MHz. General aviatin and cmmercial aircraft, the FAA, and CAP mnitr MHz, and 243. MHz is mnitred by the military. Fllwing a crash landing, the ELT shuld functin cntinuusly under ideal cnditins fr 48 hurs with line-f-sight transmissin up t 1 miles at 1, feet. The ELT is readuy identified as a bright range unit munted behind a cver in the aft baggage cmpartment n the right side f the fuselage. T gain access t the unit, pullut n the black fasteners n the bttm f the cver and remve the cver. The ELT is perated by a cntrl panel at the frward facing end f the unit (see figure 3-1). ELl OPERAlION. (1) NORMAL OPERATION: As lng as the functin selectr switch remains in the ARM psitin, the ELT autmatically activates fllwing an impact f 5g r mre. (2) ELT FAILURE: H fig" switch actuatin is questined fllwing a minr crash landing, gain access t the ELT and place the functin selectr switch in the ON psitin. (3) PRIOR TO SIGHTING RESCUE AmCRAFT: Cnserve aircraft battery. D nt activate Nav/Cm transceiver. (4) AFTER SIGHTING RESCUE AmCRAFT: Place ELT functin selectr switch in the OFF psitin, preventing radi interference. Attempt cntact with rescue aircraft with the Nav/Cm transceiver set t a frequency f MHz. H n cntact is established, return the functin selectr switch t ON immediately. (5) FOLLOWING RESCUE: Place ELT functin selectr switch in the OFF psitin, terminating emergency transmissins. (6) INADVERTENT ACTIVATION: FllOwing a lightning strike r an exceptinally hard landing, the ELT may activate althugh n emergencyexists. Select MHz n yur Nav/Cm transceiver. H /

22 ELT CONTROL PANEL 1. COVER - Remvable fr access t battery. 2. FUNCTION SELECTOR SWITCH (3-psitin tggle switch): ON - Activates transmitter instantly. Used fr test purpses and if "g" Switch is inperative. OFF - Deactivates transmitter. Used during shipping, strage and fllwing rescue. ARM - Activates transmitter nly when "g" switch receives 5g r mre impact. 3. ANTENNA RECEPTACLE - Cnnectin t antenna munted n tp f the tailcne. Figure 3-1. the ELT can be heard transmitting, place the functin selectr switch in the OFF psitin; then immediately return the switch t ARM. - Seeti, If ~==========~~~ b~_ OPERATING LIMITATIONS OPERA lions AUTHORIZED. Yur Cessna exceeds the requirements f airwrthiness as set frth by the United States Gvernment, and is certificated under FAA Type Certificate N. 3A12 as Cessna Mdel N. 172M. The airplane may be equipped fr day, night,. VFR, r IFR peratin. Yur Cessna Dealer will be happy t assist yu in selecting equipment best suited t yur needs. Yur airplane must be perated in accrdance with all FAA-apprved markings and placards in the airplane. If there is any infrmatin in this sectin which cntradicts the FAA-apprved markings and placards, it is t be disregarded. MANEUVERS - NORMAL CATEGORY. This airplane is certificated in bth the nrmal and utility categry. The nrmal categry is applicable t airplanes intended fr nn-aerbatic peratins. These include any maneuvers incidental t nrmal flying, stalls (except whip stalls) and turns in which the angle f bank is nt mre than 6 In cnnectin with the freging, the fllwing grss weight and flight lad factrs apply: Grss Weight.. 23lbs Flight Lad Factr *Flaps Up *Flaps Dwn. +3. *The design lad factrs are 15% f the abve, and in all cases, the structure meets r exceeds design lads J

23 MANEUVERS - UTILITY CATEGORY. This airplane is nt designed fr purely aerbatic flight. Hwever, in the acquisitin f varius certificates such as cmmercial pilt, instrument pilt and flight instructr. certain maneuvers are required by the FAA. All f these maneuvers are permitted in this airplane when perated in the utility categry. In cnnectin with the utility categry. the fllwing grss weight and flight lad factrs apply, with maximum entry speeds fr maneuvers as shwn: Grss Weight.. Flight Lad Factr Flaps Up. Flaps Dwn lbs In the utility categry, the baggage cmpartment and rear seat must nt be ccupied. N aerbatic maneuvers are apprved except thse listed belw: MANEUVER Chandelles. Lazy Eights Steep Turns Spins. Stalls (Except Whip Stalls). RECOMMENDED ENTRY SPEED* 12 mph (14 knts) 12 mph (14 knts) 112 mph ( 97 knts) Slw Deceleratin. Slw Deceleratin *Abrupt use f the cntrls is prhibited abve 112 MPH. AIRSPEED LIMITATIONS (CAS). The fllwing is a list f the certificated calibrated airspeed (CAS) limitatins fr the aircraft. 182 MPH Never Exceed Speed (glide r dive, smth air) 145 MPH Maximum Structural Cruising Speed 1 MPH Maximum Speed, Flaps Extended 112 MPH *Maneuvering Speed *The maximum speed at which yu may use abrupt cntrl travel. AIRSPEED INDICATOR. MARKINGS. The fllwing is a list f the certificated calibrated airspeed mark ings (CAS) fr the aircraft. Never Exceed (glide r dive, smth air) MPH (red line) MPH (yellow arc) Cautin Range MPH (green arc) Nrmal Operating Range Flap Operating Range MPH (white arc) ENGINE OPERATION LIMITATIONS. Pwer and Speed.. 15 BHP at 27 RPM Aerbatics that may impse high lads shuld nt be attempted. The imprtant thing t bear in mind in flight maneuvers Is that the aircraft is clean in aerdynamic design and will build up speed quickly with the nse dwn. Prper speed cntrl is an essential requirement fr executin f any maneuver, and care shuld always be exercised t avid excessive speed which in turn can impse excessive lads. In the executin f all maneuvers, avid abrupt use f cntrls. Intentinal spins with flaps extended are prhibited. ENGINE INSTRUMENT MARKINGS. OIL TEMPERATURE GAGE. Nrmal Operating Range Maximum Allwable Green Arc 245~F (red line) OIL PRESSURE GAGE.. 25 psi (red line) Minimum Idling psi (green arc) Nrmal Operating Range 1 psi (red line) Maximum ,,/

24 FUEL QUANTITY INDICATORS. Empty (2. gallqns unusable each tank) E (red line) TACHOMETER. Nrmal Operating Range: At sea level RPM (inner green arc) At 5 feet RPM (middle green arc) At 1, feet RPM (uter green arc) Maximum Allwable RPM (red line) CARBURETOR AIR TEMPERATURE GAGE (OPT). Icing Range _15 t 5 C (yellw arc) WEIGHT AND BALANCE. The fllwing infrmatin will enable yu t perate yur Cessna within the prescribed weight and center f gravity limitatins. T figure weight and balance, use the Sample Lading Prblem, Lading Graph, and Center f Gravity Mment Envelpe as fllws: Take the licensed empty Weight and mment frm apprpriate weight and balance recrds carried in yur airplane, and write them dwn in the clumn titled YOUR AIRPLANE n the Sample Lading Prblem. The licensed empty weight and mment are recrded n the Weight and Balance and Installed Equipment Data sheet, r n revised weight and balance recrds, and are included in the aircraft file. In additin t the licensed empty weight and mment nted n these recrds, the c. g. arm (fuselage statin) is als shwn, but need nt be used n the Sample Lading Prblem. The mment which is shwn must be divided by 1 and this value used as the mment/1 n the lading prblem. Use the Lading Graph t determine the mment/looo fr each additinal item t be carried, then list these n the lading prblem. 4-4 Lading Graph infrmatin fr the pilt, passengers and baggage is based n seats psitined fr average ccupants and baggage laded in the center f the baggage area as shwn n the Lading Arrangements diagram. Fr ladings which may differ frm these, the Sample Lading Prblem lists fuselage statins fr these items t indicate their frward and aft c. g. range limitatin (seat travel r baggage area limitatin). Additinal mment calculatins, based n the actual weight and c. g. arm (fuselage statin) f the item being laded, must be made if the psitin f the lad is different frm that shwn n the Lading Graph. Ttal the weights and mments/1 and plt these values n the Center f Gravity Mment Envelpe t determine whether the pint falls within the envelpe, and if the lading is acceptable. STATION STATION (C.G. ARMI (C.G. ARMII r LOADING ARRANGEMENTS *37 (:Mm"') Pilt r passerijj:er center f gravity n adjustable seats psitined fr 73 average ccupa.1. Numbers in pare!) theses indicate frward and art llmit8 f ccupant center f gravity range. **95 ** Atm measured t the center f the 18 areas shwn. **123 IAGGAGE *37 (34 TO 41} ** ~ ",nn n..,/ BAGGAGE ARtA I AREA 2 : The rear cabin wall (apprximate staujl 1(6) 142 I------l Qr att baggage wall (apprdmate statin 142) can be used as cnvenient interir reference STANDARD OPTIONAL pintlj lr determinlng the lcatin f baggage SEATING SEATING area fuselage staun

25 . I a: SAMPLE YOUR AIRPLANE AIRPLANE SAMPLE LOADING PROBLEM 1. Licensed Empty Weight (Use the data pertaining t yur airplane as it is presently equipped. Includes unusable fuel.) 2. Oil (8 Qts. - The weight f full il may be used fr all calculatins. 8 Qts. = 15 Lbs. at -. 2 Mment/lOOO). t Usable Fuel (At 6 Lbs. /Gal. ) Weight Mment Weight Mment (lbs. ) (lb. -ins. (lbs. ) (lb. -ins. /1) /1) Standard Tanks (38 Gal. Maximum) Lng Range Tanks (48 GaL Maximum).. 4. Pilt and Frnt Passenger (statin 34 t 46) Rear Passengers *Baggage Area 1 r Passenger n Child's Seat (Statin 82 t 18) 12 Lbs. Max *Baggage Area 2 (Statin 18 t 142) 5 Lbs. Max. 8. TOTAL WEIGHT AND MOMENT ' 9. Lcate this POint (23 at 12.9) n the Center f Gravity Mment Envelpe, " and since this pint fails within the envelpe, the lading is acceptable. * The maximum allwable cmbined weight capacity lr baggage afeas 1 and 2 is 12 lb. 4 LOADING GRAPH ~~ ~~~ MAXIMUM USABLE FUEL 1 ~t>~_1+i+ t±ttt *STANDARD TANKS 5 rp~ui> ~ r=r=n= H-t+t **LONG RANGE TANKS ~~~h~~~~~iij~ia±ij~eaei~~!~~~~~ieie~ I! LOAD MOMENT/1 (POUND - INCHES) S: (1) Line representing adjustable seats shws the pilt r passenger center f gravity n adjustable seats positined fr an a,rerage ccupant. Refer t the Lading Arrangements diagram fr frward and aft limits f ccupant c.g. range. (2) Engine Oil: 8 Qts. =15 Lbs. at -.2 Mment/lOOO.

26 ~ IJJ ~.. It). 3 ' I'z1 =. fi I Q ~ &; GO ~ -a.. ~ > It) I'z1 t :.ill «..J..(~ ~IJJ I :.ill..f. a C»LtJ <.t.,t:~<c t- t U.z~ OIJJ..J ~ 'Q J.. It) ~ < u ~ t-~ < < ~ZZ Q I'z1 IJJIJJ«Q It) t-~..j -< S It) Z ~~ li±±t~~±et±1 I I II II I II! I III I I I I I I I I lit) "" M N. ) GO t- g <. C'<I N C'<I C'<I..... (S<lNnOd).LHDl:![A\.L.!IVlI::>lIlV Q:![QVO'1 Sectin f -. E=======-====----->-- CARE OF THE AIRPLANE If yur airplane is t retain that new plane perfrmance and dependability, certain inspectin and maintenance requirements must be fllwed. It is wise t fllw a planned schedule f lubricatin and preventive maintenance based n climatic and flying cnditins encuntered in yur lcality. Keep in tuch with yur Cessna Dealer and take advantage f his knwledge and experience. He knws yur airplane and hw t maintain it. He will remind yu when lubricatins and il changes are necessary, and abut ther seasnal and peridic services. GROUND HANDLING. The airplane is mst easily and safely maneuvered by band with the tw-bar attached t the nse wheel. When twing with a vehicle, d nt exceed the nse gear turning angle f 3 either side f center, r dam age t the gear will result. If the airplane is twed r pushed ver a rugh surface during hangaring, watch that the nrmal cushining actin f the nse strut des nt cause excessive vertical mvement f the tail and the resulting cntact with lw hangar drs r structure. A flat nse wheel tire r deflated strut will als increase tail height. MOORING YOUR AIRPLANE. Prper tie-dwn prcedure is yur best precautin against damage t yur parked airplane by gusty r strng winds. T tie dwn yur airplane securely, prceed as fllws: (1) set the parking brake and install the cntrl wheel lck. (2) Tie sufficiently strng rpes r chains (7 punds tensile strength) t wing, tail and nse tie-dwn rings and secure each rpe t a ramp tie-dwn

27 (3) Install a surface cntrl lck ver the fin and rudder. (4) Install a pitt tube cver. WINDSHIELD - WINDOWS. The plastic windshield and Windws shuld be cleaned with an aircraft windshield cleaner. Apply the cleaner sparingly with sft clths, and rub with mderate pressure until all dirt, il scum and bug stains are remved. Allw the cleaner t dry, then wipe it ff with sft flannel clths. If a windshield cleaner is nt available, the plastic can be cleaned with sft clths mistened with Stddard slvent t remve il and grease. Never use gasline, benzine, alchl, acetne, carbn tetrachlride, fire extinguisher r anti-ice fluid, lacquer thinner r glass cleaner t clean the plastic. These materials will attack the plastic and may cause it t craze. Fllw by carefully washing with a mild detergent and plenty f water. Rinse thrughly, then dry with a clean mist chamis. D nt rub the plastic with a dry clth since this builds up an electrstatic charge which attracts dust. Waxing with a gd cmmercial wax will finish the cleaning jb. A thin, even cat f wax, plished ut by hand with clean sft flannel clths, will fill in minr scratches and help prevent further scratching. D nt use a canvas cver n the windshield unless freezing rain r sleet is anticipated since the cver may scratch the plastic surface. PAINTED SURFACES. The painted exterir surfaces f yur new Cessna have a durable, lng lasting finish and, under nrmal cnditins, require n plishing r. buffing. Apprximately 15 days are required fr the paint t cure cmpletely; in mst cases, the curing perid will have been cmpleted prir t delivery f the airplane. In the event that plishing r buffing is required within the curing perid, it is recmmended that the wrk be dne by smene experienced in handling uncured paint. Any Cessna Dealer can accmplish this wrk. 5-2 Generally, the painted surfaces can be kept bright by washing with water and mild sap, fllwed by a rinse with water and drying with clths r a chamis. Harsh r abrasive saps r detergents which cause crrsin r scratches shuld never be used. Remve stubbrn il and grease with a clth mistened with Stddard slvent. Waxing is unnecessary t keep the painted surfaces bright. Hwever, if desired, the airplane may be waxed with a gd autmtive wax. A heavier cating f wax n the leading edges f the wings and tail and n the engine nse cap and prpeller spinner will help reduce the abrasin encuntered in these areas. When the airplane is parked utside in cld climates and it is necessary t remve ice befre flight, care shuld be taken t prtect the painted surfaces during ice remval with chemical liquids. A 5-5 slutin f isprpyl alchl and water will satisfactrily remve ice accumulatins withut damaging the paint. A slutin with mre than 5% alchl is harmful and shuld be avided. While applying the de-icing slutin, keep it away frm the windshield and cabin windws since the alchl will attack the plastic and may cause it t craze. ALUMINUM SURFACES. The clad aluminum surfaces f yur Cessna may be washed with clear water t remve dirt; il and grease may be remved with gasline, naphtha, carbn tetrachlride r ther nn-alkaline slvents. Dulled aluminum surfaces may be cleaned effectively with an aircraft aluminum plish. After cleaning, and peridically thereafter, waxing with a gd autmtive wax will preserve the bright appearance and retard crrsin. Regular waxing is especially recmmended fr airplanes perated in salt water areas as a prtectin against crrsin. PROPELLER CARE. Preflight inspectin f prpeller blades fr nicks, and wiping them ccasinally with an ily clth t clean ff grass and bug stains will assure lng, truble-free service, Small nicks n the prpeller, particularly near the tips and n the leading edges, shuld be dressed ut as sn as pssible since these nicks prduce stress cncentratins, and if 5-3

28 ignred, may result in cracks. Never use an alkaline cleaner n the blades; remve grease and dirt with carbn tetrachlride r Stddard slvent. INTERIOR CARE. T remve dust and lse dirt frm the uphlstery and carpet, clean the interir regularly with a vacuum cleaner. Blt up any spilled liquid prmptly, with cleansing tissue r rags. Dn't pat the spt; press the bltting material firmly and hld it fr several secnds. Cntinue bltting until n mre liquid is taken up. Scrape ff sticky materials with a dull knife, then spt-clean the area. Oily spts may be cleaned with husehld spt remvers, used sparingly. Befre using any slvent, read the instructins n the cntainer and test it n an bscure place n the fabric t be cleaned. Never saturate the fabric with a vlatile slvent; it may damage the padding and backing materials. Siled uphlstery and carpet may be cleaned with fam -type detergent, used accrding t the manufacturer's instructins. T minimize wetting the fabric, keep the fam as dryas pssible and remve it with a vacuum cleaner. H yur airplane is equipped with leather seating, cleaning f the seats is accmplished using a sft clth r spnge dipped in mild sap suds. The sap suds, used sparingly, will remve traces f dirt and grease. The sap shuld be remved with a clean damp clth. The plastic trim, headliner, instrument panel and cntrl knbs need nly be wiped ff with a damp clth. Oil and grease n the cntrl wheel and cntrl knbs can be remved with a clth mistened with stddard slvent. Vlatile slvents, such as mentined in paragraphs n care f the windshield, must never be used since they sften and craze the plastic. MAA PLATE/FINISH AND TRIM PLATE. 5-4 Infrmatin cncerning the Type Certificate Number (TC), Prductin Certificate Number (PC), Mdel Number and Serial Number f yur particular aircraft can be fund n the MAA (Manufacturers Aircraft Assciatin) plate lcated n the lwer part f the left frward dr pst. A Finish and Trim plate cntains a cde describing the interir clr scheme and exterir paint cmbinatin f the aircraft. The cde may be used in cnjunctin with an applicable Parts Catalg if finish and trim infrmatin is needed. This plate is lcated adjacent t the MAA plate n the left frward dr pst. AIRCRAFT FILE. There are miscellaneus data, infrmatin and licenses that are a part f the aircraft file. The fllwing is a check list fr that fue. In additin, a peridic check shuld be made f the latest Federal Aviatin Regulatins t ensure that all data requirements are met. A. T be displayed in the aircraft at all times: (1) Aircraft Airwrthiness Certificate (FAA Frm 81-2). (2) Aircraft Registratin Certificate (FAA Frm 85-3). (3) Aircraft Radi Statin License, if transmitter installed (FCC Frm 556). B. T be carried in the aircraft at all times: (1) Weight and Balance, and assciated papers (latest cpy f the Repair and Alteratin Frm, FAA Frm 337, if applicable). (2) Aircraft Equipment List. C. T be made available upn request: (1) Aircraft Lg Bk. (2) Engine Lg Bk. Mst f the items listed are required by the United States Federal Aviatin Regulatins. Since the regulatins f ther natins may require ther dcuments and data, wners f exprted aircraft shuld check with their wn aviatin fficials t determine their individual requirements. Cessna recmmends that these items, plus the Owner's Manual, Pwer Cmputer, Pllt's Check List, Custmer Care Prgram bk and Custmer Care Card, be carried in the aircraft at all times. 5-5

29 FLYABLE STORAGE. Aircraft placed in nn-peratinal strage fr a maximum f 3 days r thse which receive nly intermittent peratinal use fr the first 25 hurs are cnsidered in flyable strage status. Every seventh day during these perids, the prpeller shuld be rtated by hand thrugh five revlutins. This actin "limbers" the il and prevents any accumulatin f crrsin n engine cylinder walls. IMPORTANT Fr maximum safety, check that the ignitin switch is OFF, the thrttle is clsed, the mixture cntrl is in the idle cut-ff psitin, and the airplane is secured befre rtating the prpeller by hand. D nt stand within the arc f the prpeller blades while turning the prpeller. After 3 days, the aircraft shuld be flwn fr 3 minutes r a grund runup shuld be made just lng enugh t prduce an il temperature within the lwer green arc range. Excessive grund runup shuld be avided. Engine runup als helps t eliminate excessive accumulatins f water in the fuel system and ther air spaces in the engine. Keep fuel tanks full t minimize cndensatin in the tanks. Keep the battery fully charged t prevent the electrlyte frm freezing in cld weather. If the aircraft is t be stred temprarily, r indefinitely, refer t the Service Manual fr prper strage prcedures. INSPECTION REQUIREMENTS. As required by Federal Aviatin Regulatins, all civil aircraft f U. S. registry must underg a cmplete inspectin (annual) each twelve calendar mnths. In additin t the required ANNUAL inspectin, aircraft perated cmmercially (fr hire) must have a cmplete inspectin every t hurs f peratin. In lieu f the abve requirements, an aircraft may be inspected in accrdance with a prgressive inspectin schedule, which allws the wrk lad t be divided int smaller peratins that can be accmplished in shrter time perids. 5-6 The CESSNA PROGRESSIVE CARE PROGRAM has been develped t prvide a mdern prgressive inspectin schedule that satisfies the cmplete aircraft inspectin requirements f bth the t HOUR and ANNUAL inspectins as applicable t Cessna aircraft. CESSNA PROGRESSIVE CARE. The Cessna Prgressive Care Prgram has been designed t help yu realize maximum utilizatin f yur aircraft at a minimum cst and dwntime. Under this prgram, yur aircraft is inspected and maintained in fur peratins at 5-hur intervals during a 2-hur perid. The peratins are recycled each 2 hurs and are recrded in a specially prvided Aircraft Inspectin Lg as each peratin is cnducted. The Cessna Aircraft Cmpany recmmends Prgressive Care fr aircraft that are being flwn 2 hurs r mre per year, and the to-hur inspectin fr all ther aircraft. The prcedures fr the Prgressive Care Prgram and the to-hur inspectin have been carefully wrked ut by the factry and are fllwed by the Cessna Dealer Organizatin. The cmplete familiarity f Cessna Dealers with Cessna equipment and factry-apprved prcedures prvides the highest level f service pssible at lwer cst t Cessna wners. CESSNA CUSTOMER CARE PROGRAM. Specific benefits and prvisins f the CESSNA WARRANTY plus ther imprtant benefits fr yu are cntained in yur CUSTOMER CARE PROGRAM bk supplied with yur aircraft. Yu will want t thrughly review yur Custmer Care Prgram bk and keep it in yur aircraft at all times. Cupns attached t the Prgram bk entitle yu t an initial inspectin and either a Prgressive Care Operatin N.1 r the first to-hur inspectin within the first 6 mnths f wnership at n charge t yu. If yu take delivery frm yur Dealer, the initial inspectin will have been perfrmed befre delivery f the aircraft t yu. If yu pick up yur aircraft at the factry, plan t take it t yur Dealer reasnably sn after yu take delivery, s the initial inspectin may be perfrmed allwing the Dealer t make any minr adjustments which may be necessary. 5-7

30 Yu will als want t return t yur Dealer either at 5 hurs fr yur first Prgressive Care Operatin, r at 1 hurs fr yur first loo-hur inspectin depending n which prgram yu chse t establish fr yur aircraft. While these imprtant Inspectins will be perfrmed fr yu by any Cessna Dealer, in mst cases yu will prefer t have the Dealer frm whm yu purchased the aircraft accmplish this wrk. SERVICING REQUIREMENTS. Fr quick and ready reference, quantities, materials, and specificatins fr frequently used service items (such as fuel, il, etc.) are shwn n the inside back cver f this manual. In additin t the EXTERIOR INSPECTION cvered in Sectin I, COMPLETE servicing, inspectin, and test requirements fr yur aircraft are detailed in the aircraft Service Manual. The Service Manual utlines all items which require attentin at 5, 1, and 2 hur intervals plus thse items which require servicing, inspectin, and/r testing at special intervals. Since Cessna Dealers cnduct all service, inspectin, and test prcedures in accrdance with applicable Service Manual, it is recmmended that yu cntact yur Dealer cncerning these requirements and begin scheduling yur aircraft fr service at the recmmended intervals. Cessna Prgressive Care ensures that these requirements are accmplished at the required intervals t cmply with the 1-hur r ANNUAL inspectin as previusly cvered. Depending n varius flight peratins, yur lcal Gvernment Aviatin Agency may require additinal service, inspectins, r tests. Fr these regulatry requirements, wners shuld check with lcal aviatin fficials where the aircraft is being perated. A subscriptin frm is supplied in yur Custmer Care Prgram bk fr yur use, shuld yu chse t request this service. Yur Cessna Dealer will be glad t supply yu with details cncerning these fllw-up prgrams, and stands ready, thrugh his Service Department, t supply yu with fast, efficient, lw-cst service. PUBLICATIONS. Varius publicatins and flight peratin aids are furnished in the aircraft when delivered frm the factry. These items are listed belw. CUSTOMER CARE PROGRAM BOOK OWNER'S MANUALS FOR YOUR AmCRAFT AVIONICS AND AUTOPILOT POWER COMPUTER SALES AND SERVICE DEALER DmECTORY Tne fllwing additinal publicatins, plus many ther supplies that are applicable t yur aircraft, are available frm yur Cessna Dealer. SERVICE MANUALS AND PARTS CATALOGS FOR YOUR AmCRAFT ENGINE AND ACCESSORIES AVIONICS AND AUTOPILOT Yur Cessna Dealer has a current catalg f all Custmer Services Supplies that are available, many f which he keeps n hand. Supplies which are nt in stck, he will be happy t rder fr yu. OWNER FOLLOW UP SYSTEM. Yur Cessna Dealer has an Owner Fllw-Up System t ntify yu when he receives infrmatin that applies t yur Cessna. In additin, if yu wish, yu may chse t receive similar ntificatin, in the frm f Service Letters, directly frm the Cessna Custmer Services Department

31 SectiB fl >..- ~======~==~~~ > OPERATIONAL DATA The peratinal data shwn n the fllwing pages are cmpiled frm actual tests with the aircraft and engine in gd cnditin and using average pilting technique. Yu will find this data a valuable aid when planning yur flights. A pwer setting selected frm the range chart usually will be mre efficient than a randm setting, since it will permit yu t estimate yur fuel cnsumptin mre accurately. Yu will find that using the charts and yur Pwer Cmputer will pay dividends in verall efficiency. Cruise and range perfrmance shwn in this sectin is based n the use f a McCauley ICI6/DTM7553 (r CTM7553) prpeller and a standard equipped Skyhawk. Other cnditins fr the perfrmance data are shwn in the chart headings. Allwances fr fuel reserve, headwinds, take-ff and climb, and variatins in mixture leaning technique shuld be made and are in additin t thse shwn n the chart. Other indeterminate variables such as carburetr metering characteristics, engine and prpeller cnditins, externally-munted ptinal equipment and turbulence f the atmsphere may accunt fr variatins f 1% r mre in maximum range. Remember that the charts cntained herein are based n standard day cnditins. Fr mre precise pwer, fuel cnsumptin, and endurance infrmatin, cnsult the Cessna Pwer Cmputer supplied with yur aircraft. With the Pwer Cmputer, yu can easily take int accunt temperature variatins frm standard at any flight altitude. 6-1

32 CJ:I I ~ I2j f :il CJ:I I!",..- "V =e '" :II1II..".." I "...". n Q "--..",.. ". "V CI'I.. <C C1I. C1I CJ:I CJ:I <C ~<;')r; ~ ~@ <;') t'" ~fij~,..,....".." n ". ". "V "V Z CI'I eft C - c: ::::; "V (5 z C1I C1I ~ ~ C1I C1I N.. <C C1I CJ:I <C C1I ~... - ". Z Q,.. m.." at ". Z ~ en -f )- r en "U ITI ITI en I 3: "U J: n )- en I2j ~. :il CJ:I I!"'",...." "V CI'I C E z,. n eft.. <C (11 (11 >. ~ CO <,.. "" "V CI'I c: "V >- -:: n (I),. ;; "U CI'I eft I'll (11... I'll (11 en OQ (') > >.. :: "'l "'l :: ~ I'll (') "'l CO <C -f - Z ~ 8 -f.... >- m.. r N :I I'll lsi. "'l..... "'l '" CO < CO. ~ GROSS WEIGHT POUNDB las AT 5' MPH 68 6S 58 TAKE-OFF DATA TAKE. OFF DISTANCE FROM HARD SURFACE RUNWAY WITH FLAPS UP AT SEA LEVEL" 59"1' AT 15 FT. " 5"1" AT 5 FT 41"1" AT 75 FT. & 32"1" HEAD TOTAl. TOTAL TOTAL TOTAL WIND GROUND TO CLEAR GROUND TO CLEAR GROUND TO CLEAR GROUND KNOTS RUN 5 FT OBe RUN 5 FT OBS RUN SO FT OB8 RUN TO CLEAR 5 FT se ta55 2" <& U " IUD 81 2t ,,311.. ajo. 53D, 15 6<& S 's 3" " a NOTa: 1. lnere.. i dl.ltance 1% lr each 25"1" abve.tandard temperature tr pa.rltcular alutude. 2. Fr peraun n.. ~,r rllnway, IIIcre.. e di.itancea (bth ",rund rllll" and "tlal t clear 5 It. bltaclt") by d. the "ttal t clear 5 It. atanl." ti,iir GROSS WEIGHT POUNDS 23 2 MAXIMUM RATE-OF-CLIMB DATA AT SEA LEVEL" Sa".. AT 5 FT. "41",. AT 1 FT. " 2S'" AT U FT. " 5'.. RATE.. GAL. RATE,. FROM S.L. RAft OJ' ~~ RAft 1?f~ las CJ..IMB r FUEL las CLIMB W CLIMB FUEL W CJ..IMB MPH FT/MIN USED MPH rt/m1n USED MPH FT/MIN MPH FT/MIN tila' ' " tm i CJ:I I W <& S: 1. FlaPlIIP. lull thrttle. mtxtllre leaned tr smth peratlll abve 3 ft. i 2. Filii IIled IIIclude. warm lip and tiii<e-d.f allawance. S. Fr ht weather. deere.. e ralt d. eltmb 2 It. Imtn. fr each 1"1" abve atandard day temperatllre tr pa.rlteullu' altttllde. Figure 6-3. i

33 Grass Weight- 23 Lbs. Stndrd Cnditins Zer Wind Len Mixture '~. Maxjlll illuu. is n,mally iimit.d t 75" paw.r. Crui sp.. d. lr the,:. i.tanclard :"'d " I t 3 "'PH l r thn shw.. with the maximum.' j diu.r." ; uur,l"g at high pw. r. - ',ias GAll AtTITUDE: j R p~ ". 8FtP ; MPH HOUR. 256 i 1117Q ;' >, 26Q ~, ~ 25, : "'24OQ 23.': '; c>,, ; , 12, l : ;:13, ' '13l1,': :128:; 7.7 :6:1 '-'122' :.U~, 6.6 :51' , ' i fl , lut ' It!! GAL (NO RESERVE) 48 GAL (NO RESERVE) ENDR. HOURS ' : Figure 6-4. RANGE MILES ENDR. HOURS : RANGE MILES «I- «C C> z -c z «. > C :I z ::) UIII C:I :' ::)11. tal Q ta '-11. Cc :z::~ Z 111'11' UI ZQ C z 1-- ~:I Q,,!Z Q Z C ~ '" "'" ;(. ~, ;(,,. >. ;( Z ;,. 1.'" z ;,. ",,,, z ;,. ",'" z ;,. ",'" ",'" "'::z:. '" 1. -'". O:J '". - '". CD..,. ;;; -. '" '"." "..,

34 MAXIMUM GLIDE SPEED 8 MPH (las) PROPELLER WINDMILLING I- FLAPS UP ZERO WIND u.. Z 1, c:( c-= c-= 8 I- 6 > all c:( 4 I- 2 :::t: () :::t: GROUND DISTANCE (STATUTE MILES) Figure 6-6. SectifJD fll.. >..- ~======~==~~~ > OPTIONAL SYSTEMS This sectin cntains a descriptin, perating prcedures, and perfrmance data (when applicable) fr sme f the ptinal equipment which may be installed in yur Cessna. Owner's Manual Supplements are prvided t cver peratin f ther ptinal equipment systems when installed in yur airplane. Cntact yur Cessna Dealer fr a cmplete list f available ptinal equipment. COLD WEATHER EQUIPMENT WINTERIZATION KIT. Fr cntinuus peratin in temperatures cnsistently belw 2 F, the Cessna winterizatin kit, available frm yur Cessna Dealer, shuld be installed t imprve engine peratin. The kit cnsists f tw baffles which attach t the engine air intakes in the cwling, a restrictive cver plate fr the il cler air inlet in the right rear vertical engine baffle, and insulatin fr the crankcase breather line. Once installed, the crankcase breather insulatin is apprved fr permanent use in bth cld and ht weather. GROUND SERVICE PLUG RECEPTACLE. 6-6 A grund service plug receptacle may be installed t permit use f an external pwer surce fr cld weather starting and during lengthy maintenance wrk n the airplane electrical system (with the exceptin f electrnic equipment). Electrical pwer fr the airplane electrical circuits is pr- 7-1

35 vided thrugh a split bus bar having all electrnic circuits n ne side f the bus and ther electrical circuits n the ther side f the bus. When an external pwer surce is cnnected, a cntactr autmatically pens the circuit t the electrnic prtin f the split bus bar as a prtectin against damage t the transistrs in the electrnic equipment by transient vltages frm the pwer surce. Therefre, the external pwer surce can nt be used as a surce f pwer when checking electrnic cmpnents. Just befre cnnecting an external pwer surce (generatr type r battery cart), the master switch shuld be turned n. The grund service plug receptacle circuit incrprates a plarity. reversal prtectin. Pwer frm the external pwer surce will flw nly if the grund service plug is crrectly cnnected t the airplane. If the plug is accidentally cnnected backwards, n pwer will flw t the airplane's electrical system, thereby preventing any damage t electrical equipment. The battery and external pwer circuits have been designed t cmpletely eliminate the need t "jumper" acrss the battery cntactr t clse it fr charging a cmpletely "dead" battery. A special fused circuit in the external pwer system supplies the needed "jumper" acrss the cntacts s that with a "dead" battery and an external pwer surce applied, turning n the master switch will clse the battery cntactr. STATIC PRESSURE ALTERNATE SOURCE VALVE. A static pressure alternate surce valve may be installed in the static system fr use when the external static surce is malfunctining. If errneus instrument readings are suspected due t water r ice in the static pressure lines, the static pressure alternate surce valve cntrl knb lcated belw the wing flap switch shuld be pened, thereby supplying static pressure frm the cabin. Cabin pressures will vary, hwever, with pen cabin ventilatrs r windws. The mst adverse cmbinatins will result in airspeed and altimeter variatins f n mre than 2 MPH and 15 feet, respectively. 7-2 RADIO SELECTOR SWITCHES RADIO SELECTOR SWITCH OPERATION. Operatin f the radi equipment is nrmal as cvered in the respective radi manuals. When mre than ne radi is installed, an audi switching system is necessary. The peratin f this switching system is described belw. TRANSMITTER SELECTOR SWITCH. The transmitter selectr switch, labeled TRANS, has tw psitins. When tw transmitters are installed, it is necessary t switch the micrphne t the radi unit the pilt desires t use fr transmissin. ~is is accmplished by placing the transmitter selectr switch in the psltln crrespnding t the radi unit which is t be used. The up psitin selects the upper transmitter and the dwn psitin selects the lwer transmitter. IRADIO SELECTOR SWITCHESI n AUTOPILOT OMNI SWITCH 1 _ SPEAKER 1 l: C!l~l 2~2!!! 2 TRANS J~- PHONES ~U~~;'IILOT TRANSMITTER SPEAKER.PHONE SWITCH (TYPICAL! SEUCTOR SWITCH SWITCHES CONTROL SPEAKER PHONE FUNCTION OF COMMUNICATION AND NAVIGATION EOUIPMENT IN RADIO STACK ON INSTRUMENT PANEL. Figure

36 The installatin f Cessna radi equipment prvides certain audi back-up capabilities and transmitter selectr switch functins that the pilt shuld be familiar with. When the transmitter selectr switch is placed in psitin 1 r 2, the audi amplifier f the crrespnding transceiver is utilized t prvide the speaker audi fr all radis. H the audi amplifier in the selected transceiver fails, as evidenced by lss f speaker audi fr all radis, place the transmitter selectr switch in the ther transceiver psitin. Since an audi amplifier is nt utilized fr headphnes, a malfunctining amplifier will nt affect headphne peratin. SPEAKER PHONE SWITCHES. The speaker-phne switches determine whether the utput f the receiver in use is fed t the headphnes r thrugh the audi amplifier t the speaker. Place the switch fr the desired receiving system either in the up psitin fr speaker peratin r in the dwn psitin fr headphnes. TRUE AIRSPEED INDICATOR A true airspeed indicatr is available t replace the standard air-. speed indicatr in yur airplane. The true airspe~d indicatr has a c~hbrated rtatable ring which wrks in cnjunctin With the airspeed indicatr dial in a manner Similar t the peratin f a flight cmputer. TO OBTAIN TRUE AmSPEED, rtate ring until essure altitude is aligned with utside air temperature in degrees F renheit. Then read true airspeed n rtatable ring ppsite airspeed needle. Pressure altitude shuld nt be cnfused with indicated altitude. T btain pressure altitude, set barmetric scale n altimeter t "29.92" and read pressure altitude n altimeter. Be sure t return altimeter barmetric scale t riginal barmetric setting after pressure altitude has been btained. AUTOPILOT-OMNI SWITCH. When a Nav-Q-Matic autpilt is installed with tw cmpatible mni receivers, an autpilt-mni switch is utilized. This switch selects the mnl receiver t be used fr the mni curse sensing functin f the autpilt. The up psitin selects the upper mni receiver in the radi panel stack and the dwn psitin selects the lwer mni receiver. FUEL TANK QUICK-DRAIN VALVE KIT MICROPHONE-HEADSET A micrphne -headset cmbinatin is ffered as ptinal equipment. Using the micrphne-headset and a micrphne keying switch n the left side f the pilt's cntrl wheel, the pilt can cnduct radi cmmunicatins withut interrupting ther cntrl peratins t handle a hand-held micrphne. Als, passengers need nt listen t all cmmunicatins. The micrphne and headset jacks are lcated near the lwer left crner f the instrument panel. 7-4 Tw fuel tank quick-drain valves and a fuel sampler cup are available as a kit t facilitate daily draining and inspectin f fuel in the main tanks fr the presence f water and sediment. The valves replace existing fuel tank drain plugs lcated at the lwer inbard area f the wing. The fuel sampler cup, which may be stwed in the map cmpartment, is used t drain the valves. The sampler cup has a prbe in the center f the cup. When the prbe is inserted int the hle in the bttm f the drain valve and pushed upward, fuel flws int the cup t facilitate visual inspectin f the fuel. As the cup is remved, the drain valve seats, StOPPing the flw f fuel. 7-5