Cessna 172F POH - Monticello Flying Club

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Cessna 172F POH - Monticello Flying Club
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PER F O R MANCE - S PECIFICATIONS
MODEL 172
GROSSWEIGHT
SPEE D:
Top Speedat Sea Level
Cruise, ?57oPower at ?000 ft
RANGE:
Cruise, 7570Power at ?000 ft
36 Gal. No Reserve
Optimum Range at 10,000 ft
36 Gal. No Reserve
R ATE O F CLI M B AT SE A L E VE L
SERVICE CEILING .
TAKE - O F F :
Ground Run
T ot al Dis t anc e Ov e r 5 0 -F o o t Ob s ta c l e .
LANDING:
Landing Roll .
Total Distance Over 50-Foot Obstacle.
EMPTY WEIGHT (Approximate)
BAGGAGE
WING LOADING: Pounds/SqFoot
POIVER LOADING: Pounds,/HP
FUEL CAPACITY: Total
OIL CAPACITY: Total
PROPELLER: Fixed Pitch (Diameter)
ENGINE:
ContinentalEngine No.
Hor s eP ower . .
.
S K Y I I A WI . .
. 2300 lbs
2300 ll,:,
. 138 mph
. L3Omph
130 rrrplr
131 rrrlrlr
. . 550 mi l es
4.2 hours
130 mph
. 670 mi l es
6.6 hours
102 mph
. 13. 1OOft
555 rtrillr,
4 . 2 I r o r r t ': ,
131 rrrplr
6?0 nrilr,:;
6.6 hottt:;
102 rrrplr
645 lprrr
13, 100 tl
. 865 ft
. 1525ft
865 tr
1525 il
h At
.
.
.
.
.
.
.
.
.
tn h
520 ft
1250ft
1260lbs
120 lbs
13.2
15.9
39 gat.
8 qts
76 inches
. O-300-C*
.145
520tr
1250 |I
1330 llr:;
120 llr:i
13.2
15.9
3 9 g : rI .
8 qts
lo
l n( 'l l r 'r ,
o-300-l )
74l t
' I l r i l\l o d cl F 1 ? 2 , w h i ch is m anulactur ed by Reim s Aviation S. A . , R r 'i ni s ( l \l r r r r r ') l r r r nc r ', r :.
r r L r r t r :tl t{) th e 1 ? 2 e xce p t that it is power ed by an O- 300- D eng i ne, r nanufr l r 'tur t'd r r ndl r l l c l r r ,,.
r ' \ I l , , l l r; l l {)yc(', Cre we , England. All 1?2 infor m ation in this manual tx ,r tai l s to thl F l ?2 r r u,, tl
C O PYR Ic H T .!, 1984
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CessnaAircraftComlxrny
Wichita. KansasUSA
CONGRATU LA TION S
\ \ 'c 'I c o r - n et o t h c . r ' a n k,so f C c- ssn r to \r 'n e r sl yo u r ce ssn a h a s b e cn d e si g n e d
a l ) c tc o n s t r " L l ( 't e dt o g i ve vo u l h e r n o st i n l r e r fo r m a n ce , e co n o m y, a n d co m f o r t . I t i s o u r d csi r c tl .r a tvo u w i l l fi n d i l yi n g i t. e i th e r - fo r b r i si n e ss o r
p l e a s u r c . a l t i e a sa n t a n d p r o fi ta b l e cxp cr i e n ce .
T i r r s o u r r t 'r " s \ l a n u a i h a s b e e n p r c.l r a r e cla s a g r - r r d eto l i e l p yo u g e t th e
nrost 1tle,:rsr,rle
ancl r-rtiLityIror-rr Vour- Moclel 1?2,,Skyhawk. It contains in_
| r l u r a t i o r r i l l l o u t y ou l ' ce ssn a 's r .q u i i r r :r cn t, o p e r a ti n g p 1 'o ce cl r .l r e s,a n cl
p c I l o r 'n u l n c e i a n c l su q g e stl o n s fr ,r r i ts se ''r .i ci n g a n cl ce r c. l Vc r .r r .g eyo u
t o l e a c l i t l r o n t c ove r - to co \.cl ', a n cl to r e fe r to i t fr e q u cn i l v.
o u r i n l e r - c s t i n v o u l 'fl vi n g p l e a su r c i r :'r sn o t ce a se d r vi th vo u r p u r ch a se o f
a C e s s n a , Wr t r 'l c l - w i cl e . th e C e ssn a D ca l .e l Or g a n i za ti o n b a cke d l tv th e
C c s s n a S c l 'r 'i c e D ep a r tl l cu t sl r tn ci s r .e r :L cl \.to
se r .\.c yo u . Tti c fo l l o w i n g
s e l v i c e s a r e o f l e r e d b V n t,r st C u ssn a D c.r 1 6 ,1 5 .
F A C T O R Y T RAIN ED I''IEC H AN IC S tcr p r o 'i d e yo u i vi th co u r - te o u s
e x p e r 't s c r '\ 't ct{,
F A C T O R Y A P FR OVED SER VIC E Ee U IPM EN T to p r o vi cl e ysu
r '''i t h t h e r r , . s t cf[i ci e .t a 'cl a ccu r a tc r vo .kn r a n sh i p p o ssi b l e .
. { S T O C K O F GEN U I\E
r i 'i t c r t v o r r r r c c r l tl te n t.
C ESSN A SER VIC E I,AR TS o r .rh a n d
T H t r L A T E S T AU TI{OR IT,\Ti VE IN FOR N {ATION FOR SER VI C I N G C E S S N A AIR PL AN ES. si n cc C cssr .r aD ca l e r s h a ve a II
o f t h e S e r 'i c e xl l n r r l r l s u r ci p a r ts c.ta l o q - s, l i e p t .u r r e r t b y
S c r v i c c L r t t c r s a n cl Ser vi t e N e t,s I_ cttcr s, p u b l i sh e cl b y C cssn a
A i r c r a f t C o n t p e n y.
Wc L r r q e a l l C c s s n a ( Jw n cr 's to u s;Cth e C e ssn a D e a l cr ' Or g a n i z:r ti Otr 1 .Oth e
f u i l t 's l .
A c r - r r r i 'r 'r tc c - s s n l l D i ,a l e l D i fccto f\. l r c:co m 1 ;.L n i e s
].( ) u ,' l l e \\ a i r p i a n e " Th e
D i I L r r 't . t " , i s t 'e V i sci l Il cq L tt'n tl y, a r u l l r cL r l r '( 'n t c o l ) y cl l n l r l o b ta r n e d fr o n t
\ 'o t t l ' c I s - r '[ r D c : r l e r '. N Il r kc Vr ,u L 'D r r ccl o r v o n c o f v( ) L r f ( ]r o ss- co u n tr y
t i i r . h t l r l l L n t r i l l { i t i c js: i t v/.l f l n ',r 'Ll l o r n t, l tr v:L i ts
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TABL E O F C O N TEN T S
Page -
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an opr't"l l
- OPERATING
SECTION
|
SECTION
II - DESCRIPTION
o
T-t----.--
OPERATING
tfl, ,-,,11-...1-.l
PRINCIPAL
D IM ENSIONS
L1ST..............r-r
CHECK
q iih
SECTION
lll - OPERATING
SECTION
IV - CARE
OWNER
SECTION
OF
FOLLOW-UP
AND
DETAILS
......................
2-l
LIMITATIONS..-...-.....- 3-r
THE
AIRPLANE
SYSTEM
V - OPERATIONAL
............4-I
--.-.......................4-g
DATA
....5-I
6- l
sEcTr oN v t - oPT T oN AL s YST EM S......................
ALPHABETICAL
INDEX
.... Index-l
This manual descrj.bes the operation and perfornlar)ce of both
t h e C e s s n a M o cl e l 1 ? 2 a n d th e C e ssn a Skyh a w k. Eq u i p m e n t
described as "Optional" denotes that the subject equipment
i s o p t i o n a l o n th e M o d e l 1 ? 2 . M u ch o f th i s e q u i p n r e n t i s
standard on the Skyhawk model.
-!=_a'7
J>,
S e c aion
OPERATING CH ECK LIST
O n e o f t h e f i r st ste p s i n o b ta i n i n s th e u tn r o st p e r fo r m a n ce , se t'vi ce ,
a n d f l y i n g e n j o y m e n t fr o n r 1 'o u r C e ssn a i s to fa m i l i a r i ze yo u r se l f w i th
y o u r a i r p l a n e 's e qu i p m e n t. syste m s. a n d co n tr o l s. Th i s ca n b e st b e d o n e
b y r e v i e w i n g t h i s e q u i p m e n t w h i l e si tti n g i ti th e a i r p l a n e . Th o se i te m s
w h o s e f u n c t i o n a n d o p e r a ti o n a r e n o t o b vi o u s a r e co ve r e d i n Se cti o n IL
EXTE RI OR
INSPECT I O N
S e c t i o n I l i s t s, i n Pi l o t's C h e ck L i st fo r m , th e ste p s n e ce ssa r y to
operate your airplane efficiently and safely. It is not a check list in its
tlue form as it is considerably longer, but it cloes cover briefly all of
the points that you should know for a typicai flight.
o"
T h e f l i . g h t a n d o p e r a ti o n a l ch a r a cte r i sti cs o f yo u r a i r p l a n e a r e n o r m a l
i n a l l r e s p e c t s . T h e r e a r e n o "u n co n ve n ti o n a l " ch a r a cte r i sti cs o r o p e r a t l o n s t h a t n e e d t o b e m a ste r e d . Al l co n tr o l s I'e sp o n d i n th e n o r m a l w a y
u 'i t h i n t h e e n t i r e ra n g e o f o p e r a ti o n . AII a i r sp e e d s r n e n ti o n e d i n Se cti o n s
I a n d I I a r e i n d i c a te d a i r sp e e d s. C o r t'e sp o n d i n g ca l i b r a te d a i r sp e e d m a y
b e o l - r t a i n e df r o m th e Ai r sp e e d C o r r e cti o n Ta b l e i n Se cti o n V.
@"
BEFOREENTER IN GT H E AIR PLAN E.
(l)
v
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b.
(l)
rudder sajt lock. il installecl.
o"mo'"
DiscDnnect bil tie-down.
rrL( lr
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F i g u re 1 -1 .
..,
l r .- r .l i l r d .
M a k e a n e xte r i o r i n sp e cti o n i n a cco r d a n ce w i th fi g u r e 1 - 1 .
ard
BEFORESTAR T IN GT H EEN GIN E.
( 1 ) S e a t s a n d Se a t Be l ts - - Ad i u st a n d l o ck.
( 2 ) B r a k e s - - Te st a n d se t.
( 3 ) M a s t e r S w i tch - - "ON . "
( 4 ) F u e I S e l e cto r - - "BOTH ON . "
1- 1
S T AR T I N GT H EE N GIN E .
(1 )
(2 )
(3 )
(4)
(5)
(6)
(?)
Carb ure t or Heat - - Cold.
Mixtu re - - Ric h.
Primer - - As r equir ed.
Ig nitio n Swit c h - - "BO TH. "
Th rottle - - O pen 1/ 8".
Prop elle r Ar ea - - Clear .
Starte r - - Engage.
(3)
(4)
(5)
(6)
(7)
B r a k e s - - Ap p l y.
P o w e r - - Fu II l h r o ttl e .
B r a k e s - - R e l e a se .
E l e r r a t o r C o n tr o l - - Sl i g h i l y ta i l l o w .
C I i n r b Sp e e d - - 6 5 M PH ( w i th o b sta cl e s a h e a d ) .
cuMB.
N OR MA L C LIMS.
B EF O R E
T A K E -OF F .
(1) Thro ttle Set t ing - - 1600 RpM .
(2\ En gin e Ins t r um ent s - - W i t hin gr een a r c a n d g e n e r a t o r
l i g h t out.
(3) Ma g'e tos - - Chec k ( ?5 RpM r nax lm um d i f f e r L 't i a l b e t w e e n nr 2qn eto s).
(4) Carb ure tor Heat - - Chec k .
(5) Fligh t Cont r ols - - Cbec k .
(6 ) Trim Tab - - "TAKE- O FF"
s et t ing.
(? ) Cab in Do or s - - Clos ed and loc k ed.
(B) Fligh t Ins t r um ent s and Radios - - Set.
T AK E - O F F .
N O RTT,IAL
TAKE-OFF.
(1 )
(2 )
(3)
(4 )
(5)
Win g Flaps - - 0"
Ca rbu reto r Heat - - Cold.
Powe r -- Fut I t hr ot t le ( applied s nr ooth l y ) .
Elevato r Cont r ol - - Lif t nos er v heel at 6 0 M p H .
Climb Sp eed - - B5 M pH,
M A XIMUM PERFORM ANCE TAKE- O FF.
tt)
i:ll
Wing Fla ps __ 0"
('lr.b ure tor Heat - - Cold.
(1) A i rspee d - - B0 t o 90 M pH.
(2) P ol er - - Full t ht 'ot t le.
(3) N l i xture - - Full r ich ( ur . r iess
enginei s r o u g h ) .
MA X IMU M P E R FO RM ANCE
cLI I v18.
(1) A i rspeed - - B0 M pH at sea level t o ?? MPH At 10, 000f eet .
(2) Po',ver.-- FuIl ilrrottle.
(3) Nlixture -- Fuli ricl.r (unless engine i s r o u g h ) .
CRUISING.
(1) P o* ' er' - - 2200t o 2700RpM .
(2\ Tri rr Tab - - Adjust .
(3) l {i xture - - Lean.
LET- DOW N.
( 1 ) N T i . x t u r e- - R i ch .
( 2 \ P L, \ \ 'c r ' - - As d e si r e d ,
( 3 r ( '^ r i 'i r q 1 s1 6 _H,re a t - - As r e tl u i t'e d to p r e ve n t ca r l tu r e to l
i ci n g
t,
1- 3
BE F O R EL AN D IN G.
(1)
(2)
(3)
(4)
(5)
(6 )
Fue l Sel ec t or - - "BO TH O N. "
Mixture - - Ric h.
Airspe ed - - 70 - 80 M PH ( f laps up) .
Ca lbu retor Heat - - Apply bef or e c los i n g t h r o t t l e .
Wing Fla ps - - As des ir ed ( belor v 100 M p H ) .
Airspe ed - - 65 t o 75 M PH ( f laps oou' n 1 .
NOR M A L L AN D IN G.
(1)
(2)
(3)
Section
DESCRIPTION AND OPERATING DETAILS
The following paragraphs describe the systems and equipment whose
function and operation is not obvious when sittir.rs in the airplane. This
section also covers in somervhat greater detail some of the items Iisted
in Check List folm in Section I that require further explanation.
Tou ch do wn - - M ain u' hc c ls f ir . s t .
La nd ing Roll - - Lower nos c whc el s c n t l \
Bra kin g - - M inim um r equir ed.
FUEL SYSTEM .
AF T ERL AN D IN G.
( 1) W ing F la p s -- U p
( 2) Calbur e to r H e a t -- C o l d
sEcuRE A|R C R A FT.
( 1)
( 2)
( 3)
( 4)
M ix t ur e -- F u l l I ean.
A I I S witc tre s-- of f .
B lak es - - S e t.
Cont r ol L o c x -- I n s t alled .
Fuel is supplied to the engine from two aluminum tanks, one in each
rr'ing' From these tanks, fuel flows by gravity through a selector valve
and a strainer io the car.buretor.
Refer to figure 2-1 for fuel cluantity clata. For fuel system servicing
i n l o r m a t i o n , r e f e r to L u b r i ca ti o n a n d se r vi ci n g Pr o ce d u r e s i n se cti o n r v.
FUEL QU AN T T T YD AT A ( U .S. GAT LON S)
TOTAL
U SABL EFU EL AD D ITION AT
U N U SABL E
FUEt
AL L FL IGH T
U SABL EFU EL
FU EL
C ON D ITION S {L EVELFL IGH T) ( L EVELFIIGH T) VOL Utvl E
EAC H
TANKS
NO
L E F TWI N G
I
1 8 .0 9 o l .
t . 0 gol .
o. 5 901.
19.5 9ol .
R I G H T WI N G
I
1 8 .0 g o l .
1. 0 901.
0. 5 901.
19.5 9ol .
Figur e 2- I
2- L
F U E L S T R A I N E R D R AIN
LEFT
KN OB.
R e f e r t o f ue l str a i n e r
se r vi ci l l g p t.o ce cl u r e s,
Se cti o n IV.
F U EL TILNX
R IG H T F LEI- T .{N K
E T E CT RI CAT
SYST EM .
Electrical
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FUEL
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ENGIN E
PRI\1ER
GE N E R A IORW ARNI NG
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U GH TS ( oPT) .
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B E A CO N ( oPT) .
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o'eLca:t: the ,-'ror.irgl:ji:]t:"1t1.."ot be useclwiie. flyi'g through
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2- : l
CAB I N H EA T IN GA N D V E N T IL A T IONSYSTEM'
For cabin ventilatiorr, pull the "cABIN AIR" knob out. To raise tne
air temperature, pttll the "CABIN HT" knob out approximately 1,'4" to
l/2,, fo; a small amount of cabin heat. Adcliti.onal heat is avaiiable by
pulling the knob out farther; maximum heat j.s available with the "CABIN
iIT" knob pulled full out and the "CABIN AIR" knob pushed full in. When
no heat is desired inthe cabin, the "GABIN HT" knob is pushed full in.
Front cabin heat ancl ventilating air is supplied by outlet holes spaced
across a cabin manifold just foI.ward of the pilot's and copilot's feet' Rear
cabin heat and air is suppliect by two ducts frotn the manifold, one extending down each side of the cabir]. windshielcl clefrost air is also supplied by
a duct Ieading from the cabin mani.fold.
separate adjustable ventilators supply additional air; one near each
of the windshield supplies air for the piiot and copilot, arld
,,pp""
"otn"r
in the rear cabin ceiling supply air to the rear
ventilators
two optional
seat p asse ng els.
TA XI I NGDI AG RAM
U S E U P A ILE R ON
ON LH \\{NG AND
N E UTR A L E LE V A TOR
U S E U P A ]LE R ON
ON RH WING AND
N E U TR A L E LE V A TOR
U SE D OW N A ILE R ON
Ol.i LH \\'ING AND
DO\!N ELEVATOR
U S E D OW N A ILE R ON
ON RH WING AND
DOWN ELEVATOR
S TAR T I N GE N GIN E .
ordinarily the engine starts easily with one ol' two stl'okes of the
primer in waim temperatures.to six strokes in cold weather' with the
ihrottle open approximately 1,/8 inch. In extretnely cold tetrlpel'atures'
it may be necessary to continue priming while cranJ<ing'
weak intermittent explosions followed by puffs of black sntoke from
the exhaust stack indicatei overprirling oI floocling. Excess fuel caD be
cleare d fro m the c om bus t ion c ham ber s by t he f o l l o r v i n g p l o c e d u r e : s e t
the mixture control fuII lean ancl the throttle fuII opcrl: therl crank the
engine through several revolutions with the starter'. Repeat the starting procedure without any additiotral priurittg'
If the engine is underprirnecl (most liKely in cold rveather rvitti a colcl
r:rrilir-re)
it will n ot I ir e at all. and addit ional pr i n r i n g w i l l b e I ) e c e s s a r y .
As srion as the cylir.rders begin to fire, open the throttle slightly to keeir
rl I u rlru ng .
Altcr sta rtlng , if t he oil gage does not beg i n t o s h o w p I 'e s s u r e w i t h i u
:i0 r;(,(.{)n (ls
in tt're Sum m er t int e and about t r v ic e t h a t I O n g i r - rv c r y c o l d
$. r,,rllrr,r"sto p e ng ine at ] d inv es t igat e. Lac k ol o i l p r e s s u r e c a n c a u s e
C OD E
w rN D D TR E C T ION
)
NOTE
S trong quafteri ng tai l w i nds requi re c autl on'
Al'oid sucl(len bursts of the throttie and sharp
l rl ak i ng rv hen ti re ai l ' pl anc i s i n tti i s atti tuc l e'
U s e the s teerabl e nos e rv heel and rudder to
mai .ntai n c l i .rec ti on.
Figur e 2- 3.
.1
.t I
tr
serio us e ng ine da r nage. Af t er s t ar t it r g, av oid t h e u s e o f c a r b u r e t o r
heat un less icin g condit ions pr ev ail.
TAKE-OFF.
P O WE R
T A X I I NG .
When taxiing, it is important that speed and use of brakes be held to
a minimum ancl that all controls be utilizecl (see taxiing diagram, figure
2-3) to maintain directional control and balance.
Ta-xiing over loose gravel or cinders shoulcl be done at lorv engilte
speed to avoid abrasion and stone daurage to the propeller tips.
B E F O R ET AK E -OF F .
CHECK,
It is inrpoltant to check full-throttle engine operation early in the
t a k e - o f f r u n . A n y si g n s o f r o u g h e r ) g i n e o p e r a ti o n o r sl u g g i sh e n g i n e
a c c e l e r a t i o n i s g o o d ca u se fo r d i sco n ti n u i n g th e ta ke - o ff. Il th i s o ccu r s,
you are justified in making a tholough fuil-throttle,
static runup before
another take-ofl is attempted.
Full-throttle runlrps ovel Ioose gravel are especially harmlul to propeller tips. When take-offs must be made over a gravel surface, it i.s
very i.mpoltant that the throttle be advar.rcedslowly. This allows the airplane to start rolling before high RPM is developed, and the gravel will
be blown back of the propeller rather than pulled into it. When unavoidable small dents appear in the propeller blades, they should be intmedia t e l y c o r r e c t e d as d e scr i b e d i .n Se cti o n IV u n d e r p r o p e l l e r ca r e .
WA R M - UP.
Since the engi.ne ls closcly corvlecl fot' eflicrertt in-flight engine cooling. ple ca utio ns s hould be t ak en t o aloid olellr e a t i n g d u r i r r g p l o l o n g e d
engiue operation on the ground.
MA GNETO
WI N G
CHEC K.
The magneto check should be nrade at 1600 RPM as follows: Nilove
t ne ign ition switch f ir s t t o "R" pos it ion. and no t e R P M , N e x t m o t 'e t t r e
switch ba ck to r'BO THr r pos it ion t o c lear t he ot h e r s e t o f p l u e s . T h e n
nrove the switch to t he "L" pos it ion and not e R P M . T h e d i l f e r e r t c e b e tween the two magnetos operated individually should Irot be tlore thatt
75 RPM.
H I GH
RPM
MAG NETO
CHECKS.
II th ere is a doubt c ot t c er nir t g t hc opelat ion o f t h c i g n i t i o n s y s t e m ,
I I P NI ch ecks at h igher engi. ne s pec ds will r . r s ua l l 5 c' o n l i r r t t r v h e t h e r a d e lili(-1 11 -yexists. If a f ull t hr ot t le r lt nult is nec e s s a r y , t h e e r r g i t r e s h o u l d
lrrn sr.r.roo thlya nd t ur n appr ox it r at ely 2230 t o 2 3 3 0 R P M w i t l t t l t e c a r b u rr,1rrr he at o ff,
.\r, tbsen ce of RPM dr op nla] ' be an indic a t i r r n o l l a u l t t 'q r o u n d i n g o f
, ' rr, :;irll r.,Ith e ig nit ion s y s t eur c r r s hould lt e c a u s e l o r s u s l r i c i o n t h a t t h e
,,' .r ,,',r tinrin ll h as been "bunr ped- up" and is s e t i t t a d v a n c c o f t h e s e t lln,
,l ,,', rl i t'd .
Prior to take-off fron.r fields above 5000 feet elevation, the mixture
should be leaned to give maximum RPM in a full-throttle,
statii runup.
F L A P S E TTIN GS.
Normal and obstacie clearatrce take-offs are performed with wing
f i a p s u p . T h e u se o f 1 0 'fl a p s w i II sh o r te n th e g r o u n d r u n a p p r o xi m a te l y
10!f, but this advantaee ig iost in the clirnb to a 50-foot obstacle. Theref o r e , t h e u s e o f 10 'l l a p i s r e se r ve d fo r m i n i m u m g r o u n d r u n s o r fo r ta ke off from soft or rough fielcls with no obstacles ahead.
If 10 - of flaps are used in ground runs, it is preferable to leave them
e x t e n d e d r a t h e r th a n r e tr a ct th e m i n th e cl i m b l o th e o b sta cl e . Th e e xception to this rule would be in a high altitude take-off in hot weather
where climb tvould be marginal with flaps 10'.
i l a p d e f l e c t io n s o f 3 0 'to
take -off.
PERFORMANCE
4 0 ' a r e n o t r e co m m e n d e d a t a n v ti m e fo r
C H AR TS.
Consult the take-off chart in Section V for take-off distances under
various gross weight, altitude, and headwind conditions.
2-7
C ROSSWIND
TA KE. O FFS.
Take-o ffs into s t r ong c r os s winds nor m ally a r e p e r f o r n r e d w i t h t h e
minimunr flap setting Itecessary for the field lerlgtt.t, to nrinimize the
drift angle immediately after take-off . The airplane is accelerated to
a speed slightly higher than normal, then pulled off abruptly to prevent
When clear of the
possible settling back to the runway while drifting.
ground, make a coordinated turu into the wind to correct for drift.
Cruising can be done r.nost efficlently at high altitudes because of
lower air density and therefore lower airplane drag. ,'-This is illustrated
in the follorving table rvhich shows performance at ?5'lbpower at various
altitudes.
OPT IM UM C R U IS E P E R FOR MA N C E
CL I MB.
A LTITU D E
CLITVlB DATA.
For detailed data. refer to the Maxirrturtt Rate-of-CIimb
in Section V.
RPM
TRUE AI RSPEED
RANG E
2450
2 560
FulI Thr ot t le
123
i28
130
520
540
b5u
Data chart
Sea Level
5000fr.
7000ft.
C LIIVlB 5PEED5 .
Nornal climbs are performed at 80 to 90 MPH with flaps up and full
throttle for best engine cooling. The mixture should be full rich utrless
The best rate-of-cU.mb
the engine is rough due to too rich a tlixture.
speeds range from B0 MPH at sea level to 77 MpH at 10, 000 feet. If
an ob sta cle dictates t he us e of a s t eep c lim b a n g l e , t h e b e s t a n g l e - o f These speeds
ilinrb speed should be used with flaps up and full throttle.
var y fro rr 65 MP H at s ea I ev el t o ?1 M PH at 1 0 , 0 0 0 f e e t .
A 1 1 f i g u r e s a r e b a se d o n Ie a n m i xtu r e , 3 6 g a l l o n s o f fu e l ( n o r e s e r v e ) , z e r o w i n d , sta n d a r d a tm o sp h e r i c co n d i ti o n s, a n d 2 3 0 0 p o u n d s
gross weight.
STAr!-S.
NO TE
The stall characteristics are conver:tional and aural warning is provided by a stall warning horn rvhich sounds between 5 and 10 MPH above
the stall in all configurations.
Ste ep cli r nbs at t hes e low s peeds s ho u l d b e o f s h o r t
duration to improve engine cooling,
G O-AROUND
settings required to obtain these por.vers at various altitudes and outside
a i r t e m p e r a t u r e s ca n b e d e te r m i n e d b y u si n g yo u r C e ssn a Po w e r C o m p u te r .
C LI M B.
In a balked landing (go-around) climb, the rving flap setting should
be reduced to 20" immediately aIter fuli power is applied. Upon reaching a safe airspeed, the flaps should be slowly retracted to the fuII up
position.
Power-off stall speeds at rnaximum gross weight and aft c.g. condition are presented on page 5-2 as calibrated airspeeds since indicated
airspeeds are unreliable near the stall.
tA N DIN G.
CR U I SE .
Nor-nral cruising is done between 6570and 7596power.
The power
Normal landings are made power-off with any flap setting. Slips are
prohibited in full flap approaches because of a downward pitch encountered under certain combinations of airspeed and sideslip angle.
2-9
S HORI
Wi t t r o u t P r e t r e a t:
FIEL D L ANDI NG S.
For a short field landing, make a porver-off approach at approxiImmately 6? MPH with flaps 40o, and land on the n-rain wheels first.
mediately aJter touchciowr.t,lower the uose gear to the ground ancl apply
Raising the flaps after Iarrding lvili provj'de
heavy braking as requiled.
braking.
more efficient
CR OS5WIND
L ANDI NG S.
Wh en la nd ing in a s t r ong c r os s wind, us e tt r e m i n i n l u m f l a p s e t t i n g
require d for ilre fi eld lengt h. us e a wing- low. c r a b . o r a c o m b i n a t i o r r
meth od o f d rift cor r ec t ion and land in a near ly l e v e l a t t i t u d e . H o l d a
straight course with the steerable noscrvhccl artd occasional braking if
nec essa ry.
OP E R A T ION .
CO L DW E A T HE R
Prior to starting on cold morning. it is advisable to puil the propeller through several tinres bv hand to "break loose" or "liruber" the
oil, th us co nserving bat t er y euer gy . ln ex t ler n e l y c o l d ( 0 'F a n d l o w e r )
weather,the use of an external preheater for both the engine and battery
is recomme nd ed whenev er pos s ible t o r educ e w e a r a n d a b u s e t o L h e
engine an d th e e lec t r ic al s y s t em . when us ing a n e x l e r n a l p o w e r s o u r c e .
t he p osition ol the m as t er s wit c h is im por t ant ' R e f e r t o S e c t i o n V I ,
GROUND SERVICE PLUG RECEPTACLE, f or o p e r a t i n g d e t a i l s . C o I d
rveath er startin g p r oc edur es ar e as f ollows :
With Pre he at:
(1 )
(2 \
(3 )
th e
Cle ar pr opeller .
Pu ll m as t er s wit c h "O N. "
With m agnet o s wit c h "O FF" and t h r o t t l e c l o s e d . p l i t n e
en gin e f our t o t en s t r ok es as t he e n ; 5 i t r ei s b e i n g t u r n e d o v e r .
( 1 ) P r i me th e e n g i n e 8 to 1 0 str o ke s w h i l e th e p r o p e l l e r i s
being turned by hand,
( 2 ) C l e a r p r o p e l l e r '.
( 3 ) P u I I m a sl e r sw i tch "ON . "
( 4 ) T u r n m a g n e to sw i tch to "BOTH . "
( 5 ) O p e n th r o i i l e t,t 4 .
( 6 ) P u l l ca r b u r e to r a i r h e a t kn o b fu l l o n .
( 7 ) E n g a g e sta r te r a n d co n ti n u e to p r i m e e n g i n e u n ti l i t i s r u n n i n g s m o o th l y.
( B ) K e e p ca r l tu r e to l h e a t o tr u n ti l e n g i n e h a s w a r m e d u p .
NOTE
If the engine does not start the first time, it is probable
that the spark plugs have been frosted over. Preheat
must be usecl before another start is attempted.
During cold weather operations, no indication will be apparent on the
o i l t e n r p e r a t u r e g -a g ep r i o r to ta ke - o ff i f o u tsi d e a i r te tn p e r a tu r e s a r e
v e r y c o l d . A J t e l a su i ta l tl e w a r m - u p p e r i o d ( 2 to 5 u r i n u te s a t 1 0 0 0 R PM ) ,
a c c e l e l a t e t h e e n g :i r r ese ve r a l ti m e s to h i g h e r e n g i n e R PM . II th e e n g i n e
a c c e i e r a t e s s l n o o th l y a n d th e o i l p r e ssu r e r e n ta i n s n o r m a l a n d ste a d y.
t h e a j . r p l a n e i s r e a d y fo r ta ke - o ff .
Wh e n o p e r a t i ng i n su b - ze r o te m p e r a tu r e . a vo i d u si n g p a r ti a l ca r b u r e t o r h e a t . P a r ti a l h e a t m a f i .n cr e a se th e ca r b u r e to r a i r te m p e r a t u r e t o t h e 3 2 ' t o 8 0 'F r a n g e . w h e r - e i ci n g i s cr i ti ca l u n d e r ce r ta i n a tm o spheric conditions.
Refer to Section VI for cold weather equipment.
NO TE
Use h ea v y s t r ok es of pr in- r er f or lles t a t o n l i z : l t i o l t o f f u e l .
After p rim ing, pus h pr int er all t lie r v a v i t r l t t t r l l r . t r t l t o l o c k e d
position to avoid possibility of etrginc clrarvirrg fucl through
th e prime r .
(4 ) Tu rn m agnet o s r v it c h t o "BO TH. "
(5 ) Ope n t hr ot t le l/ 4" and engage s t a r t e r .
2- 11
M O D I F I E D F U E L MA N A GE MENT PROCEDURES
high
With a combination of higily volatile fuel, high fuel temperature,
operating altitude, and low fuel florv rate in the tank outiet lines, there is
a remote possibility of accumulating fuel vapor and encountering power irTo minimize ttr-is possibility,
the followregularities on some airplanes.
ing operating procedures are recommended:
(1)
Take-off and climb to cruise altifude on "both" tanks.
(This is consistent with current recommendations. )
(2) When reaching cruise altitude above 5000 feet MSL, promptly
switch the fuel selector valve from "both" tanks to either the
"right" or "Ieft" tank.
(3) During cruise, use "Ieft" and "right" tank as required.
(4) Select "both" tanks for landing as currently recommended.
P OWE R R E C OV E R YT ECHNIOUES
In the remote event that vapor is present in sufficient amounts to
cause a power irregularity, the following powe'rrecovery techniques
should be followed:
OP E RA T I O N O N A SIN G L E T A N K
Shouldpower irregularities occur when operating on a single tank,
power can be restored immediately by switching to the opposite tank.
In addition, the vapor accumulati.onin the tank on which the power irregularity occurred will rapidly dissipate itselJ such that that tank i",ill also be
available for normal operation after it has been unused for approximately
one (1) minute.
OPE R. A T I O NO N BOT H T AN KS
Shouldpower irregularities occur with the fuel selector on both tanks,
the following steps are to be taken to restore power:
(1) Switch to a single tark for a period of 60 seconds.
(2) Then switch to the oppositetank and irorverrvill be restored.
21 2
S e c a i on
OPERATING
LIMITATIONS
OPERATION SAU T H OR IZ ED .
Your Cessna exceeds the requirements of airworthiness as set forth
by the United States Government, and is certificated under FAA Type Cert i f i c a t e N o . 3 A 1 2 a s C e ssn a M o d e l N o . 1 7 2 F.
With standard equipment, the airplane is approved for day and night
operations under VFR. Additional optional equipment is available to increase its utility and to make it authorized for use under IFR day and
night. An owner of a properly equipped Cessna is eligible to obtain approval for its operation on single-engine scheduled airline service under
VFR. Your Cessna De'alerwill be happy to assist you in selecting equipment best suited to voul needs.
MANEUVER S- N OR M AL C AT EGOR Y.
The airplane exceedsthe requirements for airworthiness of the Federal Air Regulations, Part 3, set forth by the United States Government.
Spins and aerobatic maneuvers are not permitted in normal category airplanes in compliance with these regulations. In connectionwith the loregoing, the following gross weights and flight load factors apply:
2300 lbs.
Gross Weight
Fl i ght Load Fact or *Flaps Up
+3. 8 - 1. 52
+3.5
Flight Load Factor *Flaps Down . .
*The design load factors are !50V0of the above, and in all
cases, the structure meets or exceeds design loads.
Your airplane must be operated in accordancewith all FAA approved
markings, placards and check lists in the airplane. If there is any information in this section which contradicts the FAA approved markings, placards and check Iists, it is to be disregarded.
3- 1
WE I G H T AN D B A L A N C E .
The follorving information will enable you to operate your Cessna
To figure
within the prescribed weight and center of gravity limitations.
the weight and balance for your particular airplane, use the Sample
Problem, Loading Graph, and Center of Gravity Moment Envelope as
f oll.ows:
Take the licensed Empty Weight and Moment,,/1000 from the Weight
and Balance Data sheet, plus any changes noted on forms FAA-337,
carried in your airplane, and write them down in the proper columns.
Using the Loading Graph, determine the moment/1000 of each ilem to
be carried.
Total the weights and moments,,'1000 and use the Center of
Gravity Moment Envelope to determine rvhether the pojnt falls within the
envelope, and if the loading is acceptable,
t7 2
Somple
SAMPLE LOADING PROBLEM
\
_---.._
l. liconsed
Empty
weight
{Somple
Airplone)
weighl
llb r l
Airplone
{l b - i ns
/10001
1321
..
Your
I
i
^8.2
-0.3
3
Pilot
I
Fuel-
& Fronl
136 Gol
7. lotol
Aircrof
Locote
point
+Note:
Possenger
340
12.2
ot 6flGol|
216
I 0.4
310
23.8
65
6.2
2 300
100 5
(or Possenger
6. Eoggog€
this
{olls
Normolly
t w€ighf
point
within
full
on
Auxiliory
Seot),.
(tooded).......,......
of grovity
{2300 ol 100.5) on lhe cenler
is occeploble
the envelope
the looding
oil
moy
be
ossumed
for
oll
Airplone
Weighi
envelope,
l5
on<i
since
- 0.3
this
f lighls
3 -4
3- 5
r,-7
(
CARE
2
OF TH E AIRPLAN
E
I
I
If your airlllane is to retain that new plarte perforltlance artd dependa b i l i t y . c e l t a i n r n sp e cti o n a n d n r a i n te n a u ce r e cl u i l e r tte ttts m u st b e fo l l o w cd .
It is tvise to follorv a planned scheclule of Inbrication ancl preventative maintenatrce based or-rclirr-ratic and flying conditions encourrtered in your locality.
K e e p i n t o u ch r vi th vo ttr C e ssr ta D e a l e r a n d ta ke a d va n ta g e o f l ti s kr to r vI e d g e a n d e s y r e r i e n ce . H e kn o r vs yo u r a i l r l a n e a n d h o w to n r a i n ta i u i t. H c
r v i l l r e m i r - r d y o u rvh e n l u b l i ca ti o n s a n d o i l ch a n g e s a r e l l e ce ssa t'v. a u d
a b o u t o t h e r s e a s o n a L a n d p e r i o d i c se r vi ce s.
GROUND HAN D LIN G.
T h e a i r i : l a n e i s r - r o st ca sr l v r r n d salelv nraneu','ere.dby hand with the
t o r r '- b a i a t t r l c h e d to th e n o se r vtr e e l .
N OTE
! V h e n L rsi n g tl - r cto r v- b l r '. n cvcl e \ce e d th c tL r r n i n g
e i th e r si d c o f ce n te r '. o r d a m a g e to
anille ol 30
t h e g c a l w i l l r e su l t.
I
I
MOORINGY OU RAIR PLAN E.
\
P r o p e l t i e - d o * 'n l r r r r cr :d u L e i s vo u r b e st p r cca u i i o n a g a i n st d a n - r a g et o
v o u l p a l k e c l a i l p la n c l ;r 'g u s1 1 'o l stt'o u g w i u ci s. To i i e - d o r vn yo ttl e i r p l a n e s e c u l 'e l r '. p r .o cccci l i s L o l l o r vs:
( 1 ) S c t t h e pa l ki n g b l a l i e a u cl r n sta l l th e r r o n tr o l w h e e l 1 o ck.
( 2 ) T i e . s u l i ici e n tl v stl o n g r ( ) l l cs o l cl u ti n s ( 7 0 0 p ttu n d s te n si l e
s t r e n r t t h ) i ( r w i n g . tr r i l . a n cl n o st ti e - cto u 'n fr tti n g s:u i d sc'cr .tl ee- a t:h
r o l r e t o a l 'a n l l 1 i t - cl o r i 'n .
.+-r
( 3) Install a surface control Iock over the fin and ludder.
( 4) Install a pitot tube cover.
wrNDsHtEtD
-wrNDows.
The plastic windshield and windows should be kept clean and waxed at
all tino es. To p r et ' ent s c r at c hes and c r az ing . u - a s h t t r e n r c a r e f u l l y w i t h
plenty of soap and water, using the palm of the hand to feel ar.rddislodge
d irt a nd mu d. A s of t c lot h, c ham ois or s po n g c m a y b e u s e d , b u t o n l y t o
c a rry wate r to the s ur f ac e, Rins e t hor oughl t , t h e n d r y w i t h a c I e a n .
moist chamois. Rubbing the surface of tlic plastic with a dry cloth buj.lds
u p an ele ctro sta t ic c har ge s o t hat it at t r ac t s d u s t p a r t i c l e s i n t h e a i r .
Wipin g with a m ois t c ham ois will r enr o\ r e bo t h t h e c l u s t a n d t h i s c h a r g e .
Re move oil and gr eas e r v it h a c lot h nr ois t c n e d r v i t h k e r o s e r l e . N e v e r
use ga so line . b enz ine, alc ohol. uc ' t ' t one' . c : a r b o n t e t l a c t r l o r i d e , f i r e e x ting uishe r or a nt i- ic e f luid. lac quer t hinnel o r g l a s s c l e a n e r . T h e s e
mate rials will sof t en t t ie plas t ic and nr ay c au s e i t t o c r a z e ,
After re mov ir . r g dilt and gr eas e. if t he s u r f a c e i s n o t b a d l y s c r a t c h e d .
it should be waxed with a good grade of commercial wax, The wax wili
fill in min or scr at c hes and help pr ev ent f ur t h e r s c r a t c h i r l g . A p p l y a t h i n .
even coa t of wa x , and br ing it t r : a high polis h b v l u b b i n g I i g h t l y w i t h a
c lea n, d ry, soft f lannel c lot h. Do not us e a p o w e r b u l f e r '; t h e h e a t g e n erated by the bulling pad may soften the plastic.
automotive wax, A heavier coating of wax on the Ieading edges oI the
wings and taii and on the engine nose cap and propeller spinnel will hel.p
r e d u c e t h e a b r a s i o n e n co u n te r e d i n th e se a r e a s,
ALUM INUM SU R F AC ES.
The clad aluminum surfaces of your Cessna ntay be washed with
clear water to remove dilt; oil and grease rnay be removed with gasoline,
naptha, carbon tetrachlolide or other non-alkaline solvents. DuIIed aluminum surlaces may be cleaned effectively with an aircraft aluminum
polish.
After cleaning, and periodically thereafter, waxing with a good autom o t i v e w a x w i l l p r e se r ve th e b r i g h t a p p e a r a n ce a n d r e ta r d co r r o si o n .
R e g u l a r w a x i n g i s e sp e ci a l l y r e co m m e n d e d fo r a i r p l a n e s o p e r a te d i r .r
s a l t w a t e r a r e a s a s a p r o l e cti o n a g a i n st co r r o si o n .
PROPELLER
CAR E.
Do n ot u se a c anv as c ov er on t he wil' r ds h i e l d u n l e s s f r e e z i n g r a i u o r
s lee t is a nticipa t ed. Canv as c ov er s m ay s cr a t c h t h e p l a s t i c s u l f a c e .
P r e f l i g h t i n sp e cti o n o f p r o p e l l e r b l a d e s fo r n i cks, a n d w i p i n g th e m
o c c a s i o n a l l l 'r v i t h a n o i l y cl o th to cl e a n o ff g r a ss a n d b u g sta i n s w i l l a ss u r e l o n g . t l o u b l e - fr e e se r vi ce . It i s vi ta l th a t sn ta l l n i cks o n th e p r o p e l l e r s . p a r t i c u l a r l S'n e a l th e ti p s a n d o n th e l e a d i n g e d g e s, a r - e d r e sse d
o u t a s s o o n a s p o ssi b l e si n ce th e se n i cks p r o d u ce str e ss co n ce n tr a ti o n s.
a n d i f i g ; n o r e d . ma y r e su l t i n cr a cks. N e ve r u se a n a l ka l i n e cl e a n e r o n
t h e b l a d e s ; r e m o ve g r e a se a n d d i r t w i th ca r b o n te tr a ch l o r i d e o r Sto d d a r d
solvent.
P A I N T EDS U R F A C E S .
INTERIORCAR E.
Th e pa inte d ex t er ior s ur f ac es ol v our n e w C e s s r - r : r c , r l L r i r c a n i . n i r i a l
lru ring p erio d w hic h m ay be as long as 90 c la l . s a f t e r t h c I i r i s h i s a p p l i e d .
Durin g this curi ng per iod s om e pr ec ar r t ions s h o u l c l l r r . t : r l i t 'n t o a r . o i d d a n t 'I h c f i n i s h s h o u l d
agin g th e fin ish or int er f eling u' it h t he c uling p r o ( 'c s s .
be cleaned only by \rashiug rvittr clean rvater and ntilrl solp. Iollorved lty a
r 'in se with wa ter and dr y ing uit h c lot t r s or A i h u r r o i s . D o n o l u s e p o l i s h
or'\r'a x. which would ex c lude: lir f lonr t lt t , s r r L l l r i r . . r l r rl l r q t h i s 9 0 - d a y
c rrrirrg p erlo d. Do r - r otr ub or buf f t hc lir r is lr . l r r r r lr r r ', r i c li l v i n 3 . *t h r o u g h l a i n .
I r rril lr sIe et.
To lemove dust and loose dirt from the upholstery and car-pet, clean
t h e i n t e r i o r r e g u l a r l y w i th a va cu u m cl e a n e r .
()rrcc ttre fir - r is h has c ur ed c or r l. r llt t ' lr ' . j l n l t v l r c r v a x e d r v i t h a g o o d
42
Blot up any spilled liquid promptly, with cleansing tissue or rags.
D o n 't p a t t h e s p o t; p r e ss l h e b l o tti n g m a te r i a l fi l m l y a n d h o i d i t fo r se ve r a l s e c o n d s . C on ti n u e b l o tti n g u n ti l n o m o r e l i q u i d i s ta ke n u p . Scr a p e
o l f s t i c k y r . n a t e r ia l s w i th a d u l l kn i fe , th e n sp o t- cl e a n th e a r e a .
O i I v s p o t s m a y b e cl e a n e cl w i th h o u se h o l d sp o t r e m o ve r s, u se d sp a r l n g l y , B e f o r e u si n g a n y so l ve n t. r e a d th e i n str u cti o n s o n th e co n ta i n e r
4- 3
an d te st it o n an obs c ur e pLac e on t he labr ic t o b e c l e a n e d . N e v e r s a t u rate the fabric with a volatile solvent; it nray darrage the padding and
backing materials.
Soiled upholstery and carpet may be cleaned with foam-type detergent.
us ed a ccord ing t o t he m anuf ac t ur er ' s ins t r uct i o n s .
To minimize wetting
the fabric, keep the foam as dry as possible and remove it with a vacuum
clea ne r,
AIRPLANEFILE.
There are niiscel.lalreous data, inlormation and Iicenses that are a
part of the airplane file. The following is a check U.st for that file. In
addition, a periodic check should be made of the latest Federal Air ResuIatiorrs to insure that all data requirements are met.
A.
The plastic trim, headliner, instrument panel and control knobs need
onlv be wiped off with a damp cloth. OiI ancl grease on the control wheel
and control knobs can be remor,ed with a cloth tnoistened wi.th kerosene,
Volatile solvents, such as rnentioned irr par-agralths on cal'e of the windshie ld, mu st ne v er be us ed s inc e t hey s c lf t et t a r t d c r a z e t h e p l a s t i c .
A N D IN S P ECTION
PERIODS.
I N S P E C T I ON
S E R V IC E
With you r a ir plane y ou will r c r ' eiv e an O w n e L 's S e r v i c e P o l i c y . C o u pons attached to the policv entitle you to an initiai inspection and the first
1 00 -ho ur inspe c t ior . r at no c har ge. I f y ou t ake d e l i r r e r y f r o m y o u r D e a l e r ,
h e will pe rform t he init ial ins pec t ion bef or e d e l i v e l v o f t h e a i r p l a n e t o
yoLr. If you pick up tl're ailplane at the factory, plan to take it to your
Dea ier re ason ab ly s oon af t er y ou t ak e delil' e r 1 ' o n i t . T l t i s w i l l p e r m i t
him to ch eck it ov er and t o nr ak e any m inol a d j u s t n r e n t s t h a t m a y a p p e a r
necessa ry. AIs o, plan an ins pec t ion by y our D e a l e r a t 1 0 0 h o u r s o r 1 8 0
This ins pec t io r r a l s o i s p e r f o r m e d b y y o u r
clays. wh ich ever c om es f ir s t .
Dea ler for yo u a t no c har ge. W hile t hes e im p o r t a n t i r . r s p e c t i o n sw i l l b e
pe rforme d for y ou by any Ces s na Dealer . in m o s t c a s e s ) 'o u w i l l p r e f e r
to have the Dealer from whom you purchased the airplane acconrplisl.r
this work.
Federal Air Regr,rlations requile that all airplanes havc a periodic
(an nu al) inspe cti or . r as pr es c r ibed by t he adt r i n i s t r a t o r . a n d y r e r f o r m e d
In addition. 100-trour
bv a p erson d esignat t : d by t he adr ninis t r at or .
p erio dic in sp ect ions nr ade by an "appr opr iat e l l '- r a t c d I l c c h a n i c " a r e
rccl.rired if th e air plane is f lown f or hir c . T h c C r : s s n a A i l c r a f t C o n t p a n l '
rccorrme nd s th e 100- hour per iodic ilt s pec t io r t I o L 1 'r r L t ra i r p l a n e . T h e
ir lor:e du re fo r this 100- hour ins per : t iot ' thas l t t 't 'r t c l r t - c l r l i l - vw o r k e d o u t b y
tlrt, lat:to ry a nd is f ollowed by t he Ces s lut Dt : a l t 't O r g a n i z a t i o t - r . T h e c o n t p lt.tr' Ilrnrilia rity oI t he Ces s na Dealc l O lqar ti z l t i o n r v i t h C e s s n a e q u i p n rcrrl lLrrclwith fac t or y - appr ov ed lr loc ' t : c lulc s p l r r v i c l e s t h e h i g h e s t t y p e o f
st'r'r,ilt' po ssible at lor v er c os t ,
T o b e d i s p l a y e d i n th e a i r p l a n e a t a l l ti m e s:
( 1 ) A i r c r a - i t Ai r r vo r th i n e ss C e r ti fi ca te ( Fo r n r FAA- 1 3 6 2 ) .
( 2 ) A i r c r a f t R e g i str a ti o n C e r ti fi ca te ( Fo r n r FAA- 5 0 0 .4 ,).
( 3 ) A i r p l a n e R a d i o Sta ti o n L i ce n se ( Fo r m FC C - 4 0 4 . i f tr a n sm i tte r
installecl).
B.
T o b e c a r r i e d i n th e a i r p l a n e a t a l l ti r r e s:
(1) Weight and Balance, and associated papers (Iatest copy of the
R e p a i r a n d Al te r a ti o n Fo r m , Fo r m FAA- 3 3 ? , i f a p p l i ca b l e ) .
( 2 ) A i r p l a n e Eq u i p m e n t L i st.
C.
T o b e m a d e ava i l a b l e u p o n r e q u e st:
(1)
(2)
A i r p l a n e L o g Bo o k.
E n g i n e L o g Bo o k.
NOTE
C e s s n a r e co m m e n d s th a t th e se i te m s, p l u s th e Ow n e r 's
Manual and the "Cessna Flight Guide" (Flight Computer),
b e c a r r i e d i n th e a i r p l a n e a t a l l ti m e s.
Most of the items listed are required by the Unitecl States Federal Air
R e g u l a t i o n s , S i n c e th e r e g u l a ti o n s o f o th e r n a ti o n s r n a y r e q u i r e o th e r
d o c u m e n t s a n d d a ta , o w n e r s o l e xp o r te d a i r p l a n e s sh o u l d ch e ck w i th th e i r
o w n a v i a t i o n o f f i c i a l s to d e te r n .r i n e th e i r i n d i vi d u a l r e q u i r e m e n ts.
4- 5
AND SERVI CI NG
LUBRICATION
PROCEDU
RES
Specific servicing information is provided here for items requiring daily
attention. A Servicing Intervals Check List i.s included to inforrn the pilot
when to have other items checked and serviced.
EAC H 50 H OU R S
B A T T E R Y - - C h e ck a n d se l l i ce .
i l o p e r a t i n g i n h o t w e a th e r .
C h e ck o fte n e r ( a t l e a st e ve r y 3 0 d a ys)
ENGINE OIL AND OIL FILTER -- Change engine oil and replace filter
e l e m e n t . I f o p t i o n a l o i l fi l te r i s n o t i n sta l i e d , ch a n g e o i l a n d cl e a n scr e e n
every 25 hours. Change engine oit at Ieast every four months even though
Less than 50 hours have been accumulated. Reduce periods for prolonged
operatior.r in dusty areas. cold climates, or when short flights and long
idie peri.ods result ir.r sludging conditions.
D A IL Y
FUEL TANK FILLERS:
Service after each flight with B0/B? rninir.nunr grade fuel.
capacity of each wing tank is 19.5 gallons.
SERV I C I N G
I N T E R V A LC
SH E C KL I S T
The
C A R B U R E T O R A I R FIL TER - - C l e a n o r r e p l a ce . U n d e r e xtr e m e l y d u sty
condltions, daily maintenance of the filter is recommended,
NOSE GEAR TORQUE LINKS -- Lubricate.
FUEL STRAINER:
On the first flight of the clay and after each refueling, pull out fuel
strainer drain knob for about four seconds, to clear fuel strainer of
possible water and sediment. Release drain knob, then check that
strainer drain is closed after drainins.
EAC H IOO H OU R S
BRAKE MASTER CYLINDERS -- Check and fill.
SHIIII,IY DAMPENER
-- Check and fiil.
F U E L S T R A I N E R - - D r sa sse m b l e a n cl cl e a n .
OIL FILLER:
When preflight check shows low oil level, service with aviation grade
Your Cessna
engine oil; SAE 20 below 40'F. and SAE 40 above 40'F.
was deliveled from the factory with straight mineral oil (nondetergent) ancl should be operated with straight mineral oil for the
first 25 hours. The use of mineral oil during the 25-hour break-in
period will help seat the piston rings and will result in less oil consumption. After the first 25 hours, either mineral oil or detergent
oil may be used. If a detergent oil is used, it must con-form to
Continental Motors Corporation Specification MHS-24. Your Cessna
Dealer can supply an approved brand.
OIL DIPSTICK:
Check oil level before each flight. Do not operate on less than 6 quarts.
To minimize loss of oil through breather, fill to 7 quart ievel for normal flights of less than 3 houls.
For extended flight, fill to 8 qua,rts.
If optional oil filter is installed. one additional quart is required when
the filter element is chaneed.
4 -(i
F U E L T A N K S U M P D R AIN S - - D l a i n w a te l a n d se d i m e n t.
F U E L L I N E D R A I N PL U G - - D l a i n w a te l a n d se d i m e n t.
V A C U U M S Y S T E M OIL SEPAR ATOR ( OPT) - - C l e a n .
S U C T I O N R E L I E F VAL VE IN L ET SC R EEN ( OPT) - - C l e a n .
EAC H 5OO H OU R S
VACUUM SYSTEM AIR FILTER (OPT) -- Replace filter element.
p l a c e s o o n e r i f s u cti o n g a g e r e a d i n g d r o p s b e l o w 3 .7 5 i n . H g .
WHEEL BEARINGS -- Lubricate.
5 0 0 h o u r s t h e r e a f t er .
Lubricate at first
Re-
100 hours and at
A5 R EQU IR ED
NOSE GEAR SHOCK STRUT -- Keep inflated and filled.
GYRO INSTRUMENT AIR FILTERS (OPT) -- Replace at instrument overhaul.
a-I
t- '7
2
S e c a iorr
OPERATIONAL
O W NER F O L L O W - U P SYST EM
-F
a ' 72
Your Cessna Dealer has an owner follow-up system to notify
you when he receives information that applies to your Cessna. In
addition, if you wish, you may choose to receive sin.riLar notification
dire ctly from t he Ces s na Ser v ic e Depar t r n e n t . A s u b s c r i p t i o n c a r d
is supplied in your airplane file for your use, should you choose to
re qu est this s er v ic e, Your Ces s na Dealer w i l l b e g l a d t o s u p p l y
you with details concerning these foIIow-up programs, and stands
leady through his Service Department to supply you with fast, efficierrt, lo rv c os t s er v ic e.
-
4t\
DATA
T h e o p e r a t i o n al d a ta sh o w n o n th e fo l l o w i n g p a g e s a r e co m p i l e d fr o m
actLral tests r,vith airplane and engine in good condition and using average
p i l o t i n g t e c h n i q u e a n d b e st p o w e r m i xtu r e .
Yo u w i l l fi n d th i s d a ta a va l u a b l e a i d r v h e n p l a n n i n g yo u r fl i g h ts. H o w e ve r , i n a sm u ch a s th e n u m b e r o f
v a r i a b l e s i n c l u d e d p l e cl u d e s g r e a t a ccu r a cy, a n a m p l e fu e l r e se r ve sh o u l d
b e p l o v i d e d , T h e l a u g e p e r fo r m a n ce sh o w n m a ke s n o a l l o w a n ce fo r w i n d ,
n a v i g a t i o n a l e r r o r . p i l o t te ch n i q u e , w a r m - u p , ta ke - o ff, cl i m b , e tc. AII
o f l h e s e f a c t o r - s n r u st b e co n si d e r e d w h e n e sti m a ti n s r e se r ve fu e l .
A porver setting selectecl flonr the range charts usually wiII be more
e f f i c i e n t t h a n a r - a n d o r l se tti n g . si n ce i t w i Il l l e l r n tt yo u to e sti u ta te yo u r
fuel consumption mole accuratelv.
You lvill fintl that using the charts and
your Porvel Computer lvill pay divider.rds in overall efficiency.
R a u g e a n d e : r du r a n ce fi g u r e s sh o r vn i tr th e ch a r - ts a r e b a se d o n fl i g h t
t e s t u s i n g M c C a u l e y IC I1 2 , EM 7 6 5 3 p l o p e l l e r .
Oth e r co n d i .ti o n s o i th e
t e s t s a r e s h o w n i n th e ch a r t h e a d i n g s, Al l o r va n l e s fo r fu e l r e se r ve ,
h e a d w i n d s . t a k e - o ffs. a n d cl i m b . a n d va r i a ti o n s i .n n r i xtu r e l e a n i n g
t e c h n i q u e s h o u l d b e n r a d e a n d a r e i n a d d i ti o n to th o se sh o w r r o n ttr e ch a r ts.
O t h e r i n d e t e r m i n a t e va r i a b l e s su ch a s a ""5 u r sto r m e te r i n g - ch a r a cte r i sti cs
e n g i n e a n d p r o p e l l e r co n d i ti o n s, a n d tu r b u l e n ce o r .r tm o sp h e r e m a y a cco u n t
f o r v a r i a t i o n s o f 1 Oci o r m o r e i n m a xi m u n r r a n g e ,
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T AK E-OF F D IS TA N C E FR OM H A R D S U R FA C ER U N W A Y ,
GROSS
WE IG HI
tB s.
tA5
AT 50 FI
MPH
HEAD
WIND
KNOTS
@ 5.t. & 59'
GROU N D
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60
T OT AL
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T OT AI,
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RUN
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GR O U N D
RUN
TO I A t
TO C L TA R
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20
435
290
l?)
780
570
3fi 5
520
355
215
920
iiB0
470
625
430
270
1095
820
575
7ii5
535
345
r3?0
l 040
'l 45
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53l l
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905
645
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1250
910
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810
5q5
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1 6 85
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1.185
I 100
r 255
920
630
2480
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I 480
1565
I 160
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L095
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405
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1170
850
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?50
505
Incr eose dislonce look for eoch 25oF obov e s tondor d l em per otur e for por ti c ul or ol ti l ude
M A X I M U MR A T E -OF -C L IMB
DATA
@ 5 .1 .8 ,5 9 "
GR OSS
W E IGHT
L B 5,
MPH
1700
75
to 8 5
2 000
77
2 3 00
80
ll^r^_
l\OIe:
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Fuel
r
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@ ro,ooo ft. & 23. F
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tA s
MP H
R AT E OF
C LIM B
FTlMrN.
F R O /v \
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F U EL
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l.o
73
82s
1.9
840
't.o
76
6l o
2.2
645
LO
78
435
2.6
RAT EOF GALS
ct- tMB OF FUEt
F T lM IN.
USED
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used
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throttle
includes
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roke-off
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R AT E OF
C LIM B
F T l M IN .
F R O /V\
5.1.
F U EL
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rA 5
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R AT E O F
C T IM B
F T l M IN.
FRO M
570
2.9
70
3r5
4.4
74
380
3.6
73
155
o.J
77
230
4.4
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N O W IN D _ 40 O FIA P S - P OW E R OFF
GR O 55
APPROACH
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L B5.
M PH
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ROIL
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GR O U N O
R OI.L
TO TA T
CLEAR
50
085.
t385
IO
650
085.
1455
Section
Ir'73)
OPTIONAL
SYSTEMS
T l - r l s s e c t i u n co n ta i n s a d e scr i p ti o n , o 1 ;e r - a ti n 9p r o ce d u r e s, a n cl p e r l o r n r a n c e d a t a ( r v h e n a p p l i ca b i e ) fo r so m e o l th c o p ti o n a l e q u i p m e n t w h i ch
r r a v b e i n s t a l l e d i n yo u r ce ssn a . o w n e r 's M a u u a l Su p p l e m e n ts a r e p r o v i d e d t o c o v e r o p e r a ti o n o f o th e r o p ti o n a l e q u i p n r cr t syste m s w h e n i n s t a l l e d i n y o u l a i r pl a n e . C o n ta ct yo u r C e ssu a D e l l e r . fo r a co m p l e te
l i s t o f a v a i l a ) t l e o p ti o n a l e q u i p r l e n t.
AUX I L I A R Y
F U E LT A N K S Y S T E M
A n o p t i o n a l a u xi l i a r v fu e l ta r .r ksyste r n ( fi g u r e 6 - 1 ) i s a va i l a b l e to i n c r e a s e t h e a i r p l a n e o l te l a ti n g ; r a n g e , S- vste m co r - n p o n e n tsi n cl u cl e a n 1 B
g a l l o n f u c l t : r n k ( 1 ? .5 5 g a l l o n s u sa b l e ) i n sta l l e d o n th e b a g g a g e co r r p a r .tn r e n t f l o o : . a n e l e ctr i c fu cl tr a n sl e r p u m p b e h i n d th e ta n k. a n e l e ctr i ci r l i1'-operated fuel quantit-v indicator and fuel transfer pump swj.tch on the
i n s t l u n r e n t p a n e 1 . a fu e l l a n k fi IIe r p r o vi si o n o r .rth e r i g h t si d e o f th e
f u s e 'I a g - e . a 1 u e l t a n k sL r n tpd r - a i n va l ve a t th e fl o n t o f th e ta n k o n th e
b o t t o n t o i t h e f u s e l a g e . a n cl th e n e ce ssa r y p l u n tb i n g .
T h e a u x i l i a r . y fu e l syste m i s co n n e cte d to th e r i g h t m a i r r fu e l ta n k
p l u n r b i n g a b o v c L l - r er i sh t ca b i n d o o r .
AUXILIARYFUELSYST EMOPER AT ION .
T o o l l c r a t e t h e a u xi l i a l y
fu e l syste m , p r o ce e d a s fo l l o w s:
P R E - F L I G H T C H E C K:
( 1 ) T u r n o n n ta sl e r sw i tch a n d ch e ck fu e I q u a n ti ty i n cl i ca to r fo r
r eading.
6- 1
LEFT
F U E I, TANX
R IGH T F U EL T AN K
(2) Monrentarj.ly pull on transfer pump switch and listen for pump
o p e r a t i o n . T ur n o ff m a ste r sw i tch ,
( 3 ) C h e c k q u a n ti tv o f fu e i i n ta r .r kfo r a g r e e m e n t w i th fu e l q u a n ti ty
indicator,
F i l l ta i r k f u - ' a n ti ci p a te d r e q u i r e m e n ts.
(4) Drairi snrall anrount of fuel front iuel tar.rkdrain vaive to check
for possible rvater aucl sedir-nent,
DURING FLIGHT:
T IT AN SF ER
PU N l P
SW IT C H
( lt EcrK
\I-\LV E
,A-TTI
Itfl_ly
( 1 ) T a k e - o f f . cl i r u b a n cl Ia n cl r vl th l u e l st'Iccto r I'a h 'e h a n d l e se t o n
"BOTH" for r-na,rirnum safetv.
( 2 ) A f t e l l e v e l i n g o ff a t cr u i se a l ti tu d e . sr vi tch to "R IGH T" a n d
o [ ) e r '- l t e f r o r r r th i s ta r r k u r r ti ] th e fu cl si l l \) l v r : r '1 1 1 1 s1 1 5 {q '6 1 .
( 3 ) S r v i t c h t o "L EFT" fo r o p e r a ti o r .r , ti r .i r p r ,r 1 o
l r r tr a n sl e r p u r n p
s r v i t c h a n d r e f il l r i g h t m a i n fu e i ta n l i f l o r r r a u xi l i u r v ta i tk. Pu sh
t r a n s f t r p u n r p sr vi tch o ff r vl - r e nfu e l tr a n si e l i :; t'o n tp l cte d .
\ T\T
FU EL
STRA IN ER
T It \N SF ER
PLN l P
EN( ]1\ E
PRI\l EIT
AU XILI.\R Y
F U EI- T A\K
Transi el
ol totai l r.rt' l l r-ont tl rt, l rrrrrl i al v
tt'ottt -15 tn i rtttt,s t() I l r()ur.
l anl i rv i II tak e
(4) R etr,Lt'trIut, l s e l t,c tot' t:tl v t, l turrc l l t, 1l "B OTH "
pos i ti ou after'
rel i l l i ng
l i gi rt trLri l i . rrl i f c l t,s i l t c l s ' ,r' i tc h agai ri to I' i ql rt nrai n tan_l i .
IM POR TAN T
T H IIOT T L I]
Il--rl
C .\IiRUR ETOR
F UEL
SY ST
EM
---1K I
\
lk t10
[NH]
,l
-
L
I1 I\ ll liI
( ( )\. I ] l( il
f.\()l'
D o n o t o 1 ;e r - a teth c tl a n sl e l p u r ) r p u 'i th th e fu e l scl e cto r '
t u r n e c l t o ei th e r ' "BOTH " o r "R IGH T" p o si ti o n s. To ta l
o l p a l t r a l e u g n e sto p p a g c r vi 1 l r 'e su l t f r o n t a i r l te i n g
p u n r p e . cili - r tr ti l r e l L i n e s:r Ite l fu e l tl a n sfe r h a s b e e n co n r p l e t e d . I l i h e p u n tp sh o u l d a cci cl e n ta l l v l ;e tu r 'n e d o n
, r 'i t h t h e f r - r c.ise l e cto r i r - re i th e l o { th e se p o si ti o n s, a n d
e l l g i : l e S t . r l r l l a g eo C C u r S. ti r e e n g i n c r vi Il r e sta r - t 1 u f|o u t
3 t o 5 s e c o n d s a fte r tu r n i n g o II th e tr a n si e l p u m l t a s th e
a i l i r r t l r e Iu e l . l i n e r i - i l l b e e l 'a cu a te cl r a p i d J.y.
SCHEMATIC
-
WITH OPTIONATAUXI LI ARY
FUE L T A N K
SYSTEM
Figr r r c 6- l.
{;-,
6- 3
EQUI PM ENT
C OL D WEATHER
RA DI O S E T E C T O RS W I T C H E S
WIN T ER I Z AT ION K IT .
X
Fo r co ntin uo us oper at ion in t em per at ur es c o n s i s t e n t l y b e l o w 2 0 'F ,
t he Cessn a winte riz at ion k it , av ailable f r om y o u r C e s s n a D e a l e r . s h o u l d
be installed to improve engine operation,
T
TSPKR-----I
(@ ; @ @ @ @
\ --l
pHoNEs
G R O UN D SE R V IC EP L U G R E C E PTACLE.
A ground service plug receptacle may be installed to perrnit the use
ol an external power source for cold weather starting and durrng lengthy
main tern nce wo rk on t he elec t r ic al s v s t en.
Whe n using a bat t er y t y pe c ar t as an ex t er r t a l p o r v e r s o u r c e f o r s t a r t ing th e e ng ine , th e m as t er s wit c h s hould be t ur n e d o f f . T h i s p r e v e n t s a
Iow airplane battery from draini.ng the limited external power availaltle
lrom a battely cart, If a generator type exterr-ral power source is usecl
for starting. the master- switch may be turnecl off or on, as desirecl lty
the uilot.
SW I TCHES
RADIO SEL ECTOR
RAD I O SE L EC T OR
S WIT C H OP E RATION.
Op era tion of the r adio equipm ent is nor m a l a s t r o t 'c L t : c li r ) t h e r c s p e c tive ra dio ma nu als . W hen m or e t han one r adio i s i n s t l r " I l c c l ,e t t r t u d i o
srvitchin g system is nec es s ar y . The oper at ion o f t h i s s w i t t 'l t i t t g - s y s t e n t i s
dcscrlb ed be low.
S WIT C H.
TR AN S M I T T E RS E L E C T OR
Fi g u r e 6 - 2 .
e s s a r '\ 't o s r v i t c h th e m i cr o p tr o n e to th e Ia d i o u n i t ttr e p i l o t d e si r e s to u se
f ol tlansnrission.
Th i s i s a cc'o n r p l i sl 'r cdl r y p l a ci n g th e tr a n sm i tte r
s e l e c t o l s r v i t c h i n ttr e p o si ti o u ( 'o r r 'csp o n cl i n g to th e r a d i o u n i t w h i ch i s to
be used,
SPEAKER- P H ON E
SW IT C H ES.
T h e s p e 'a k e r- p h o n c sr vi tt:h t- s ( fi g u r c 6 - 2 ) d e te l m i n e w h e i l r e r th e o u tp u t
o f t h e r c c e i v e l i n u se i s l e d to tl i e h e a d l ;tr o r .r e os r th r o u sh th e a u d i o a m p l i f i e r t o t h e s p e a k e r . PIa ce th e sw i tch fo r th e d e si r e d l e ce i vi n g syste n r
e i t h e l i n t t r e u p p o si ti o n l o r sl ;e a ke l o p e l a ti o n o r i n th e cl o w l p o si ti o l l o r
h e a d p h o n es .
AUTOPILOT - OM N I SW IT C H .
\ \ 'h e u a N a r - o - l \I:r ti c a u to p i l o t i s i n sta l l e d r vi th tr vo co m p a ti l r l t' o n r n i
l 'e ( l e i v e l s . a n a u to p i l o t- o u r ti st'i tch i s u ti l i ze cl . Th i s sw i tch se ft't.r s tl t'
r r l t t l t i t 'e c e i t 'c r t t l l l e ttse d l r tt'tl r e o n n r i co u r se se r - r si n gfu n cti o n o l tl r t'l r u tttp i l o t . T h c s r v i t ci r i s ttn u r ttcd i u st to th e r i g h t o f th e a u to p i l o t co r r tl o l r r r r i t
a t t i r e l - n t t o n r o f th c r n str u r l e n t p a n e I. Th e sr vi tch p o si ti o n s. i u l r t'l i 'cl
"ol\'I\I l" ancl "ox'INI 2". curlespond to tire onrni receir.cLs irr
ilrt' r'u.crro
panel stack,
'l lrt' L ran smitter s elec t or s wit c h ( lir r ur c 6- 2 ) i s l a b e l e d " T R A N S , "
rrrrr llrrs trvti po sitio ns . W hen t r v o t r ans t r it t c r s a l c i r - r s t a l l e d , i t i s n e c t) -11
6- 5
AL PH ABETI C AL I N D EX
A
A f t e r L a n d i n s , 1 -4
A l r F i I t e r , C a r b u r e to r , 4 - 7
Alrplarre,
before entering. 1-1
cale, 4-2, 4-3
fiIe, 4 - 5
g r o u n d h a n d l in g , 4 - 1
i r t s p e c t i o n s e r vi ce - p e r - i o d s, 4 - 4
lultricatlon and
servicing, 4-6, 4-7
nrooring. 4- I
A i l s p e e d C o r r e c t i on Ta b Ie , 5 - 2
A i r s p e e d L l n i i t a t r o i r s, 3 - 2
Alumi nun-rSurf aces, 4 - 3
A u t h o r i z e d O p e r a ti o n s, 3 - 1
A u x i l i a r y F u e l T a r r k Syste n r , 6 - 1
operatio,r, 6- 1
schematic,6-2
B
B a g g a g e , We i g h t , i r r si d e l r o n t co ve r
Battery.4-?
Beacon, Rotating, 2-3
B e f o r e E n t e r i n g Ai r p l a n e , 1 - 1
B e f o r e L a n d i i r s . 1- 4
B e f o r e S t a t 't i n g E n g i r r e . 1 - l
Before Take-off, l-2, 2-6
n t a g n e t o c h e c ks. 2 - 6
rvarnt-up.2-6
B r a k e M a s t e r C y l ir r d e r s, 4 - ?
c
C a b i n H e a t i r r g a n d Ve n ti l a ti n g
System,2-4
C a p a ci ty,
l u e I, i n si d e co ve r s, 2 - 1
o i l , i n si cl e co \r e r s
C a l l r u r e to r ', 2 - 2 , 6 - 2
a i r fi l te r , 4 - 7
C :r r e ,
e xte r '1 o r , 4 - 2 , 4 - 3
i n tc.r 'i o r ,4 - 3
propeller, 4-3
C e n te r o l Gr a vi tv M o m e n t
En ve l o p e ,3 - 6
C l r cu i t Br e a ke r s, 2 - 3
C Ii m b , l - 3 . 2 - B
cl a ta ,2 - 8 .5 - 3
go- arout'rd clirnb, 2- B
m a xi r ttu m p e r fo r n ta n ce , t- 3
n o l n ta l ,1 - 3
sp e e cl s.2 - 8
C o Id We a th e r Eq u i p m e n t. 6 - 4
g r o u n d se r vi ce l e ce p ta cl e , 6 - 4
w i n te r i za ti o n ki t, 6 - 4
C o l d We a th e r Op e r a ti o n , 2 - 1 0
C o r r e cti o n Ta b l e . Ai r sp e e d , 5 - 2
C l o sss'i .n d L a n d i n g . 2 - 1 0
C r r .r i se - R a tr g e Pe r fo r m a n ce , 5 - 4
C m i si n g . 1 - 3 ,2 - 8
D
Data,
cl i n r b , 2 - 8 , 5 - 3
Iu e I q u a n ti ty, 2 - I
Ia n d i n g ,5 - 5
ta ke - o ff, 5 - 3
Diagranr.
e xte r i o r i n sp ct,ti r l r r . i r ,
l r r i r tt i l l l l r l ttr tl r r :t',r r s. i i
taxiing. 2- lr
IIrdex - 1
D in ien sio ns, Princ ipal, ii
D r a irr Kn ob . Fue I St lainer , 2- 3
D r a in PL.rg . Fue I Lir r e, 4- 7
D r a in Plug s, Fue l Tank . 4- ?
E
E iectrica l System . 2- 3
ba tteryr 4 -?
circu it b rea k er s , 2- 3
ge ne rato r u,a r nit r g light , 2- 3
grour-rdservice plug
re ce pta cle , 6- 4
Ia nd ing Iig hts , 2- 3
ro tatin g be ac on, 2- 3
E mp ty We igh t. ins ide f r ont c ov er
E ugi,re , inside iront c ov er
be fore sta rting, 1- 1
in stru men t lnar k ings , 3- 3
oil scree n, 4- 7
operatj.on iirnitatious, 3-3
prime r, 2-2 , 6- 2
startin g, I-2 , 2- 4
E nve lop e, Weig ht and Balanc e. 3- 6
Equiprnent, Colcl Weather. 6-4
E xterio l In sp ection Diaglam , iv
F
F iie , Airp lan e, 4- 5
F ilters, Gyro In s t r um ent Air , 4- 7
FueI Specification and Grade.
insicle back cover
F ueI Syste m, 2-1
au-xiliary fuei system, 6- 1
cap acity, in s ide c ov er s , 2- I
carb ure tor, 2- 2, 6- 2
fu el lin e dra in plug, 4- 7
Iu el tau k (au x iliar y ) , 6- 2
Itrcl tau i<s (main) . 2- 2, 6- 2
Irrcl tan k su m p dr ains , 4- ?
rrrirture con tr ol k nolt , 2- 2, 6- 2
lrrrllr 2
pli n t e r , 2 - 2 , 6 - 2
qu a n t i t v c l a t a . 2 - 1
schentatics, 2-2, 6-2
s e L e c t o r ' \ 'a l v e , 2 - 2 . 6 - 2
stlailtef drain knob, 2-3
s t l a i n e r ', 2 - 2 , 4 - 6 , 4 - 7 . 6 - 2
t an k f i l l c r s . 4 - 6
t hr o t t l e , 2 - 2 . 6 - 2
t la r r s f c r p u n r p ( a u x i l i a l y f u e l ) ,
6_2
transfel punrp srvi.tch. 6-2
G
G er t ela t r t r Wa l n i n g L i g h t , 2 - 3
G o- Ar o u n c l C l i m b , 2 - B
G r os s We i g h t . i n s i d e f l o n t c o r - e r .
Ground Hanclling. 4-1
G r ound S e l v i c e R e c e p t a c l e , 6 - 4
Gyro Instrument Air Filters, 4-?
H
Handli. n g A i l p l a n e o n G r o u n d , 4 - 1
Heatrng ancl Ventj.Lating Svstenr,
Cabin , 2 - 4
Hy c lr au l i c F I u i d S p e c i f i c a t i r t n ,
ins ide b a c k c o v e r
I
I ns pec ti o n D i a g r u n r . I . , 'x t e l i o r , i v
I ns l: ec t i o n S c l v i c r '- P r . r i o d s , 4 - 4
Lrstrunrerrt l\lllki rrgs, 3- 3
Lr t er ior C a r e . 4 - 3
L
Lar r c lr n g , i r r s i c l el r o n t c o t 'e r , 2 - g
lllt e r , l - 4
befole,1-4
c l o s s w i n d , 2 - 10
clata, 5- 5
lights, 2- 3
norrtral, 1-4
s h o r t i i e l d , 2- 1 0
Let-Dorvn. 1- 3
Light,
g=enerator rvar-ning. 2- 3
landing. 2-3
r o t a t i n g b e a c or r . 2 - 3
L i m i t a t i o n s . A i t 's 1te e d , 3 - 2
Li.n.ritations. Englre Olterating, 3-3
L o a d i n g G r a p h . 3 -5
L o a c l l n g P r o b l e n i , Sa m p l e , 3 - 4
L u b r i c , r t i o r r a n c l S cl r .i c i n g
Proceclures,4-6
o
OiI Specification and Grade,
itrside back cover
Oi l . Svste n t,
ca p a ci ty, i n si d e co ve r s
i i l te r , 4 - 7
oil filler ar.rddipstick, 4-6
Op e r a ti n g L i m i ta ti o n s, En g i n e , 3 - 3
Operation, Auxiliary Fuel
Ta r i l <Syste m , 6 - 1
Op e r a ti o n , C o Id We a th e r . 2 - 1 0
Op e r a ti o n s Au th o r i ze d , J- l
Op ti n i u m C r u i se p e r fo r m a n ce , Z_ g
Ow n e r Fo l l o r v- U p Syste r n , 4 - g
P
M
N 'I a n e u v e r s , N o l n t a i C a te g o r y. 3 - 1
M a n e u v e r s . U t i l i t y C a te g o r y. 3 - 2
N 'l a s t e r C v l i n d e r s . Br a ke , 4 - ?
Maxj.tnunr Per.forntatrce Climb, 1- 3
N{aximunt Performance
Take-olf,1-2
l\'Iarirlurl Rate-cf-Climb Data, 5-3
l \ I i x t u r e C o r r t r o l K ,,u l t, 2 - 2 , 6 - 2
Nloment Enyelrtpe. Center of
Gravity, 3- 6
IVIooring Your Airltlane, 4-1
o
Quantity Data. Fuel, 2-1
R
N
N o r m a l . C a t e g o r y , M a n e u ve l s.
Normal Climb, 1-3
Nornal Lancling. 1-4
Normal Take-off, 1-2
Nose Gear.
shock stlut, 4-7
torque links, 4-7
Pa i n te d Sr .r r fa ce s, 4 - 2
Perfornrance, Specificatiorrs,
insrde fror-rt cover
Power Loaciing, inside frorlt cover
Pr i m e r , En g i n e , 2 - 2 , 6 - z
Pt'i n ci p a l D i u r e n si o n s, i i
Propeller, i.nside front cover
ca r e , 4 - 3
3-1
R a d i o Se l e cto r Sw i tch e s, 6 - 4 . 6 - b
o p e r a ti o n , 6 - 4
sp e a ke r - p h o u c sw i tch t,s, 6 - l
tr a n sm i tte l scl l t.to l sr vi tch , 6 - 4
R a n g e , i n si d e fr o r r t. r :o vr ,r '
R a n g e - C r u i se Pc'r 'l o t'r n a n ce , B- 4
R a te o f C l i .r n l t, i r r si d c'r r o r ) r co ve r
R e ce i r ta cl e , Gr r tu i xj St't'r .i ce , 6 - 4
Index - 3
5
Tak e- of f , i n s i d e f r o n t c o v e r , 1 - 2 ,
2- 7
bef o r e , l - 2 , 2 - 6
Sample Loading Problern, 3-4
crosswind, 2- B
Schematic, Auxiliary FueI
Tartk System, 6-2
data , 5 - 3
maximum yrerfor-nrance, 1-2
S che matic, Fue I Sy s t em , 2- 2
nol m a l , 1 - 2
S ec ure Aircraft, 1- 4
per f o r n r a n c e c h a r t s , 2 - 7
S elector Valve, Fuel, 2- 2, 6- 2
pow e r c h e c k , 2 - 7
Service Ceiling, rnside front cover'
Servicing Litervals Check List, 4-?
win g f l a p s e t t i n g s , 2 - 7
S ervicirrg Pro ce du r es , 4- 6
Tax iing, 2 - 6
Servicing Requirements Table,
diag r a r n , 2 - 5
inside back cover
Thr ot t le , 2 - 2 , 6 - 2
S himmy Da mpe ne r , 4- 7
Tir e Pr e s s u r e s , i n s i d e b a c k c o t e r
Specification ar"rdGlade,
Tor que L i n k s , N o s e G e a r , 4 - 7
fuel, inside back cover
Tlar r s f e r P r . r m p ( A u x i l i a l y F u e I ) , 6 - 2
L
-.r-^ ,,ri- rrLrru,
fr,,i, ,r ns ide bac k c ov c r Tr ans f el P u n r l l S u i t c h , 6 - 2
rl.yur 4urrl
oil, in sid e ba c k c ov er
Specifications - Performance,
ll
inside Iront cover
L'
Speed, inside front cover
Stalling Speeds Chart, 5-2
Ut ilit y C a t e g o r y , N l a n e u v e r s , 3 - 2
S taIIs,2-9
S tartirrg En gin e, I- 2, 2- 4
S trairre r, Fr-rel, 2- 2, 4- 6, 4- 7, 6- 2
Strainer I)rain Knob, F'uel, 2-3
Suction lleliel Valve Inlet Screen,
Vac r r um S y s t e n t O i I S e p a r a t o r , 4 - 1
4-7
VaI le, F u e I S e l e c t o r , 2 - 2 , 6 - 2
S ur faces,
pa inte d,4 -2
a lumin un ,4-3
S rvitch es, Rad io Sel. ec t or , 6- 4, 6- 5
S yste m,
W ar ning L i g h t , G c 'r r c l r r t o r '. 2 - 3
au silia ry Iu (,I t ar ' r ( , 6- I
Weight,
cabin heating ancl ventilating,
enr p t y , i r r s i r l c I l o r r t t 'o v e 1 '
2 -4
gr o s s , i r r s i r l t ' t r '( , n t c o 1 . e r
ele ctrical, 2 - 3
W eight u n r l B l t l l r n cr , . l l - 4
fue l, 2 - 1
loa c l i r r Llil u p l r . 3 - 5
o wne r lollo w-up, 4- B
r r r o r r i ( 'r r ct r r v t 'l o 1 t e , 3 - 6
s lt t . i l r l t ' L l t t i j r r q p l o b l e m , 3 - 4
\ \ r lr t ' r ' l I l l r l r r i {s . 4 - 7
\ \ ' inr ls hi c l c l r r r r r l\ \ 'r n d o r v s , 4 - 2
W ir r g Lr 'l r t r l i r r g .i n s l d e c o v e r
' l' .rlrlr' ,,1 Co nte nts, iii
\ \ ' ir r ieliz : r t i i r n K i t , 6 - 4
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R E Q UI R E M E N T S
SERVICING
FUE L:
WARRANTY
I
Th e Cessn a Air c r af t Com pany ( Ces s na ) w a r r a n t s e a c h n e w
aircra ft, includ ing f ac t or y ins t alled equipnr e n t a n d a c c e s s o r i e s ,
and warrants aII new aircra.ft equipment and accessories bearing
t he n ame "Ce ssna, " t o be f r ee f r om def ec t s in m a t e r i a l a n d r v o l k manship under normal use and service, Cessna's obligation under
this rvarranty is Iimited to supplying a part ol parts to replace any
part o r p arts wh ic h, wit hin s ix ( 6) m ont hs a f t e r d e l i v e r y o f s t r c h
aircra ft or such air c r af t equipm ent or ac c es so r i e s t o t h e o r i g i n a l
reta il p urcha se r or f ir s t us er , s hall be r et u r n e d t r a n s p o r t a t i o n
cha rge s p rep aid t o Ces s na at \ \ ' ic hit a, Kt ns as , o r s u c h o t h e r p l a c e
as Ce ssna n.ra y des ignat e anc l whic h upon ex a m i n a t i o n s h a l l d i s close to Cessn a' s s at is lac t ion t o hav e been t h u s d e f e c t i v e .
I
The provisions of this werranty shall not apply to any aircraJt,
equipment or accessories which have been subject to r-r-risuse,neglig en ce o r accid ent , or r v hic h s hall hav e been r e p a r r e d o r a l t e r e d
outside of Ce ssna' s f ac t or y in any way s o a s i n t h e i u d g m e n t o l
Cessna to a-fiect adversely its performance, stability or reliability.
T liis warra ntv is ex pr c s s ly in I ieu of any oth e r r v a r r a n t i e s , c x llr esse d or inrlil ied, inc ludinq env inr plied wa . r r 'a n t y o f n r e r c l l r i l t ability c,rrfitrte s s f or e palt ic ular pur llos e, r n d o f a n y 6 l l 1 '1 'o l r ligation or li.ability on the part of Cessna of any nature whatsot'r'r'r'
and Ce ssna ne ither as s um es nor aut hor iz es a n y o n e t o a s s u n r i 'i t . r r '
it an y otlie r o bli gat ion or liabiLit y in c onnec t io n r v i t h s u c h a r l c l u l t
cquip nrt.n t an d ac t ' c s s or i. ' s .
AVIATION GRADE -- 80/87 MINIMUM GRADE
CAPACITY EACH TANK -- 19.5 GALLONS
TN GIN E OIL:
AVIATION GRADE -- SAE 40 ABOVE 40'F.
SAE 20 BELO W 40. F.
(AIRCRAFT DELryERED WITH STRAIGHT MINERAL
OIL. EITHER MINERAL OIL OR DETERGENT OIL
MAY BE USED. IF DETERGENT OIL Is USED, IT
MUST CONFORM TO CONTINENTAL MOTORSSPECIFICATION MHS-24.)
( ]APACITY OF ENGINE SUMP -- B QUARTS
(DO NOT OPERATE ON LESS THAN 6 QUARTS. TO
MINIMIZE LO,SSOF OIL THROUGH BREATHER, FILL
'IO ?
LEVEL FOR NORMAL FLIGHTS OF LESS
.|HANQUART
3 HOURS. FOR EXTENDED FLIGHT. FILL TO
8 QUARTS. IF OPTIONAL OIL FILTER IS INSTALLED,
ONE ADDITIONAL QUART IS REQUIRED WHEN THE
FILTE R ELEM ENT I S CHANG ED. )
I IYI)RA U LIC FL UI D:
\I I I,.H-5606 HYDRAULIC FLUID
I IH I P R E S S U RES:
N (N l l w H EEL- - - - - - - - - - - 26
PSI O N 5. 00x5 Tm E
26 PSI ON 6.0Ox6 TIRE
\l i \rN W H EELS- - - - - - - - - - 24 pSI O N 6. 0ox6 TI RES
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THERE ARE MORE CESSNAS FLYI NG THAN ANY O THER M AKE
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WOR LD 'S
LA R GFS T P R OD U C E R OF GE N E R A L A V IA TION
A IR C R A FT S IN C E 1956
^.5'/,'79
s- o{,{
llosition.
Put flaJre in the fully retracted posltion.
FIac{-all control surfaces ln neutral posl$on.
WeiBhlng:
:1. with the alrplane level and brrhea releescd, rccord tbc
,rrelght sbown on each scale. D€duct the tue, lI any,
from each reading,
[,cveltng:
a,
Place scales ulder erch wheel (5O(X nose, f(xx}l
each mrln, minlmum capa.clty lor acelee).
b. Dellate noae tire to center bubble on level (See Dlagren).
c.
t.
Prcpal'ation:
a- Inflata tires lo recommendcdoperattng preggurea.
t). Remove sll wing tank dratn plugs to rdmo,vc ail fuel.
c- Rcnlo.reoil sump draln plug to draln ell oll.
d. Move all uliding seate to the mopt loryard pGtuon.
All s€at backs should lre in the milat neerly verucel
L& B
5.
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1 :Trrlrr1964
Coarplettng thc Form:
e. Uslng arslghts from (3) lnd mrasurementa from ({) the
rlrplane welght rnd C. G. can be determtned.
b. Obtrtn ltcensed ompty wetglrt by rddlng welght and moraent d unumble luel (oee other stde) to atrplane empty
wclght end moment.
Mersuring:
l.
OHrln meaaurement "A' by nreasurlng horizontally
(alorg the airplane center llne) Irom n llne etretched
betwcen the maln wheel centerg to a plumb bob dropped
fronr the flrerrall,
b. Obtaln mersurement.'8,. by measuring horlzontally end
parallel to the alrplane center llne, from center of nosevheel axle, le{t etde, to.X plunb bob dropped ,rom tho
llne betweenthe mnln wheel centers. Repeat on right
slde and avcrage the measuremente.
x =( 5"1,'15
/*'o-
MODEL I72T
Net Weight
566
X=.ARM=(A )-1111 x(B )
w
N
Llq6
Nose Wheel
Aircraft Empty Weight (As Weiehed)
R
57t
Right Wheel
Syrnbol
L
Tare
566
Seale Reading
Left Wheel
Scale Positlon
WEIGHINGPROCEDURE
WEIGHT & BALANCE DATA
serial No.
ITEM
/ac
?0.0
840
2300
95. 0
-20.0
E6.O
,18. 0
15
t 40
2E .8
-0.3
t2.2
( Fouto - IrcEt)
L- :y
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I c)wNERTo INST,RETHAT TIIE AIRPLITNEIs I.OAI)ED PROP. I
I ERLY. THE EMprr WEIGETC.G. & USEFULIOAI) AnE rOR I
REFERI
I rur einrlANE As DELTVEREDFRoM TEE FAcroff.
ALIERATIONS HAVE BEEN MADE.
I TCIFORMFAA-3s?_WHEN
J
xorclfvrooo
lo I u I r a I r r I rr l r I t r l r a I r
lll r lr t T t t rr t t f i
Locate this point ( 2300;
) m the C. G.
Moment Envelope. Since the poirt fatts wtthtn the envelope
the. loading rneets all balance requirements.
Total Loaded Atrplane =
Baggage
Rear Seat Pasaengers
f-u,;t
& Front ltaosenger
,frt (B etg. )
Llceneed Bmpty Wt.
SAMPLE IPADING PROBLEM
Welght C.G. Arm
Moment
(tbg)
(lncbea) (fb-ha,/1{F0)
(GRoss WEIGHT.) - (LICENSED EMPTY WT.) = USEFUL IIIAD
( z3ooi.Bs) -(
rrB s)=
LB s
LicenSed Empty Weight = Totel of tt€m8 Above
Unusable Fuel (3.0 Gal)
F'-l
St)ccialInstallations (DMCR Approved)
Optional Equibment
8filfi"tl"o
\treight
(lbs- )
13,a3
4 6 .0
,/6
3r/. 9e
C . G. A rm
(inches)
Moment
(lb. ins. )
,/(@,76
828
/ ?o/9.K
5 7 111/.d(
Ifate:
/7aJ'
MODEL T72F
at
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Form issue date: 1 July 1964
enctere rpmrri/looo (Foufir-nrcfiEtt
Lororo
g
CENTER OF GRAVITY
MOMENT ENVELOPE
C.G. MOMENT ENVELOPE
INSTRUCTIONS
I To the ltcensed empty weight add weight ot aU
titems to be carried.
II To licensed empty weiglrt rrroment add moment
;of all items to be carried.
[[I Iocate ooint etetermined by I & lI and iI it fnlls
within the C- G. moment envelope the loading
is satisfactory.
13 f2, 7
1 8 .0
) e 1,3
I
i
lData
/6se
F. A. A. Registration No.
d[. Balance
StandardAirp&ide.(Empty, Dry & Unpalnted)
Aircralt
Weigfrt
-{F
uil(iltIA,ttltsts
CESSNAA'RCRAFT COTAPANY
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