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1. SECTION 6 WEIGHT amp BALANCE EQUIPMENT LIST CESSNA MODEL 1724 Datum Sta 0 0 Firewall Front Face Lower Portion Level at upper door sill or leveling screws on left side of tailcone B Left Wheel pog E ee CES Sum of Net Weights As Weighed X ARM A N x B X x IN W Moment 1000 Lbs In Add Oil No Oil Filter 8 Qts at 7 5 Lbs Gal With Oil Filter 9 Qts at 7 5 Lbs Gal Add Unusable Fuel Std Tanks 4 Gal at 6 Lbs Gal L R Tanks 4 Gal at 6 Lbs Gal Equipment Changes Airplane Basic Empty Weight Figure 6 1 Sample Airplane Weighing 6 4 CESSNA SECTION 6 MODEL 172M WEIGHT amp BALANCE EQUIPMENT LIST b Using weights from 3 and measurements from 4 the airplane weight and C G can be determined 6 Basic Empty Weight may be determined by completing Figure 6 1 WEIGHT AND BALANCE The following information will enable you to operate your Cessna within the prescribed weight and center of gravity limitations To figure weight and balance use the Sample Problem Loading Graph and Center of Gravity Moment Envelope as follows Take the basic empty weight and moment from appropriate weight and balance records carried in your airplane and enter them in the column titled YOUR AIRPLANE on the Sample Loading Problem NOTE I
2. SECTION 5 PERFORMANCE CESSNA MODEL 172M4 FUEL REQUIRED The total fuel requirement for the flight may be estimated using the performance information in figures 5 6 and 5 7 For this sample prob lem figure 5 6 shows that a climb from 1000 feet to 6000 feet requires 2 0 gallons of fuel and may be used as a conservative estimate for this problem This is for a standard temperature as shown on the climb chart The approximate effect of a non standard temperature is to in crease the time fuel and distance by 10 for each 10 C above standard temperature due to the lower rate of climb Inthis case assuming a temperature 16 C above standard the correction would be Ios x 10 16 Increase With this factor included the fuel estimate would be calculated as follows Fuel to climb standard temperature 2 0 Increase due to non standard temperature 2 0 x 16 0 3 Corrected fuel to climb 2 3 Gallons In addition the distance to climb as given in figure 5 6 may be correct ed for non standard temperature as follows Distance to climb standard temperature 14 Increase due to non standard temperature 14 nautical miles x 16 2 Corrected distance to climb 16 Nautical Miles The resultant cruise distance is Total distance 420 Climb distance 16 Cruise distance 404 Nautical Miles With an expected 10 knot headwind the ground speed for cruise is pre dicted to be 109 10 99 Knots Therefo
3. Cruise Performance Figure 5 7 5 16 4000 t 44 i EE L1 t NU T 4 f rr 109 KTAS E i Figure 5 8 Range Profile Sheet 1 of 2 RANGE NAUTICAL MILES 1 p zo 2 L1 l L ES B H m O H p C fu c tc 9 an A E H S 8
4. SEAT BELT BUCKLE HALE FREE END OF SEAT BELT Pull to tighten fixed length the link half of the belt is outboard and is the adjustable pari of the belt Regardless of which belt configuration is installed in the airplane they are used in a similar manner To use the seat belts for the front seats position the seat as desired and then lengthen the adjustable half of the belt as needed Insert and lock the belt link into the buckle Tight en the belt to a snug fit by pulling the free end of the belt Seat belts for the rear seats and the child s seat if installed are used in the same manner as the belts for the front seats To release the seat belts grasp the top of the buckle opposite the link and pull upward SHOULDER HARNESSES The configuration of shoulder harnesses will differ between early and later airplanes However both configurations are positioned in the air plane and stowed identically Each front seat shoulder harness is attach ed to a rear doorpost above the window line and is stowed behind a stow age sheath above the cabin door To stow the harness fold it and place it behind the sheath When rear seat shoulder harnesses are furnished they are attached adjacent to the lower corners of the rear window Each rear seat harness is stowed behind a stowage sheath above an aft side win 7 12 NARROW RELEASE STRAP i Pull up when lengthening N harness FREE END OF HARNE
5. SECTION 3 CESSNA MODEL 172M EMERGENCY PROCEDURES 3 Reduce power to set up a 500 to 800 ft min rate of descent 4 Adjust the elevator trim for a stabilized descent at 70 80 KIAS 5 Keep hands off the control wheel 6 Monitor turn coordinator and make corrections by rudder alone 7 Check trend of compass card movement and make cautious cor rections with rudder to stop the turn 8 Upon breaking out of clouds resume normal cruising flight RECOVERY FROM A SPIRAL DIVE If a spiral is encountered proceed as follows 1 Close the throttle 2 Stop the turn by using coordinated aileron and rudder control to align the symbolic airplane in the turn coordinator with the horizon reference line 3 Cautiously apply elevator back pressure to slowly reduce the airspeed to 80 KIAS 4 Adjust the elevator trim controlto maintain an 80 KIAS glide 5 Keep hands off the control wheel using rudder control to hold a straight heading 6 Apply carburetor heat 7 Clear engine occasionally but avoid using enough power to dis turb the trimmed glide 8 Upon breaking out of clouds resume normal cruising flight FLIGHT IN ICING CONDITIONS Flight into icing conditions is prohibited An inadvertent encounter with these conditions can best be handled using the checklist procedures The best procedure of course is to turn back or change altitude to es cape icing conditions STATIC SOURCE BLOCKED If err
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7. 105 knots Stalls except FUEL Steep Turns 95 knots whip stalls Slow Deceleration 80 87 MIN GRADE AVIATION GASOLINE CAP 21 U S GAL Altitude loss in stall recovery 180 feet Abrupt use of controls prohibited above 97 knots Spin Recovery opposite rudder forward elevator neutralize controls Intentional spins with flaps extended are prohibited Flight into known icing conditions prohibited This airplane is certified for the following flight operations as of date of original airworthiness certificate Near fuel tank filler cap long range tanks FUEL 80 87 MIN GRADE AVIATION GASOLINE CAP 26 U S GAL DAY NIGHT VFR IFR TP 2 11 SECTION 3 C EE 172M EMERGENCY PROCEDURES SECTION 3 EMERGENCY PROCEDURES 11 6 In baggage compartment SECTION 2 CESSNA LIMITATIONS MODEL 172M 5 Near flap indicator y 120 POUNDS MAXIMUM BE BAGGAGE AND OR AUXILIARY PASSENGER TABLE OF CONTENTS 1 FORWARD OF BAGGAGE DOOR LATCH Page 41 90 POUNDS MAXIMUM Introduction p Wieser seek ee eg Jud M BAGGAGE AFT OF BAGGAGE DOOR LATCH Airspeeds For Safe Operation 3 3 MAXIMUM 120 POUNDS COMBINED OPERATIONAL CHECKLISTS FOR ADDITIONAL LOADING INSTRUCTIONS SEE WEIGHT AND BALANCE DATA Engine Failures Engine Failure Dass Takeoff Engine Failure Immediately After Takeoff Engine Failure During Flight Forced Landings 7 On the instrument panel near
8. CONGRATULATIONS CESSNA MODEL 172M CONGRATULATIONS Welcome to the ranks of Cessna owners Your Cessna has been designed and constructed to give you the most in performance economy and comfort It is our desire that you will find flying it either for business or pleasure a pleasant and profitable experience This handbook has been prepared as a guide to help you get the most pleasure and utility from your airplane It contains information about your Cessna s equipment operating pro cedures and performance and suggestions for its servicing and care We urge you to read it from cover to cover and to refer to it frequently Our interest in your flying pleasure has not ceased with your purchase of a Cessna World wide the Cessna Dealer Organization backed by the Cessna Service Department stands ready to serve you The following services are offered by most Cessna Dealers THE CESSNA WARRANTY It is designed to provide you with the most compre hensive coverage possible a No exclusions b Coverage includes parts and labor c Available at Cessna Dealers world wide d Best in the industry Specific benefits and provisions of the warranty plus other important benefits for you are contained in your Customer Care Program book supplied with your airplane Warranty service is available to you at any authorized Cessna Dealer throughout the world upon presentation of your Customer Care Card which establishes your
9. STRAINER ENGINE PRIMER The fuel selector valve should be in the BOTH position for takeoff climb landing and maneuvers that involve prolonged slips or skids Op eration from either LEFT or RIGHT tank is reserved for cruising flight NOTE With low fuel 1 8th tank or less a prolonged steep de scent 1500 feet or more with partial power full flaps l and 70 KIAS or greater should be avoided due to the pos 141 sibility of the fuel tank outlets being uncovered causing La temporary fuel starvation If starvation occurs leveling THROTTLE the nose should restore power within 20 seconds re ee NOTE When the fuel selector valve handle is in the BOTH po TO sition in cruising flight unequal fuel flow from each ENGINE KNOB tank may occur if the wings are not maintained exactly level Resulting wing heaviness can be alleviated gradually by turning the selector valve handle to the tank in the heavy wing TO ENSURE MAXIMUM FUEL CAPACITY WHEN REFUELING PLACE THE FUEL NOLE SELECTOR VALVE IN EITHER LEFT i a 1 1 OR RIGHT POSITION TO PREVENT i It is not practical to measure the time required to con CROSS FEEDING i i i sume all of the fuel in one tank and after switching Tewe Te Fuel to the opposite tank expect an equal duration from the g Fuel System Standard and Long Range remaining fuel The airspace in both
10. o LL pert E HHH HHH l vel Z D 5 2 EN m H HH i s TE 3 3 HERI er 2 Osu 5 3 BE i ERSEEDETIE D2 M Qc x 4 eee TT HHH o ee awa X LI L1 I g Nna H i HH d usc t T O 6 5 ns s Un TE i o r wu z S o manema Ta LLL L x Q 50 MES HEH aE OR H i a iz I H HHHH 5 P zc Eeg HEAR OU 3 o 290 T gt o a Var oe E SE HH m 4 O me L Zo EERE u p pia EAEE ace m S 56 u T rt TTT L 8 m m E q INI 9 X 989259 a 5 I cl a NN H 3 5 5 EO 1 1 S 6 2 H H fa vo 5E e HH H ed duum tls x x E zs Z295 S520 e 5 9 5 5 Oct ooe e o e e eo j X o v N e N n Z LT 3 D wen e e E OB MoE oo mT Aa aces we ao zs 8 2 5 1344 30NLILIV os OS m Z d 5 an ae gt B 5 fz 5 5 S e E 8 3 S O c o e bead o 5 5 TES 2 9 e t ui ud uu e Si gt u a aw i vo UL cd 5 ee Oud amp oO Ww e or de ac 5 8 5 a5 9 qu v a ud 2 A w t DOD 20 Set 56 Oz TE oe m zz A lt lt 9 Se X qu g 3 H o co 2 956 feb oc 5 9 H S 3 L25 s amp p x LES 5 MS fx zz 223 3 O Sg 82 u Z Se T 2 d a 2 558 5 o oe 6886 22 5 Y
11. CENTER OF GRAVITY LIMITS NORMAL CATEGORY Center of Gravity Range Forward 35 0 inches aft of datum at 1950 lbs or less with strancnt line variation to 38 5 inches aft of datum at 2300 lbs Aft 47 3 inches aft of datum at all weights Reference Datum Front face of firewall UTILITY CATEGORY Center of Gravity Range Forward 35 0 inches aft of datum at 1950 lbs or less with straignt line variation to 35 5 inches aft of datum at 2000 lbs Aft 40 5 inches aft of datum at all weights Reference Datum Front face of firewall MANEUVER LIMITS NORMAL CATEGORY This airplane is certificated in both the normal and utility category _The normal category is applicable to aircraft intended for non aerobatic operations These include any maneuvers incidental to ncrmal flying eee ee stalls and turns in which the angle of bank is not more an i UTILITY CATEGORY This airplane is not designed for purely aerobatic flight However in the acquisition of various certificates such as commercial pilot instru ment pilot and flight instructor certain maneuvers are required by the FAA Al of these maneuvers are permitted in this airplane when oper ated in the utility category In the utility category the baggage compartment and rear seat must 2 7 SECTION 2 LIMITA TIONS not be occupied No aerobatic maneuvers are approved except those list ed below MANEUVER RECOMMENDED ENT
12. OZ LZA AXI aZ We DeORWUL C em 3 1 Oc 0u00 INA 9 9 9 9 9 PP SORIA j PSH QOO HAS Ue 9 49 9 09 0 9 5 9 OOO mem O AO UO m ont zm N O et tt FID ONU m en eg oen us UN CO OD eA Oat QOOOrmuf 0050400 AOO momomwo s f O Ou0o MN UL UNUS LO US uS UD uS LL WOOLES e Pd 02 Le be me Z p uer RATION awe JOX uoo Q LL LO ee ce RY 2 OZAWA Oem IO Irae Art QOO0 o0 4 a u ro Od DWOZeZE ma IUO e m QuuO suluc eu QuJjC tx lt ZNZFOALCMNN eap 20 AUO AON mrt NO 0 Oa WwW 163 wv US a O 2 DOC AA ICOdaqaaqad VOAVQAWA MeN ZOZAN Oonm O0iuD m O0rO O00 750 4 0U Oo et OS ea ec uL MODEL 172M om ul Ano waz WU q JTI Q Oo Z er DAV v ZZW wOm Z Ue be ul LL X Lub XOUV wt lt I gt XN UN AAS AQ gt od ZE Wi lt xvYza Owo lt dc WOU a a Wee Q aQao u uu OOA UJ Juu DUAMAZWMEre rzzuuzrzre AO OWA t m O A O OX ou oe De LAY aoz N N Qe vut wv wu 42 ux qd OdOdadaqq aqaoacaad ee ee Fo d ee eee R DOZ DOD LMU Ort De XC OC LLL Oe Da v e e WY a ALY O0 Oni xa r zocomux AD Ol e c eC ER OO IN HA CO OQ 0
13. The range profile chart illustrates the relationship between power and range Considerable fuel savings and longer range result when lower power settings are used For this sample problem with a cruise altitude of 5500 feet and dis tance of 420 nautical miles the range profile chart indicates that use of a 75 power setting will necessitate a fuel stop in view of the anticipated 10 knot headwind component However selecting a 65 power setting from the range profile chart yields a predicted range of 477 nautical miles under zero wind conditions The endurance profile chart figure 5 9 shows a corresponding 4 4 hours The range figure of 477 nautical miles is corrected to account for the expected 10 knot headwind at 5500 feet Range zero wind 477 Decrease in range due to wind 4 4 hours x 10 knot headwind 44 Corrected range 433 Nautical Miles This indicates that the trip can be made without a fuel stop using approxi mately 65 power The cruise performance chart figure 5 7 is entered at 6000 feet altitude and 20 C above standard temperature These values most nearly correspond to the expected altitude and temperature conditions The en gine speed chosen is 2500 RPM which results in the following Power 62 True airspeed 109 Knots Cruise fuel flow 7 0 GPH The power computer may be used to determine power and fuel consumption during the flight 9 9
14. 1 4 filtc u2u e dc Jaa uj 3 t 300 cO 0D d e d _ HU be uiu DO Quo ZONG Cu pu Demm amp x a aaz HJ ua O gt WORM ZowoawZ Sw Nee I OF dd fe et tere te UL IWZ Z we Wo dt Det De Deer A iM 5 Due arwa I lt SECTION 6 WEIGHT amp BALANCE EQUIPMENT LIST 3t UO USO UMS UD e00000 A 1 e oo 94 99 6994945944 9 9 9 AFAPTADEAOORE N i OO etre rooonn 2 m v e et w 00 00O00 tot oo00 e AN 5995959499 9 NANANALO DMOO N AD NM ANANN N ANAMET T NLoo gt gt nm IANN Oar oooirt dg Vg a CO f0020 no ao uN trt d tt tof DHANNA O NN DP MANN NN D OJON O VN NY zZ p e i my ify bm lt a her ww Ce z xb D C23 O m am mm lt a x ree zed O a BCT OE u 5 a lt cu e z C 06 TI s wmo N 0 0Ccuunc 0c am N ODI C oi d eu Hi QUO UL m oad ure red u Se uldec 0 NZU N peron a NALAN m m lt a a swau Zo Ok NADA N uw Sto 14 ee ZZ 2 og zero cx Nad Cuts OM Tre zaracr In v CY wazuae AX amp Ribu Wy Aazeoeesezcuuaomkzao Qc JAI KOU ee UO ed ZDDV 2 Q0 3 2 NNO 32240 3VH 2ND ROW FOR ASSY HARNESS ER een NEMO Oro 3 51 i ue DO AODA ante mmo uou u
15. 2 Nonessentail Electrical Equipment OFF 3 Flight TERMINATE as soon as practical F CESSNA SECTION 3 MODEL 172M EMERGENCY PROCEDURES AMPLIFIED PROCEDURES ENGINE FAILURE If an engine failure occurs during the takeoff run the most important thing to do is stop the airplane on the remaining runway Those extra items on the checklist will provide added safety during a failure of this type Prompt lowering of the nose to maintain airspeed and establish a glide attitude is the first response to an engine failure after takeoff In most cases the landing should be planned straight ahead with only small changes in direction to avoid obstructions Altitude and airspeed are sel dom sufficient to execute a 180 gliding turn necessary to return to the runway The checklist procedures assume that adequate time exists to secure the fuel and ignition systems prior to touchdown After an engine failure in flight the best glide speed as shown in Fig ure 3 1 should be established as quickly as possible While gliding to ward a suitable landing area an effort should be made to identify the cause of the failure If time permits an engine restart should be attempted as shown in the checklist If the engine cannot be restarted a forced landing without power must be completed SPEED 65 KIAS PROPELLER WINDMILLING FLAPS UP K ZERO WIND HEIGHT ABOVE TERRAIN FT 4 6 8 10 12 14 16 18 20 GROUND DISTANCE NA
16. 45 Eg lt Y e S 3 ud O a S z B 6 5 5 tt aud 5 O 5 Se zZ uu z m a u LL a z S 3 gt 2 28 lt a Oy Eo m zu Eo us MO 5 a zs Mt A Og a S oe x lt p I e U O z E E T 3 cx z g LJ D O gt p 9 z if 3 5 U ii e ul a 5 cx ES ED 2 a v LL d 3 es gH E Z o3 A O O LISHNSYHV4A S33H93Q fy Rd ui Py D TAKEOFF DISTANCE F MAXIMUM WEIGHT 2300 LBS ad Oo CONDITIONS uu Flaps Up E on Full Throttle Prior to Brake Release Z Paved Level Dry Runway Q Zero Wind NOTES 1 Maximum performance technique as specified in Section 4 2 Prior to takeoff from fields above 3000 feet elevation the mixture should be leaned to give maximum RPM in a full throttle static runup 3 Decrease distances 10 for each 9 knots headwind For operation with tailwinds up to
17. CESSNA MODEL 172M Page 4 11 4 13 4 13 4 13 4 13 4 13 4 13 4 14 4 15 4 15 4 15 4 17 4 17 4 19 4 19 4 19 4 20 4 20 4 20 4 20 4 22 4 23 4 23 A VH CESSNA MODEL 172M INTRODUCTION SECTION 4 NORMAL PROCEDURES Section 4 provides checklist and amplified procedures for the conduct of normal operation Normal procedures associated with Optional Sys tems can be found in Section 9 SPEEDS FOR SAFE OPERATION Unless otherwise noted the following speeds are based on a maxi mum weight of 2300 pounds and may be used for any lesser weight How ever to achieve the performance specified in Section 5 for takeoff dis tance the speed appropriate to the particular weight must be used Takeoff Flaps Up Normal Climb Out i Maximum Performance Takeoff Speed at 50 feer Enroute Climb Flaps Up Normal Sea Level Normal 10 000 Feet Best Rate of Climb Sea ever Best Rate of Climb 10 000 Feet Best Angle of Climb Sea Level Best Angle of Climb 10 000 Feet Landing Approach Normal Approach Flaps Up Normal Approach Flaps 40 Short Field Approach Flaps 40 Balked Landing During Transition to Maximum Power Flaps 20 Maximum Recommended Turbulent Air Penetration Speed 2300 Lbs 1950 Lbs 1600 Lbs Maximum Demonstrated Brosdwind Velocity Takeoff or Landing 70 80 KIAS 59 KIAS 80 90 KIAS 70 80 KIAS 78 KIAS 68 KIAS 64 KIAS 62 KIAS 60 70 KIAS 55 65 KIAS 60 KIAS 55 KIA
18. Without Preheat 1 Prime the engine six to ten strokes while the propeller is iru turned by hand with throttle closed Leave primer charged and ready for stroke 2 Propeller Area CLEAR 3 Master Switch ON 4 Mixture FULL RICH 4 21 SECTION 4 NORMAL PROCEDURES CESSNA MODEL 172m 5 Ignition Switch START 6 Pump throttle rapidly to full open twice Return to 1 8 inch open position 7 Release ignition switch to BOTH when engine starts 8 Continue to prime engine until it is running smoothly or alter nately pump throttle rapidly over first 1 4 of total travel 9 Oil Pressure CHECK 10 Pull carburetor heat knob full on after engine has started Leave on until engine is running smoothly 11 Lock Primer NOTE If the engine does not start during the first few attempts or if the engine firing diminishes in strength it is prob able that the spark plugs have been frosted over Pre heat must be used before another start is attempted CAUTION Pumping the throttle may cause raw fuel to accumulate in the intake air duct creating a fire hazard in the event of a backfire If this occurs maintain a cranking action to suck flames into the engine An outside attendant with a fire extinguisher is advised for cold starts without pre heat During cold weather operations no indication will be apparent on the oil temp
19. Wn oun i O PO em RMAINAIN e Oo o o 2000 tO0SG00 DO Omnw a2wodnn EN A NO j A WW iu un ou uw T AD eo 2250 O DOO DN OD Oooooooon o o t E e 2 H i nM lt a To lt gt rds Ow d j i be e Udu a Z iS enr T H o gt Z Z gt Z Z Weer 1 us CO ul o aq ot on Pa ei MT le T lt 1 lt gt gt gt gt gt gt JUZ ide uO 1 jc ai aq ow 4 aq 4 ae a zi xzZo du i bL x uo v5 un CO 239700 eaux i C a Qe Ra e RAN PM E T Prof d d Mee i x Pei NOW Cr 5 1a uJ D wu NON ZDar i a Zena re a ub ZZ Z om Z ee Or A i z 2 Pa Ue e i C 7 oct 2 z oo0o0000 uaz I gZ OZ med coz a 1 a Dou am me m ud x cC e x o ong D Br Nos iS om Lox ces Pid we to e Xu Fa Oy lt L med al me ZA 3 5 Eel ld ji 11 rr i X C xz a ad do do dur uJ Od gt me j o eZ zZ a z i i DU D C lt 1 ee e e e e ar gt 27 Zt Pow n mu of f c 1 om ee AX home eat NAAT i ce x Uu met T ZZ oet t uN 4 wee Fe Aa d OGO uv z 2 FE 3X OVE ul QD Ow Ke L wet ER OO E 055 0505 1 ete mee CKO o u Ze O0 x A wd OAT we q Ix wi me A 22 2 2 I E
20. jdn J NJADE m gt gt gt i uoce dq uoa Ope bene QU t Dm Q i I UJ Z Oulst c cust urs at Tou adu sduuuecd oucuidoui ocu CY a zo zoo F202 wa W VOZZ I voz oo zoozoo i Lad Ziek Stet ZO CPM ZWN COW SE mNOV IPX D AOAN i Cuouzul uuzueguuzuiJjO0 x uduwd 9z2Tu durru WUZ uu zu 2 OZ ZO eae NAUDU JOA he CX Y dm BEItoraAde ag TUuUOZzIZuzueOauc azdue00aadaxazuozO zOmzu zzog 2ogc E X qz uu dro IuemAu DXIz zuunLSDIZUUA aAaggtree du uJ zx Pad N N val uJ lt 1 D Qe Q N CESSNA MODEL 172M REF DRAWING WT LBS ARM ins c c o Lid coa E 2 LL zx D C Lu ITEM NO 3910151 7 A aZ Leid 7 4 COND UNIT TO Nm et Ales fA enu mc T uu T Iw pu 4f ENE Mee acuvU T z o UJ T Zac suit LOC i e ae zo Le De Oe Or OO Wwe OO Omi E AMO SHINO eed exa Org rad e e n CO o gt a CO v XLETZREXUTSEZXUVUELEIEX 2555 NADOOKNACO NAONO VADO O WO ZOO ZO ZOO ZOO Zou mt pm ee CON CI T be N CO T eO be NY EEG L mt SNM et NO L a h NO eet NO e ZZMCOuOO Og O02 uGO80 0uCa2 muyO0083 0muOc0 2 0yoOqno c Q Z 3 uu 20 1 kr ZOD ZO Gah ZOKU ZO ke zO md ODOTZNt es je Snte Zd 2 TZ O aa wv aao N wv N ax N QAX v ax uU MOWOVOOWQVLVOOUINCOOWOLIOWNVOOCWOVVI
21. 0 to of i l TIMP DIOP we l roto Q d co CO CO J 3 3 3 j B2 P2 B2 P2 P2 B2 P2 h2 B P9 P2 P2 P9 P9 52 I e 2 2 1 2 2 blank CESSNA SECTION 2 MODEL 172M LIMITA TIONS INTRODUCTION E Section 2 includes operating limitations instrument markings and basic placards necessary for the safe operation of the airplane its engine standard systems and standard equipment The limitations included in this section have been approved by the Federal Aviation Administration When applicable limitations associated with optional systems or equip ment are included in Section 9 NOTE The airspeeds listed in the Airspeed Limitations chart BT figure 2 1 and the Airspeed Indicator Markings chart figure 2 2 are based on Airspeed Calibration data shown in Section 5 with the normal static source If the alter a nate static source is being used ample margins should i be observed to allow for the airspeed calibration varia T tions between the normal and alternate static sources as shown in Section 5 oe Your Cessna is certificated under FAA Type Certificate No 3A12 as Cessna Model No 172M pyme UE ERAS REIR K 2 3 LIMITA TIONS MODEL 172M AIRSPEED LIMITATIONS Airspeed limitations and their operational significance are shown in KCAS KIAS REMARKS Do not exceed this speed in any operation Do not exceed this speed
22. and minimize brake usage during taxi operations and landings some of the symptoms of impending brake failure are gradual de crease in braking action after brake application noisy or dragging brak soft or spongy pedals short pedal travel and hard pedai and excessive travel and weak braking action If any of these symptoms appear the brake system is in need of immediate attention if during taxi or landir roll braking action decreases let up on the pedals and then re apply th brakes with heavy pressure If the brakes become spongy or pedal trave increases pumping the pedals should build braking pressure If one bra becomes weak or fails use the other brake sparingly while using opposit rudder as required to offset the good brake ELECTRICAL SYSTEM Electrical energy see figure 7 7 is supplied by a 14 volt direct current System powered by an engine driven 60 amp alternator The 12 volt 25 amp hour battery is located on the left side of the firewali Power is supplied to all electrical circuits through a split bus bar one side containing electronic system circuits and the other side having gen eral electrical system circuits Both sides of the bus are on at all times CESSNA SECTION 7 MODEL 172M AIRPLANE amp SYSTEMS DESCRIPTIONS TO OVER VOLTAGE WARNING REGULATOR TO PRIMARY ALTERNATOR c BUS CY LIGHT ALT TO OVER VOLTAGE SENSOR i det FIELD AND MASTER SWITCH OVE
23. except in smooth air and then only with caution Maximum Structural Cruising Speed Maneuvering Speed Do not make full or abrupt control movements above Do not exceed this speed with flaps down 160 Do not exceed this speed with windows open Airspeed Limitations et 3 RUM PEU LIU ji CESSNA SECTION 2 MODEL 172M LIMITA TIONS AIRSPEED INDICATOR MARKINGS Airspeed indicator markings and their color code significance are shown in figure 2 2 MARKING D TREE SIGNIFICANCE White Arc 41 85 Full Flap Operating Range Lower limit is maximum weight VS in landing configuration Upper limit is maximum speed permissible with flaps extended Green Arc 47 128 Normal Operating Range Lower limit is maximum weight Vg with flaps retracted Upper limit is maxi mum structural cruising speed Yellow Arc 128 160 Operations must be conducted with caution and only in smooth air Figure 2 2 Airspeed Indicator Markings POWER PLANT LIMITATIONS Engine Manufacturer Avco Lycoming Engine Model Number O 320 E2D Engine Operating Limits for Takeoff and Continuous Operations Maximum Power 150 BHP Maximum Engine Speed 2700 RPM NOTE The static RPM range at full throttle carburetor heat off is 2300 to 2420 RPM Maximum Oil Temperature 118 C 245 F Oil Pressure Minimum 25 psi Maximum 100 psi Propeller Manufacturer McCauley Accessory
24. sediment and proper fuel grade red 4 Fuel Quantity CHECK VISUALLY for desired level 5 Fuel Filler Cap SECURE 5 NOSE 1 Engine Oil Level CHECK Do not operate with less than six quarts Fill to eight quarts for extended flight 2 Before first flight of the day and after each refueling pull out strainer drain knob for about four seconds to clear fuel strainer of possible water and sediment Check strainer drain closed If water is observed the fuel system may contain additional water and fur ther draining of the system at the strainer fuel tank sumps and fuel 4 5 SECTION 4 CE NORMA L PROCEDURES SSN MODEL 172 selector valve drain plug will be necessary 3 Propeller and Spinner CHECK for nicks and security 4 Landing Light s CHECK for condition and cleanliness 5 Carburetor Air Filter CHECK for restrictions by dust or other foreign matter 6 Nose Wheel Strut and Tire CHECK for proper inflation 7 Nose Tie Down DISCONNECT 8 Flight Instrument Static Source Opening left side of fuselage CHECK for stoppage 6 LEFT WING 1 Main Wheel Tire CHECK for proper inflation 2 Before first flight of the day and after each refueling use sam pler cup and drain small quantity of fuel from fuel tank sump quick drainvalve to check for water sediment and proper fuel grade red 3 Fuel Qu
25. should be full rich below 3000 feet and may be leaned above 3000 feet for smoother operation or to obtain maximum RPM If an obstruction dictates the use of a steep climb angle the best angle of climb speed should be used with flaps up and maximum power NOTE Climbs at speeds lower than the best rate of climb speed should be of short duration to improve engine cooling CRUISE Normal cruising is performed between 55 and 75 power The engine RPM and corresponding fuel consumption for various altitudes can be deter mined by using your Cessna Power Computer or the data in Section 5 NOTE Cruising should be done at 65 to 75 power until a total Of 50 hours has accumulated or oil consumption has sta bilized This is to ensure proper seating of the rings and is applicable to new engines and engines in service fol lowing cylinder replacement or top overhaul of one or more cylinders The Cruise Performance Table Figure 4 3 illustrates the true air Speed and nautical miles per gallon during cruise for various altitudes and Percent power This table should be used as a guide along with the avail 4 15 SECTION 4 NORMAL PROCEDURES MODEL 172M 7596 POWER 65 POWER 55 POWER ALTITUDE KTAS NMPG KTAS NMPG KTAS 15 2 15 5 15 9 112 13 5 106 14 7 97 116 14 0 109 15 1 99 120 14 5 112 15 6 102 Standard Con
26. 0 Gallons Fuel Endurance Profile 48 0 Gallons Fuel Figure 5 10 Landing Distance SECTION 5 PERFORMANCE HJ o o 3 0 l 1 3 c N BN ERR oco lo g AUN 3 19 1 5 5 5 5 9 5 5 5 5 5 5 D 5 1 5 2 blank SECTION 5 PERFORMANCE INTRODUCTION Performance data charts on the following pages are presented so that ou may know what to expect from the airplane under various conditions and also to facilitate the planning of flights in detail and with reasonable accuracy The data in the charts has been computed from actual flight tests with the airplane and engine in good condition and using average piloting tec hniques It should be noted that the performance information presented in the range and endurance profile charts allows for 45 minutes reserve fuel based on 45 power Fuel flow data for cruise is based on the recom mended lean mixture setting Some indeterminate variables such as mix ture leaning technique fuel metering characteristics engine and propeller condition and air turbulence may account for variations of 10 or more in range and endurance Therefore it is important to utilize all available information to estimate the fuel required for the particular fligh
27. 1 XMTR SEL Switch SELECT transceiver 2 SPEAKER PHONE Switch SELECT desired mode 3 COM NAV Frequency Selector Knobs SELECT operating frequency 4 50 25 Fractional MHz Selector Switch SELECT operating frequency not selected for navigational frequencies 5 VOL Control ADJUST to listening level OFF VOL knob must be ON 6 SQ Control ROTATE counterclockwise to decrease background noise t PILOT S OPERATING HANDBOOK CESSNA 300 NAV COM SUPPLEMENT TYPE RT 328T TO OPERATE IDENT FILTER 1 ID T Switch CENTER unmarked to include filter in audio circuit of both receivers 2 ID T Switch ID position disconnects filter from audio circuit to hear navigation station identifier Morse Code signal NOTE The ID T switch should be left in ID position for best communications reception TO SELF TEST VOR NAVIGATION CIRCUITS 1 Tune to usable VOR signal from either a VOR station or a test signal 2 OBS Knob ROTATE course index to 0 3 ID T Switch T position Vertical pointer should center and OFF TO FROM indicator should show FROM 4 ID T Switch T position and rotate OBS knob to displace course index approximately 10 to either side of 0 Vertical pointer should deflect full scale in direction corresponding to course index displace ment 5 ID T Switch CENTER unmarked position for normal VOR operation NOTE This test does not fulfill the requirements o
28. 1 SELECTOR SWITCH SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS CESSNA MODEL 172M AUTOMATIC AUDIO SELECTION SPEAKER NAV COM AUTO 1 2 3 1 12 3 ADF S o XMTR TRANSMITTER SEL SELECTOR SWITCH AUTOMATIC AUDIO SELECTOR SWITCH AUDIO SELECTOR SWITCH TYPICAL As illustrated the number 1 transmitter is selected the AUTO selector switch is in the SPEAKER position and the NAV COM 1 2 and 3 and ADF 1 and 2 audio selector switches are in the OFF position With the switches set as shown the pilot will transmit on the number 1 transmitter and hear the number 1 NAV COM re ceiver through the airplane speaker INDIVIDUAL AUDIO SELECTION SPEAKER NAV COM AUTO 2 TRANSMITTER SELECTOR SWITCH AUTOMATIC AUDIO AUDIO SELECTOR SWITCH TYPICAL As illustrated the number 1 transmitter is selected the AUTO selector switch is in the OFF position the number 1 NAV COM receiver is in the PHONE position and the number 1 ADF is in the SPEAKER position With the switches set as shown the pilot will transmit on the number 1 transmitter and hear the number 1 NAV COM receiver on a headset while the passengers are listening to the ADF audio through the airplane speaker If another audio selector switch is placed in either the PHONE or SPEAKER position it will be heard simultaneously with either the number 1 NAV COM or number 1 ADF respectively Figure 7 10 Aud
29. 10 knots increase distances by 1096 for each 2 knots 4 Where distance value has been deleted climb performance after lift off is less than 150 fpm at takeoff speed 5 For operetion on a dry grass runway increase distances by 15 of the ground roll figure TAKEOFF WEIGHT SFEFD LBS LiFT AT FT OFF 50 FT 2300 52 59 z S BO M pj 1M 52 5 Figure 5 4 Takeoff Distance Sheet 1 of 2 sb 61 6 TAKEOFF DISTANCE za U 2100 LBS AND 1900 LBS BE C REFER TO SHEET 1 FOR APPROPRIATE CONDITIONS AND NOTES lt TAKEOFF SPEED WEIGHT KIAS LBS urt at FT OFF 150 FT 2100 50 56 1900 47 54 d ti S E e gt n z O 2 Figure 5 4 Takeoff Distance Sheet 2 of 2 SECTION 5 PERFORMANCE RATE OF CLIMB CONDITIONS Flaps Up Full Throttle Mixture Leaned for Maximum RPM During Climb Figure 5 5 RATE OF CLIMB FPM Rate of Climb CESSNA MODEL 172M CESSNA SECTION 5 MODEL 172M PERFORMANCE TIME FUEL AND DISTANCE TO CLIMB CONDITIONS Flaps Up Full Throttle Standard Temperature NOTES 1 Add 1 1 gallons of fuel for engine start taxi and takeoff allowance 2 To obtain maximum rate of climb as shown in this chart lean to maximum RPM during climb 3 Increase time fuel and distance by 10 for each 10 C above standard temperature 4 Dista
30. 3 15 3 16 blank 2 n sani SECTION 4 172M NORMAL PROCEDURES SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Page Introduction Speeds For Safe Operation S 1 co C5 CHECKLIST PROCEDURES Preflight Inspection Cabin Empennage Right Wing Trailing Bdge Right Wing Nose Left Wing e of Left Wing Leading Edge i Left Wing Trailing Edge ae Before Starting Engine Starting Engine I Before Takeoff a Takeoff Normal Takeoff Maximum Performance T akeoff Enroute Climb Cruise Descent Before Landing Balked Landing Normal Landing After Landing Securing Airplane Pr PHL ge GGG 4X4 SHH uuu I 0 cocococo d1 1 1 1O 90 0950 20 0101Q010g1 OQ Ot M AMPLIFIED PROCEDURES Starting EnelNe dono gach SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Continued Taxiing Before Takeoff Warm Up Magneto Check Alternator Check Takeoff Power Check Wing Flap Settings Crosswind Takeoffs Enroute Climb Cruise Stalls Spins Landing EM Normal Landing Short Field Landing Crosswind Landing Balked Landing Cold Weather A CR a aa ae Starting CREE S Flight Operations E icon Hot Weather Operation Noise Abatement m 42
31. 5 9 49 9 9 9 6 54945999 oe 59 HU DOA CIC NIUN 0006 00 OU eO Ou e e OO P0 HO SK NABOOO QOO O0t FO j FANDA i NEE EEE 14 40000 f PENAI gb UU TE PP INR DPLOOLS Wr Ear t 46 45 0 48 19 1 i ANNAN H iii 1 i e a e ceo DP 00S A US co 00 e O eO CUN D OO In FAON e USO e SF BANDMORNCOM ONE OWNS aed 0mm ak 4 9 9 9 9 9 9 09 009099 90999 9995999 9 90 00 0 96 29 449 59 9 9 D 89 wo 4 bh DONANSTOHONOMRAMNADOLTNODOOO On Let ie Os e See e ES mONOOOO OumNOOOornn D Ea E can Y N l Jl 1 N x ecc c5 e co a OLY pn m z AN AN TA OJOS t n e e on coo DOQOAHODOOOO o 2o o zx mt eM zx ONIO mA m eH peed ed nni N ee pe c OFN OOO OOOO 0OOOOOOO0rx o DO o te 11111111 anne rem d a ORDO NOMADO O D e eU MAIO LALA AMAM e 08 uS QUO rmm eu erm TN AORN Ooooo o NMNANOOOORn c4 00 0 OO QN eO A MLANNWODRIOBIVONOMAMMOONNOOD ti DOSODDODDINOON MODADA OONA SOO D d O0O On JU Oe e M e 0000 d 00 Je ac CO 06 06 06 60 ey Cj rJ 06 0 AIAN at O De PUN VA LN DAHA OUI 9 OID OIA IAIN OMADOOO 00000009000 0S SAHONEEO NOONOOON V h Ol al ats dadla sf Send edid duum de rns mt m em en OL ON od mt OY LA OLAS IRIAM If gua uo OC QoOOoo r Q0O0OQ QOod0O07050O0O0O00U
32. AND COLOR 80 87 Minimum Grade Aviation Fuel red Alternate fuels which are also approved are 100 130 Low Lead AVGAS green Maximum lead content of 2 cc per gallon 100 130 Aviation Grade Fuel green Maximum lead content of 4 6 cc per gallon NOTE When substituting a higher octane fuel low lead AVGAS 100 should be used whenever possible since it will result in less lead contamination of the engine CAPACITY EACH STANDARD TANK 21 Gallons CAPACITY EACH LONG RANGE TANK 26 Gallons NOTE To ensure maximum fuel capacity when refueling place the fuel selector valve in either LEFT or RIGHT posi tion to prevent cross feeding CESSNA MODEL 172M SECTION 8 HANDLING SERVICE amp MAINTENANCE LANDING GEAR NOSE WHEEL TIRE PRESSURE 31 PSI on 5 00 5 4 Ply Rated Tire 26 PSI on 6 00 6 4 Ply Rated Tire MAIN WHEEL TIRE PRESSURE 29 PSI on 6 00 6 4 Ply Rated Tires NOSE GEAR SHOCK STRUT Keep filled with MIL H 5606 hydraulic fluid and inflated with air to 45 PSI CLEANING AND CARE WINDSHIELD WINDOWS The plastic windshield and windows should be cleaned with an aircraft windshield cleaner Apply the cleaner sparingly with soft cloths and rub with moderate pressure until all dirt oil scum and bug stains are re moved Allow the cleaner to dry then wipe it off with soft flannel cloths If a windshield cleaner is not available the plastic can be cleaned with soft clot
33. Button DEPRESS momentarily when instructed by ground controller to squawk IDENT REPLY lamp will glow steadily in dicating IDENT operation TO TRANSMIT MODE C ALTITUDE INFORMATION CODES IN FLIGHT 1 Altitude Encoder Barometric Pressure Set Knob DIAL assigned barometric pressure 2 3 Reply Code Selector Switches SELECT assigned code Function Switch ALT NOTE When directed by ground controller to stop altitude squawk turn Function Switch to ON for Mode A operation only NOTE Pressure altitude is transmitted and conversion to indicated altitude is done in ATC computers Alti tude squawk will agree with indicated altitude when altimeter setting in use by the ground controller is set in the altitude encoder 4 DIM Control ADJUST light brilliance of reply lamp TO SELF TEST TRANSPONDER OPERATION 1 Function Switch SBY and wait 30 seconds for equipment to warm up 2 Function Switch ON 3 TST Button DEPRESS Reply lamp should light brightly regard less of DIM control setting i CESSNA 300 TRANSPONDER PILOT S OPERATING HANDBOOK pILOT S OPERATING HANDBOOK DME AND ALTITUDE ENCODER SUPPLEMENT SUPPLEMENT TYPE 190 SECTION 5 SUPPLEMENT PERFORMANCE DME There is no change to the airplane performance when this avionic equipment is installed T ype 190 SECTION 1 GENERAL The DME 190 Distance Measuring Equipment system consists of a panel mounted 2
34. Dealers conduct all service inspection and test proce dures in accordance with applicable Service Manuals it is recommended that you contact your Cessna Dealer concerning these requirements and begin scheduling your airplane for service at the recommended intervals Cessna Progressive Care ensures that these requirements are accom plished at the required intervals to comply with the 100 hour or ANNUAL inspection as previously covered Depending on various flight operations your local Government Avia tion Agency may require additional service inspections or tests For these regulatory requirements owners should check with local aviation officials where the airplane is being operated For quick and ready reference quantities materials and specifica tions for frequently used service items are as follows ENGINE OIL GRADE Aviation Grade SAE 50 Above 16 C 60 F Aviation Grade SAE 10W30 or SAE 30 Between 18 C 0 F and 21 C 70 F Aviation Grade SAE 10W30 or SAE 20 Below 12 C 10 F Multi viscosity oil with a range of SAE 10W30 is recommended for improved starting in cold weather Ashless dispersant oil conform ing to Specification No MIL L 22851 must be used NOTE Your Cessna was delivered from the factory with a cor rosion preventive aircraft engine oil If oil must be added during the first 25 hours use only aviation grade straight mineral oil conforming to Specification No MIL L 6082 CAPACITY
35. Division Propeller Model Number 1C160 DTM7553 Propeller Diameter Maximum 75 inches Minimum 74 inches 2 5 SECTION 2 CESSNA LIMITATIONS MODEL 172M POWER PLANT INSTRUMENT MARKINGS Power plant instrument markings and their color code significance are shown in figure 2 3 RED LINE GREEN ARC YELLOW ARC RED LINE INSTRUMENT MINIMUM NORMAL CAUTION MAXIMUM LIMIT OPERATING RANGE LIMIT Tachometer At Sea Level 2200 2500 RPM 2700 RPM At 5000 Ft 2200 2600 RPM 2700 RPM At 10 000 Ft 2200 2700 RPM 2700 RPM 100 245 F 2459F Oil Temperature Oil Pressure 60 90 psi 100 psi 15 to 500 Carburetor Air Temperature Figure 2 3 Power Plant Instrument Markings WEIGHT LIMITS NORMAL CATEGORY Maximum Takeoff Weight 2300 lbs Maximum Landing Weight 2300 lbs Maximum Weight in Baggage Compartment Baggage Area 1 or passenger on child s seat Station 82 to 108 120 lbs See note below Baggage Area 2 Station 108 to 142 50 lbs See note below NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 120 lbs 2 6 SECTION 2 LIMITATIONS CESSNA MODEL 172M UTILITY CATEGORY Maximum Takeoff Weight 2000 lbs Maximum Landing Weight 2000 lbs Maximum Weight in Baggage Compartment In the utility category the baggage compartment and rear seat must not be occupied
36. Encoder Type EA n DME Type 190 HF Transceiver Type PT10 A AEST SSB HF Transceiver Type ASB 125 Cessna 400 Marker Beacon Type R 402A Cessna 200A Autopilot Type AF 295B Cessna 300A Autopilot Type AF 395A 4 pages 4 pages 4 pages 6 pages 6 pages 6 pages 6 pages 4 pages 4 pages 4 pages 4 pages 6 pages 6 pages SECTION 9 CESSNA SUPP LEMENTS MODEL 172M INTRODUCTION This section consists of a series of supplements each covering a single optional system which may be installed in the airplane Each sup plement contains a brief description and when applicable operating lim itations emergency and normal procedures and performance Other routinely installed items of optional equipment whose function and opera tional procedures do not require detailed instructions are discussed in Section 7 EMERGENCY LOCATOR pILOT S OPERATING HANDBOOK TRANSMITTER ELT SUPPLEMENT SUPPLEMENT EMERGENCY LOCATOR TRANSMITTER ELT SECTION 1 GENERAL The ELT consists of a self contained dual frequency radio transmit ter and battery power supply and is activated by an impact of 5g or more as may be experienced in a crash landing The ELT emits an omni direc tional signal on the international distress frequencies of 121 5 and 243 0 MHz Some ELT units in export aircraft transmit only on 121 5 MHz General aviation and commercial aircraft the FAA and CAP monitor 121 5
37. FAR Part 91 establishes the minimum re quired instrumentation and equipment for these operations The refer ence to types of flight operations on the operating limitations placard re flects equipment installed at the time of Airworthiness Certificate issuance Flight into known icing conditions is prohibited FUEL LIMITATIONS 2 Standard Tanks 21 U S gallons each Total Fuel 42 U S gallons Usable Fuel all flight conditions 38 U S gallons Unusable Fuel 4 0 U S gallons 2 Long Range Tanks 26 U S gallons each Total Fu l 52 U S gallons Usable Fuel all flight conditions 48 U S gallons Unusable Fuel 4 0 U S gallons NOTE To ensure maximum fuel capacity when refueling place the fuel selector valve in either LEFT or RIGHT posi tion to prevent cross feeding NOTE Takeoff and land with the fuel selector valve handle in the BOTH position Fuel Grade and Color 80 87 Minimum Grade Aviation Fuel red Alternate fuels which are also approved are 100 130 Low Lead AVGAS green Maximum lead content of 2 cc per gallon 100 130 Aviation Grade Fuel green Maximum lead content of 4 6 cc per gallon NOTE When substituting a higher octane fuel low lead AVGAS 100 Should be used whenever possible since it will result in less lead contamination of the engine 2 9 SECTION 2 CESSNA ESSNA SEC TION 2 LIMITA TIONS MODEL 172
38. IDLE 2 Brakes APPLY i 3 Wing Flaps RETRACT 4 Mixture IDLE CUT OFF 5 Ignition Switch OFF ENGINE FAILURE IMMEDIATELY AFTER TAKEOFF 1 Airspeed 65 KIAS flaps UP 60 KIAS flaps DOWN 3 3 SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172M SECTION 3 CESSNA EMERGENCY PROCEDURES MODEL 172M 2 Mixture IDLE CUT OFF G 3 Fuel Selector Valve OFF DITCHIN 4 Ignition Switch OFF Radio TRANSMIT MA YDAY on 121 5 MHz giving location 5 Wing Flaps AS REQUIRED tentions e and intenti 6 Master Switch 2 Heavy Objects in baggage area SECURE or JETTISON 3 Flaps 20 40 ENGINE FAILURE DURING FLIGHT 4 Power ESTABLISH 300 FT MIN DESCENT at 55 KIAS 5 Approach High Winds Heavy Seas INTO THE WIND ij 1 Airspeed 65 KIAS Light Winds Heavy Swells PARALLEL TO U 2 Carburetor Heat ON SWELLS 1 3 FuelSelector Valve BOTH 11 4 Mixture RICH NOTE 5 Ignition Switch BOTH or START if propeller is stopped 6 Primer IN and LOCKED FORCED LANDINGS EMERGENCY LANDING WITHOUT ENGINE POWER 1 Airspeed 65 KIAS flaps UP 60 KIAS flaps DOWN Mixture IDLE CUT OFF Fuel Selector Valve OFF 4 Ignition Switch OFF Wing Flaps AS REQUIRED 40 recommended Master Switch OFF 7
39. MHz and 243 0 MHz is monitored by the military Following a crash landing the ELT will provide line of sight transmission up to 100 miles at 10 000 feet The duration of ELT transmissions is affected by ambient temperature At temperatures of 21 to 54 C 70 to 130 F continuous transmission for 115 hours can be expected a temperature of 40 C 40 F will shorten the duration to 70 hours The ELT is readily identified as a bright orange unit mounted behind the baggage compartment wall in the tailcone To gain access to the unit remove the baggage compartment wall The ELT is operated by a control panel at the forward facing end of the unit see figure 1 SECTION 2 LIMITATIONS There is no change to the airplane limitations when this equipment is installed 1 of 4 IAM j EMERGENCY LOCATOR PILOT S OPERATING HANDBOOK pILOT S OPERATING HANDBOOK EMERGE NG DOCTOR TRANSMITTER ELT SUPPLEMENT SUPPLEMENT TRANSMITTER ELT lector switch in the ON position 2 PRIOR TO SIGHTING RESCUE AIRCRAFT Conserve airplane battery Do not activate radio transceiver set SWITCH TO ON Z aut OPERATION SET SWITCH ARM Je REMOTE OPERATION 3 AFTER SIGHTING RESCUE AIRCRAFT Place ELT function selector switch in the OFF position preventing radio interference Attempt contact with rescue aircraft with the radio transceiver set to a frequency of 121 5 MHz If no contact is established return the f
40. OF ENGINE SUMP 8 Quarts Do not operate on less than 6 quarts To minimize loss of oil through 8 10 CESSNA SECTION 8 MODEL 172M HANDLING SERVICE amp MAINTENANCE breather fill to 7 quart level for normal flights of less than 3 hours For extended flight fill to 8 quarts These quantities refer to oil dipstick level readings During oil and oil filter changes one addi tional quart is required when the filter element is changed OIL AND OIL FILTER CHANGE After the first 25 hours of operation drain engine oil sump and oil cooler and clean both the oil suction strainer and the oil pressure screen If an oilfilter is installed change filter element at this time Refill sump with straight mineral oil and use until a total of 50 hours has accumulated or oil consumption has stabilized then change to dispersant oil On airplanes not equipped with an oil filter drain the engine oil sump and oil cooler and clean both the oil suction strainer and the oil pressure screen each 50 hours thereafter On airplanes which have an oil filter the oil change interval may be ex tended to 100 hour intervals providing the oil filter element is changed at 50 hour intervals Change engine oil at least every 6 months even though less than the recommended hours have accumu lated Reduce intervals for prolonged operation in dusty areas cold Climates or when short flights and long idle periods result in sludg ing conditions FUEL GRADE
41. OG 50 259 5 pend FoEPsS e Em DSL ESS we oo tc QoS ee Q ZSEqaeo be m 5 o 1 A ONTON Z N Lo 06 68 xuvIq 2z 9 I2 6 N gt Z VIN MU ALTITUDE FEET 9 38982 mo aoo 8328 aH gam Oo 38g ELLE ed 38 E o o 6 Sur Z j s E 8 S go 3g z H 889 x 4 o9 dn c an Saag E I fs a zh A m tj P 8 geo 5 8 2 m 7 r gp w AD Lun z z3 c a 2 2 ae 3 2 Jg 2 6 H o o S cum e T g 5 o c Oo o x 7 20 zc o UU 5 8 E un E o R e or 2 f m o 2 3 PA a DX 2 T E pa z 5 ps J 5 Bo ti m tU DA E LANDING DISTANCE aa JU mu C pt CONDITIONS Flaps 40 z Power Off Maximum Braking Paved Level Dry Runway Zero Wind NOTES 1 Maximum performance technique as specified in Section 4 2 Decr
42. Service Letters published by Cessna Aircraft Company These are distributed to Cessna Dealers and to those who subscribe through the Owner Follow Up System 1f you are not receiving subscription service you will want to keep in touch with your Cessna Dealer for information concerning the change status of the handbook Subsequent changes will be made in the form of stickers These should be examined and attached to the appropriate page in the handbook immediately after receipt the handbook should not be used for opera tional purposes until it has been updated to a current status M M iii iv blank T CESSNA MODEL 172M SECTION 1 GENERAL TABLE OF CONTENTS Three View Introduction Descriptive Data Engine Propeller Fuel Oil i Maximum Certificated Weiehts Standard Airplane Weights Cabin and Entry Dimensions Baggage Space and Entry Dimensions Specific Loadings Symbols Abbreviations and Terminology General Airspeed Terminology and Symbols Meteorological Terminology i Engine Power Terminology Airplane Performance and Flight Planning Terminology Weight and Balance Terminology SEC GENE d E 1 2 1 3 1 3 1 3 1 3 1 3 1 4 1 5 1 5 1 5 1 5 1 5 1 6 1 6 1 6 1 7 1 7 1 7 1 1 SECTION 1 CESSNA GENERAL MODEL 172M 7 ys se 8 9 MAX 1 2 TTT L
43. The instrument panel may be equipped with post lights which are 7 28 ESSNA SECTION 7 CODEL 172M AIRPLANE amp SYSTEMS DESCRIPTIONS mounted at the edge of each instrument or control and provide direct ighting The lights are operated by placing the PANEL LTS selector switch in the POST position and adjusting light intensity with the PANEL LT rheostat control knob By placing the PANEL LTS selector switch in the BOTH position the post lights can be used in combination with the standard flood lighting The engine instruments fuel quantity indicators radio equipment and magnetic compass have integral lighting and operate independently of post or flood lighting Light intensity of the engine instruments fuel quantity indicators and radio lighting is controlled by the RADIO LT rheostat control knob The integral compass light intensity is controlled py the PANEL LT rheostat control knob A cabin dome light in the aft part of the overhead console is operated by a switch near the light To turn the light on move the switch to the right A control wheel map light is available and is mounted on the bottom of the pilot s control wheel The light illuminates the lower portion of the cabin just forward of the pilot and is helpful when checking maps and other flight data during night operations To operate the light first turn on the NAV LT switch then adjust the map light s intensity with the knurled disk Type rheostat control located at
44. WEIGHT amp BALANCE MODEL 172M MODEL 172M WEIGHT amp BALANCE EQUIPMENT LIST EQUIPMENT LIST EQUIPMENT LIST The following equipment list is a comprehensive list of all Cessna equipment available for this airplane A separate equipment list of items installed in your specific airplane is provided in your aircraft file The following list and the specific list for your airplane have a similar order of listing This equipment list provides the following information An item number gives the identification number for the item Each number is prefixed with a letter which identifies the descriptive grouping example A Powerplant amp Accessories under which it is listed Suffix letters identify the equipment as a required item a standard item or an optional item Suffix letters are as follows R required items of equipment for FAA certification S standard equipment items O optional equipment items replacing required or standard items A optional equipment items which are in addition to required or standard items A reference drawing coiumn provides the drawing number for the item NOTE Center of Gravity Limits E gt u E oz r Lu j Lil If additional equipment is to be installed it must be done in accord an
45. a large crank under the right corner of the left seat and the left corner of the right seat Seat back angle is adjustable by rotating a small crank under the left corner of the left seat and the right corner of the right seat The seat bottom angle will change as the seat back angle changes providing proper support The seat backs will also fold full forward The rear passenger s seats consist of a fixed one piece seat bottom With individually adjustable seat backs Two adjustment levers under the left and right corners of the seat bottom are used to adjust the angle of the respective seat backs To adjust either seat back lift the adjust ment lever and reposition the back The seat backs are spring loaded to the vertical position A child s seat may be installed aft of the rear passenger seats and 18 held in place by two brackets mounted on the floorboard The seat is designed to swing upward into a stowed position against the aft cabin bulk head when not in use To stow the seat rotate the seat bottom up and aft 7 11 F CESSNA MODEL 172M SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS as far as it will go When not in use the seat should be stowed Headrests are available for any of the seat configurations except the child s seat To adjust the headrest apply enough pressure to it to raise or lower it to the desired level The headrest may be removed at any time by raising it until it disengages from the top of the sea
46. and Color 80 87 Minimum Grade Aviation Fuel red Alternate fuels which are also approved are 100 130 Low Lead AVGAS green Maximum lead content of 2 cc per gallon 100 130 Aviation Grade Fuel green Maximum lead content of 4 6 cc per gallon NOTE When substituting a higher octane fuel low lead AVGAS 100 should be used whenever possible since it will result in less lead contamination of the engine SECTION 1 GENERAL CESSNA MODEL 172M Fuel Capacity Standard Tanks Total Capacity 42 gallons Total Capacity Each Tank 21 gallons Total Usable 38 gallons Long Range Tanks Total Capacity 52 gallons Total Capacity Each Tank 26 gallons Total Usable 48 gallons NOTE To ensure maximum fuel capacity when refueling place the fuel selector valve in either LEFT or RIGHT posi tion to prevent cross feeding OIL Oil Grade Specification MIL L 6082 Aviation Grade Straight Mineral Oil Use to replenish supply during first 25 hours and at the first 25 hour oil change Continue to use until a total of 50 hours has accumulated or oil consumption has stabilized NOTE The airplane was delivered from the factory with a corro sion preventive aircraft engine oil This oil should be drained after the first 25 hours of operation MIL L 22851 Ashless Dispersant Oil This oil must be used after first 50 hours or oil consumption has stabilized Recommended Viscosity For Temperature Ra
47. c OM CUZ AU Zu xXe AAAA A o gt NOs or mee es wed Zz zou zZ E WOO CO OqQe u ER ee CVFUPFOULO gt SUD gt UW m OYE MD ZCOUZ O uluudramurwE FOO ue DIY e i Oz za A4 d d aq Lr Ow gaxaaq Ee mm od wz zZ Un H UUU De Lu cmd uA ou ue C Wu m be m 2 uo i TIIZvorz v oZ ag A a Q 2 COMMA u Lx um u e ln N o 14400 oa lt a aa lt e lt ro operetta pag i i i ud 00 0un Ned au oo cO oo e nl CI NO oo on De Oo 2222 50 O 565 3 5 T 6 18 6 19 SECTION 6 WEIGHT amp BALANCE EQUIPMENT LIST CESSNA MODEL 172M DINAN MA ONO NFAT FON AR SAPASFNOONOOLNDOMHOMM 9 006 05 90 9 9 0 0 4 9 0 0 9 9 99 9 9 99 96995959 99 699 000 cA Om QN Of ALTE HOM OR ONIFON MANTO F 9 000 ONG em em ead CO CO ed et ed mt Sf ed ed ee OO O ri met E oe SE OD pred oA 00 00 00 MAC M ed e miot a4 mot 3 AAT ONA eNO AA NN CUA NCA P n tO ANNA ea ELA E NA OE ROR OOM 8 9 9 9 99 900 0494099 0949449460 0 049 499 999 99599 TR PTOOTNOM mnmod4d4O0WNOOOO OO ft f 000mnMno04N0O f NOOwU ev i i N N c2 md N Ne z Q000 ot COON i eo gt C td mL ANP a
48. d x X V Vor FOOT eX Der Orr m FOYIINS SMe SF SMO 220r 5 e EF XX X eee oO esua Z GC z 400 OC i LJ a QOarmOd e VZ A TA Jazd pu LL Z a nv dm aqaa ui FOG Eee i a Z oe Ieee O ee OU A ulin 2 e ve Ju uU gt ee Z ZOV a be be Le LL uj X Q x zaa x O gt an 2 wj Pa o u C uz050 65u arzzxaz a Xo DXX wzuw AM Dura Q Z rs ae prow aro tO M JC H C C meu No FOZZWD aawa lt WW MMO WVA ewi e mie r US e X 240 f i D Q Qoo a e ou ur auliuv 5 var x YD YN CME uuu CN wo OD ou a i gt maar V AW JOZ Am mV Cy a lt ua eat ZIX O 5 270 0 00 amp CO i C VDO Shaxa lua a dcxux c FE Qc UJ UO m c t Qu uz ule uus LJ e PIO EaDu Gu Zu uwX u Duuoc La e D 2 UU e Ov i t I Orr UO WO quz XU oS Oh ZT gt e Oe UR R A Ju i uiia z C A d ON ONU MO e E D O LD IALO Waoazne CAAZM e eDV dd i WOK eu Za a Qo Dots UJ ad Z OI he Th LO LW LL mai muku CO rFabuaamaamMmznu gt E uU CE cqmeuoeweruxrroac x C1 02 rIrr rIurd umrxru WI O 2 o oO m t rFOOPTOOU OFC e f PIAL me a c a lt a pw x H EN udo u amp a wn gt ac u LADIJ JOm E e i i i li n x lt a e a v x x a x n
49. due toa 7 9 CESSNA SECTION 7 MODEL 172M AIRPLANE amp SYSTEMS DESCRIPTIONS Figure 7 3 Wing Flap System i ion i i i roximately detent in the switch Full flap retraction in flight requires approx y 7 seconds More gradual flap retraction can be accomplished by rien A tent operation of the flap switch to the UP position After full retraction ti the switch should be returned to the center off position LANDING GEAR SYSTEM The landing gear is of the tricycle type with a steerable nose wheel two main wheels and wheel fairings Shock absorption is provided by the tubular spring steel main landing gear struts and the air oil nose shock strut Each main gear wheel is equipped with a hydraulically actu ated disc type brake on the inboard side of each wheel and an aero dynamic fairing over each brake BAGGAGE COMPARTMENT The ba e compartment consists of two areas one extending from the back of pee seats to the aft cabin bulkhead and an additional area aft of the bulkhead Access to both baggage areas is du ed through a lockable baggage door on the left side of the airplane or within the airplane cabin A baggage net with eight tie down straps is pr 7 10 CESSNA MODEL 172M SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS vided for securing baggage and is attached by tying the straps to tie down rings provided in the airplane When loading t
50. eligibil ity under the warranty FACTORY TRAINED PERSONNEL to provide you with courteous expert service FACTORY APPROVED SERVICE EQUIPMENT to provide you with the most efficient and accurate workmanship possible A STOCK OF GENUINE CESSNA SERVICE PARTS on hand when you need them THE LATEST AUTHORITATIVE INFORMATION FOR SERVICING CESSNA AIRPLANES since Cessna Dealers have all of the Service Manuals and Parts Catalogs kept current by Service Letters and Service News Letters published by Cessna Aircraft Company We urge all Cessna owners to use the Cessna Dealer Organization to the fullest A current Cessna Dealer Directory accompanies your new airplane The Directory is revised frequently and a current copy can be obtained from your Cessna Dealer Make your Directory one of your cross country flight planning aids a warm welcome awaits you at every Cessna Dealer CESSNA MODEL 172M TABLE OF CONTEN TABLE OF CONTENTS SECTION GENERAD uocum dede d demde ARG HMHATONS m yae B fae uu ger doe Yum e EMERGENCY PROCEDURES Sb are 3 NORMAL PROCEDURES ic 9 vw 9 wd PERFORMANCE 5 WEIGHT amp BALANCE EQUIPMENT EIST dno oe Bee ee AIRPLANE amp SYSTEMS DESCRIP HONS cy 26 uk oR pe ee a ee d E AIRPLANE HANDLING SERVICE amp MAINTENANCE 8 SUPPLEMENTS Optional Systems Description amp Operating Procedures 9 This handbook will be kept current by
51. feet and 35 000 feet 9 OFF INDICATOR WARNING FLAG Flag appears when power is removed from the system 1 FUNCTION SWITCH Controls application of power and San SER GEDA CS Wee cerne selects transponder operating mode as follows 10 100 FOOT DRUM TYPE INDICATOR Provides digital alti OFF Removes power from transponder turns set off tude readout in 100 foot increments between 0 feet and 1000 feet SBY Applies power for equipment warm up ON Applies operating power and enables transponder 11 20 FOOT INDICATOR NEEDLE Indicates altitude in 20 foot to transmit Mode A reply pulses increments between 0 feet and 1000 feet ALT Applies operating power and enables transponder 5 to transmit either Mode A reply pulses or Mode 12 BAROMETRIC PRESSURE SET INDICATOR DRUM TYPE C altitude information pulses selected automa Indicates selected barometric pressure in the range of tically by the interrogating signal 27 9 to 31 0 inches of mercury 2 REPLY LAMP Provides visual indication of transponder 13 BAROMETRIC PRESSURE SET KNOB Dials in desired replies During normal operation lamp flashes when reply barometric pressure setting in the range of 27 9 to 31 0 pulses are transmitted when special pulse identifier is inches of mercury Figure 1 Cessna 300 Transponder Sheet 1 of 2 Figure 1 Cessna 300 Transponder Sheet 2 of 2 CESSNA 300 TRANSPONDER AND ALTITUDE ENCODER PILOT S OPERATI
52. file In addition a periodic check should be made of the latest Federal Aviation Regulations to ensure that all data requirements are met A To be displayed in the airplane at all times 1 Aircraft Airworthiness Certificate FAA Form 8100 2 2 Aircraft Registration Certificate FAA Form 8050 3 3 Aircraft Radio Station License if transmitter installed FCC Form 556 B To be carried in the airplane at all times 1 Weight and Balance and associated papers latest copy of the Repair and Alteration Form FAA Form 337 if applicable 2 Equipment List 8 4 CESSNA MODEL 172M SECTION 8 HANDLING SERVICE amp MAINTENANCE C To be made available upon request 1 Airplane Log Book 2 Engine Log Book Most of the items listed are required by the United States Federal Aviation Regulations Since the Regulations of other nations may require other documents and data owners of airplanes not registered in the United States should check with their own aviation officials to determine their individual requirements Cessna recommends that these items plus the Pilot s Operating Handbook Power Computer Customer Care Program book and Customer Care Card be carried in the airplane at all times AIRPLANE INSPECTION PERIODS FAA REQUIRED INSPECTIONS As required by Federal Aviation Regulations all civil aircraft of U S registry must undergo a complete inspection annual each twelve calendar months In addition to
53. forward of the horizontal stabilizer and allowing the tail to rest on the tail tie down ring NOTE Do not apply pressure on the elevator or outboard stabi lizer surfaces When pushing on the tailcone always apply pressure at a bulkhead to avoid buckling the skin To assist in raising and holding the nose wheel off the ground weight down the tail by placing sand bags or suitable weights on each side of the horizontal stabilizer next to the fuselage If ground anchors are 8 8 SECTION 8 HANDLING SERVICE amp MAINTENANCE CESSNA MODEL 172M available the tail should be securely tied down NOTE Ensure that the nose will be held off the ground under all conditions by means of suitable stands or supports under weight supporting bulkheads near the nose of the airplane LEVELING Longitudinal leveling of the airplane is accomplished by placing a level on leveling screws located on the left side of the tailcone Deflate the nose tire and or lower or raise the nose strut to properly center the bubble in the level Corresponding points on both upper door sills may be used to level the airplane laterally FLYABLE STORAGE Airplanes placed in non operational storage for a maximum of 30 days or those which receive only intermittent operational use for the first 25 hours are considered in flyable storage status Every seventh day during these periods the propeller should be rotated by hand through five revolu tions This actio
54. full nose up position and the power adjusted so that the airplane will rotate to the horizontal attitude for touchdown Close the throttle at touch down FIRES Although engine fires are extremely rare in flight the steps of the appropriate checklist should be followed if one is encountered After completion of this procedure execute a forced landing The initial indication of an electrical fire is usually the odor of burn ing insulation The checklist for this problem should result in elimination of the fire 3 10 CESSNA SECTION 3 MODEL 172M EMERGENCY PROCEDURES EMERGENCY OPERATION IN CLOUDS Vacuum System Failure In the event of a vacuum system failure during flight in marginal weather the directional indicator and attitude indicator will be disabled and the pilot will have to rely on the turn coordinator or the turn and bank indicator if he inadvertently flies into clouds The following instructions assume that only the electrically powered turn coordinator or the turn and bank indicator is operative and that the pilot is not completely pro ficient in instrument flying EXECUTING A 180 TURN IN CLOUDS Upon inadvertently entering the clouds an immediate plan should made to turn back as follows 1 Note the time of the minute hand and observe the position of the sweep second hand on the clock 2 When the sweep second hand indicates the nearest half minute initiate a standard rate left turn holding the
55. good cause for discontinuing the takeoff If this occurs yOu are justified in making a thorough full throttle static runup before another takeoff is attempted The engine should run smoothly and turn approxi mately 2300 to 2420 RPM with carburetor heat off and mixture full rich NOTE Carburetor heat should not be used during takeoff unless it is absolutely necessary for obtaining smooth engine acceleration Full throttle runups over loose gravel are especially harmful to pro peller tips When takeoffs must be made over a grave surface it is very important that the throttle be advanced slowly This allows the airplane to start rolling before high RPM is developed and the gravel will be blown back of the propeller rather than pulled into it When unavoidable small dents appear in the propeller blades they should be immediately correct ed as described in Section 8 under Propeller Care Prior to takeoff from fields above 3000 feet elevation the mixture should be leaned to give maximum RPM in a full throttle static runup After full throttle is applied adjust the throttle friction lock clock wise to prevent the throttle from creeping back from a maximum power position Similar friction lock adjustments should be made as required in other flight conditions to maintain a fixed throttle setting WING FLAP SETTINGS Normal and obstacle clearance takeoffs are performed with wing ilaps up The use of 10 flaps will shorten the ground ru
56. hour Nautical Miles Per Gallon is the distance in nautical miles which can be expected per gallon of fuel consumed at a spe cific engine power setting and or flight configuration g is acceleration due to gravity WEIGHT AND BALANCE TERMINOLOGY Reference Datum Station Reference Datum is an imaginary vertical plane from which all horizontal distances are measured for balance purposes Station is a location along the airplane fuselage given in terms of the distance from the reference datum 1 7 SECTION 1 GENERAL Arm Moment Center of p Gravity ie GO C G Arm C G Limits Standard Empty Weight Basic Empty Weight Useful j Load Gross Loaded Weight dii Maximum Takeoff Weight Maximum Landing Weight Tare 1 8 CESSNA MODEL 172M Arm is the horizontal distance from the reference datum to the center of gravity C G of an item Moment is the product of the weight of an item multiplied by its arm Moment divided by the constant 1000 is used in this handbook to simplify balance calculations by reducing the number of digits Center of Gravity is the point at which an airplane or equip ment would balance if suspended Its distance from the velerence datum is found by dividing the total moment by the total weight of the airplane Center of Gravity Arm is the arm obtained by adding the airplane s indivi
57. is a red knob with raised points around the circumference and is equipped with a lock button in the end of the knob The rich position is full forward and full aft is the idle cut off position To adjust the mixture move the control forward or aft by depressing the lock button in the end of the control ENGINE INSTRUMENTS Engine operation is monitored by the following instruments oil pres Sure gage oil temperature gage and a tachometer _ The oil pressure gage located on the left side of the instrument panel 18 Operated by oil pressure A direct pressure oil line from the engine delivers oi at engine operating pressure to the oil pressure gage Gage 7 17 SECTION 7 CESSNA AIRPLANE amp SYSTEMS DESCRIPTIONS MODEL 172M markings indicate that minimum idling pressure is 25 PSI red line the normal operating range is 60 to 90 PSI green arc and maximum pres sure is 100 PSI red line mue Oil temperature is indicated by a gage adjacent to the oil pressure gage The gage is operated by an electrical resistance type temperature sensor which receives power from the airplane electrical system Oil temperature limitations are the normal operating range green arc which is 38 C 100 F to 118 C 245 F and the maximum red line which is 118 C 245 F The engine driven mechanical tachometer is located near the lower portion of the instrument panel to the left of the pilot s control w
58. loaded START position with the master Switch in the ON pos ion the starter contactor is energized and the start 1 19 SECTION 7 CESSNA AIRPLANE amp SYSTEMS DESCRIPTIONS MODEL 172M er will crank the engine When the Switch is released it will automatica ly return to the BOTH position AIR INDUCTION SYSTEM The engine air induction System receives ram air through an intake in the lower front portion of the engine cowling The intake is covered by an air filter which removes dust and other foreign matter from the induc tion air Airflow passing through the filter enters an airbox at the front of the engine After passing through the airbox induction air enters the inlet in the carburetor which is under the engine and is then ducted to the engine cylinders through intake manifold tubes In the event carbu retor ice is encountered or the intake filter becomes blocked alternate heated air can be obtained from a shroud around an exhaust riser through a duct toa valve in the airbox operated by the carburetor heat control on the instrument panel Heated air from the shroud is obtained from an unfiltered outside source Use of full carburetor heat at full throttle will result in a loss of approximately 100 to 225 RPM EXHAUST SYSTEM Exhaust gas from each cylinder passes through riser assemblies to a muffler and tailpipe The muffler is constructed with a shroud around tie outsid
59. mom O FULD u uu Be E tei E a aO C 100 0 wwe I A A e hw ted OLL om lit QOD WAR b 1 WO d he EWE wD u v rz Z HX MOT e D 5 wn wu u Jo uzo Z Ug ee ee E EE Caen Z DA AXA Le oa e 05 OO S OOA 5 gt qm lt bent et OO I ee LL te ed Z Ok Ue a x ceca Oe OF Pra Li e Xd A U ZOFZWZ7daeIT re aod De a X E ktm Om Omma 3 f je a e yes e Wu m emi ee ea wee 1 M gt wana AR XROOOF IZ Z0 20 0 c I II dpi a are ueris cpi e wn c QC CX n x oc o race x OUE ee Le O UO Ua e J ee e EE x Cu qx 2 DER eer run OO eur WW OU t OU o OO DI do x SNe esu uu E EX Zu zuczuugulc i r ud C 90127 eQa I muc d ec 5 Ir QUmMEEFEZEO O x ex au Zee im eu Lo OO A em Owe Oram OOLCOGUEE OOA e eer O O xoOxuoa ura EM Z Zie dd Zz x VOY aU eL teu d omnc ae wad C aor HAL N E 11 1 i n a k ita og ae oO MENO i m HAIN De S OO0NODOO mm 3 p DDD QOOOOOOOO O CMASCO CO C cS N L 172M 14 5 14 9 2 0 1 0 REF DRAWING WT LBS ARM INS S 1413N2 C6619809 0101 T COMPATIBLE CABIN ACCOMMODATIONS P 2 c2 lu co v I LL C ud ITEM NO Cuuu xxx
60. over voltage light Emergency Landing Without Engine Payer Precautionary KR With pene Power Ditching HIGH VOLTAGE Fires i Engine Fire Daring Start On Ground Engine Fire In Flight Electrical Fire In I 1 1O0 0 0 0010101 amp AB A 05 02 05 Cabin Fire Wing Fire Icing ee Inadvertent feine Encounter 9 Static Source Blockage Erroneous instrument Reading Suspected Landing With A Flat Main Tire T Electrical Power Supply System Malfunctions Over Voltage Light Illuminates Ammeter Shows Discharge WWWW WWW C2 CO CO CO ow WoO C2 C2 I wow CO C2 co CO CO AMPLIFIED PROCEDURES Engine Failure Forced Landings ya vo Yo Ue Ob Go ta 9o bce peas Delo SECTION 3 CESSNA A SECTION 3 EMERGENCY PROCEDURES MODEL 172M 172M EMERGENCY PROCEDURES TABLE OF CONTENTS Continued INTRODUCTION Page Section 3 provides checklist and amplified procedures for coping with ergencies that may occur Emergencies caused by airplane or engine Landing Without Elevator Control 3 10 Sidon Hos are extremely rare if proper preflight inspections and main UP qao UCM 3 10 tenance are practiced Enroute weather emergencies can be minimized Emergency Operation In Clouds Vacuum System Failure 3 11 or eliminated by careful flight planning and
61. sensitive areas should make every effort to fly not less than 2 000 feet above the surface weather permitting even though flight at a lower level may be consistent with the provisions of government regulations 2 During departure from or approach to an airport climb after takeoff and descent for landing should be made so as to avoid pro longed flight at low altitude near noise sensitive areas NOTE The above recommended procedures do not apply where they would conflict with Air Traffic Control clearances or instructions or where in the pilot s judgement an altitude of less than 2 000 feet is necessary for him to adequately exercise his duty to see and avoid other air craft 4 23 4 24 blank SECTION 5 PERFORMANCE TABLE OF CONTENTS Introduction Use of Performance Charis Sample Problem Takeoff Cruise Fuel Required Landing Figure 5 1 Figure 5 2 Figure 5 3 Figure 5 4 Figure 5 5 Figure 5 6 Figure 5 7 Figure 5 8 Figure 9 9 Airspeed Calibration Normal Static Source Airspeed Calibration Alternate Static Source Temperature Conversion Chart Stall Speeds Takeoff Distance 2300 Lbs PE Takeoff Distance 2100 Lbs and 1900 Lbs Rate of Climb 3 Time Fuel and Distante to Climb Cruise Performance Range Profile 38 0 Gallons Fuel Range Profile 48 0 Gallons Fuel Endurance Profile 38
62. strong crosswind use the minimum flap setting required for the field length If flap settings greater than 20 are used in sideslips with full rudder deflection some elevator oscillation may be felt at normal approach speeds However this does not affect control of the airplane Although the crab or combination method of drift correction may be used the wing low method gives the best control After touch down hold a straight course with the steerable nose wheel and occasional braking if necessary The maximum allowable crosswind velocity is dependent upon pilot capability as well as aircraft limitations With average pilot technique direct crosswinds of 15 knots can be handled with safety BALKED LANDING In a balked landing go around climb reduce the wing flap setting to 20 immediately after full power is applied If the flaps were extended to 40 the reduction to 20 may be approximated by placing the flap switch in the UP position for two seconds and then returning the switch to neutral If obstacles must be cleared during the go around climb leave the wine flaps in the 10 to 20 range and maintain a safe airspeed until the obsta cles are cleared Above 3000 feet lean the mixture to obtain maximum RPM After clearing any obstacles the flaps may be retracted as the air plane accelerates to the normal flaps up climb speed COLD WEATHER OPERATION STARTING Prior to starting on a cold morning it is advisable to pull the pr
63. that specific information regarding the weight arm moment and installed equipment list for this airplane can only be found in the appropriate weight and balance records carried in the airplane AIRPLANE WEIGHING PROCEDURES 1 Preparation a Inflate tires to recommended operating pressures b Remove the fuel tank sump quick drain fittings and fuel selector valve drain plug to drain all fuel c Remove oil sump drain plug to drain all oil d Move sliding seats to the most forward position e Raise flaps to the fully retracted position f Place all control surfaces in neutral position 2 Leveling a Place scales under each wheel minimum scale capacity 500 pounds nose 1000 pounds each main b Deflate the nose tire and or lower or raise the nose strut to properly center the bubble in the level see Figure 6 1 3 Weighing a With the airplane level and brakes released record the weight shown on each scale Deduct the tare if any from each reading 4 Measuring a Obtain measurement A by measuring horizontally along the airplane center line from a line stretched between the main wheel centers to a plumb bob dropped from the firewall b Obtain measurement B by measuring horizontally and paral lel to the airplane center line from center of nose wheel axle left side to a plumb bob dropped from the line between the main wheel centers Repeat on right side and average the measure ments
64. the engine is warm no priming will be required In extremely cold temper atures it may be necessary to continue priming while cranking the engine Weak intermittent firing followed by puffs of black smoke from the exhaust stack indicate overpriming or flooding Excess fuel can be cleared from the combustion chambers by the following procedure Set the mixture control full lean and the throttle full open then crank the en gine through several revolutions with the starter Repeat the starting procedure without any additional priming If the engine is underprimed most likely in cold weather with a cold engine it will not fire at all and additional priming will be necessary As soon as the cylinders begin to fire open the throttle slightly to keep it running After starting if the oil gage does not begin to show pressure within 30 seconds in the summertime and about twice that long in very cold weather stop engine and investigate Lack of oil pressure can cause serious engine damage After starting avoid the use of carburetor heat unless icing conditions prevail NOTE Additional details concerning cold weather starting and operation may be found under COLD WEATHER OPERA TION paragraphs in this section TAXIING When taxiing it is important that speed and use of brakes be held to a minimum and that all controls be utilized see Taxiing Diagram figure 4 2 to maintain directional control and balance The carburetor heat contr
65. the bottom of the control wheel A doorpost map light is available and is near the top of the left for ward doorpost It contains both red and white bulbs and may be positioned to illuminate any area desired by the pilot The light is controlled by a switch below the light which is labeled RED OFF and WHITE Placing the switch in the top position will provide a red light In the bottom posi tion standard white lighting is provided In the center position the map light is turned off The most probable cause of a light failure is a burned out bulb how ever in the event any of the lighting systems fail to illuminate when turn ed on check the appropriate circuit breaker If the circuit breaker has opened white button popped out and there is no obvious indication of a Short circuit smoke or odor turn off the light switch of the affected lights reset the breaker and turn the switch on again Ifthe breaker Opens again do not reset it CABIN HEATING VENTILATING AND DEFROSTING SYSTEM The temperature and volume of airflow into the cabin can be regulated to any degree desired by manipulation of the push pull CABIN HT and 1 29 SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS CESSNA MODEL 172M EXHAUST MUFFLER SHROUD FRONT CABIN AIR OUTLET HEATER VALVE ADJUSTABLE DEFROSTER VENTILATING OUTLET AIR DOOR CABIN HEAT AIR CONTROL ROL des Xo NUR m E VW REAR CABIN K 8 AIR OU
66. 00 Transponder operating controls with the exception of the optional altitude encoder s barometric pressure set knob are located on the front panel of the unit The barometric pressure set knob is lo cated on the altitude encoder Function of the operating controls is de Scribed in Figure 1 lof6 CESSNA 300 TRANSPONDER PILOT S OPERATING HANDBOOK pILOT S OPERATING HANDBOOK CESSNA 300 TRANSPONDER AND ALTITUDE ENCODER SUPPLEMENT SUPPLEMENT AND ALTITUDE ENCODER 6 ei selected lamp glows steadily for duration of IDENT 1 E eo 4 8 pulse transmission Reply Lamp will also glow steadily during initial warm up period 3 IDENT SWITCH When depressed selects special pulse identifier to be transmitted with transponder reply to effect immediate identification of aircraft on ground con troller s display Reply Lamp will glow steadily during duration of IDENT pulse transmission 4 DIMMER CONTROL Allows pilot to control brilliance of reply lamp 5 SELF TEST SWITCH When depressed causes transponder to generate a self interrogating signal to provide a check of transponder operation Reply Lamp will illuminate to verify self test operation 6 REPLY CODE SELECTOR SWITCHES 4 Selects assigned Mode A or Mode C reply code 7 REPLY CODE INDICATORS 4 Displays selected Mode A or Mode C reply code 8 1000 FOOT DRUM TYPE INDICATOR Provides digital alti tude readout in 1000 foot increments between 1000
67. 00 channel UHF transmitter receiver and an externally mounted antenna The transceiver has a single selector knob that changes the DME s mode of operation to provide the pilot with distance to station time to station or ground speed readouts The DME is designed to oper ate in altitudes up to a maximum of 50 000 feet at ground speeds up to 250 knots and has a maximum slant range of 199 9 nautical miles The DME can be channeled independently or by a remote NAV set When coupled with a remote NAV set the MHz digits will be covered over by a remote REM flag and the DME will utilize the frequency set by the NAV set s channeling knobs When the DME is not coupled with a remote NAV set the DME will reflect the channel selected on the DME unit The transmitter operates in the frequency range of 1041 to 1150 MHz and is paired with 108 to 117 95 MHz to provide automatic DME channeling The i receiver operates in the frequency range of 978 to 1213 MHz and is paired with 108 to 117 95 MHz to provide automatic DME channeling All operating controls for the DME are mounted on the front panel of the DME and are described in Figure 1 LIMITATIONS There is no change to the airplane limitations when this avionic equip ment is installed D SECTION 2 i 6 1 of 4 See TYPE 190 PILOT S OPERATING HANDBOOK SUPPLEMENT READOUT WINDOW Displays function readout in
68. 5 7579 09 00 00 7590 o SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS TABLE OF CONTENTS Introduction Airframe Flight Controls Trim System Instrument Panel Ground Contro Wing Flap System Landing Gear System Baggage Compartmeni bo eg a DOALS ay gt ete UE rode fe ea hy ce BB Seat Belts anc Shoulder Harnesses Seat Belis EE DP IE E Shoulder Harnesses Integrated Seat Belt Shoulder Harnesses With Inertia Reels Entrance Doors and Cabin Windows Control Locks Engine Engine Controls Engine Instruments New Engine Break in and Operation Engine Oil System s soo a a a a Se ae x Ignition Starter System a a a e a e a Air Induction System Exhaust System bs Carburetor and Priming System Cooling System Crue on Beet uod E AVAL Se E E E Propeller 5t uo 8 alan pus wed aeu eee edv Wm cd Fuel System NR E RN UCQESESENTVTCL T Brake System oce dos dox x odo a Electrical System Master Switch 24 6 5 Wo A bb Ei uU x AImIietep2 b fx eo 3 om qud Seg SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS rg e ga D t jo pmd pad pea SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS TABLE OF CONTENTS Continued Over Vol
69. ANCE CESSNA MODEL 172M Install the control wheel lock and chock the wheels In severe weather and high wind conditions tie the airplane down as outlined in the following paragraph TIE DOWN Proper tie down procedure is the best precaution against damage to the parked airplane by gusty or strong winds To tie down the airplane securely proceed as follows 1 Set the parking brake and install the control wheel lock 2 Install a surface control lock over the fin and rudder 3 Tie sufficiently strong ropes or chains 700 pounds tensile strength to the wing tail and nose tie down fittings and secure each rope to a ramp tie down 4 Install a pitot tube cover JACKING When a requirement exists to jack the entire airplane off the ground or when wing jack points are used in the jacking operation refer to the Service Manual for specific procedures and equipment required Individual main gear may be jacked by using the jack pad which is incorporated in the main landing gear strut step bracket When using the individual gear strut jack pad flexibility of the gear strut will cause the main wheel to slide inboard as the wheel is raised tilting the jack The jack must then be lowered for a second jacking operation Do not jack both main wheels simultaneously using the individual main gear jack pads If nose gear maintenance is required the nose wheel may be raised off the ground by pressing down on a tailcone bulkhead just
70. Allows a digital readout in minutes to appear in the window that it will take the airplane to travel the dis tance to the channeled station This time is only accu rate when flying directly TO the station and after the ground speed has stabilized KNOTS Allows a digital readout in knots to appear in the window that is ground speed and is valid only after the stabilization time approximately 2 minutes has elapsed when flying directly TO or FROM the channeled station Figure 1 DME 190 Operating Controls Sheet 2 of 2
71. BOTH 8 Mixture RICH below 3000 feet 9 Parking Brake SET 10 Throttle 1700 RPM a Magnetos CHECK RPM drop should not exceed 125 RPM on either magneto or 50 RPM differential between magnetos b Carburetor Heat CHECK for RPM drop c Engine Instruments and Ammeter CHECK d Suction Gage CHECK 11 Flashing Beacon Navigation Lights and or Strobe Lights ON as required 12 Throttle Friction Lock ADJUST 13 Wing Flaps UP TAKEOFF NORMAL TAKEOFF 1 Wing Flaps UP 2 Carburetor Heat COLD 3 Throttle FULL Elevator Control LIFT NOSE WHEEL at 55 KIAS 5 Climb Speed 70 80 KIAS MAXIMUM PERFORMANCE TAKEOFF 1 Wing Flaps UP 4 7 SECTION 4 CESSNA NORMA L PROCEDURES MODEL 1724 2 Carburetor Heat COLD 3 Brakes APPLY 4 Throttle FULL OPEN D Brakes RELEASE 6 Elevator Control SLIGHTLY TAIL LOW 7 Climb Speed 59 KIAS until all obstacles are cleared ENROUTE CLIMB 1 Airspeed 70 90 KIAS NOTE If a maximum performance climb is necessary use speeds shown in the Rate Of Climb chart in Section 5 2 Throttle FULL OPEN 3 Mixture FULL RICH mixture may be leaned above 3000 feet CRUISE 1 Power 2200 2700 RPM no more than 75 2 Elevator Trim ADJUST 3 Mixture LEAN DESCENT 1 Mixtur
72. Doors UNLATCH PRIOR TO TOUCHDOWN 8 Touchdown SLIGHTLY TAIL LOW 9 Brakes APPLY HEAVILY PRECAUTIONARY LANDING WITH ENGINE POWER 1 Wing Flaps 20 2 Airspeed 60 KIAS 3 Selected Field FLY OVER noting terrain and obstructions then retract flaps upon reaching a safe altitude and airspeed 4 Radio and Electrical Switches OFF 5 Wing Flaps 40 on final approach 6 Airspeed 60 KIAS 7 Master Switch OFF 8 Doors UNLATCH PRIOR TO TOUCHDOWN 9 Touchdown SLIGHTLY TAIL LOW 10 Ignition Switch OFF 11 Brakes APPLY HEAVILY 3 4 If no power is available approach at 65 KIAS with flaps up or at 60 KIAS with 10 flaps 6 Cabin Doors UNLATCH 7 Touchdown LEVEL ATTITUDE AT ESTABLISHED DESCENT 8 Face CUSHION at touchdown with folded coat or seat cushion 9 Airplane EVACUATE through cabin doors If necessary open window and flood cabin to equalize pressure so doors can be opened 10 Life Vests and Raft INFLATE FIRES ENGINE FIRE DURING START ON GROUND 1 Cranking CONTINUE to get a start which would suck the flames and accumulated fuel through the carburetor and into the engine If engine starts 2 Power 1700 RPM for a few minutes 3 Engine SHUTDOWN and inspect for damage If engine fails to start 4 Throttle FULL OPEN 5 Mixture IDLE CUT OFF 6 Cranking CONTINUE for two or three minutes 7 Fire Extin
73. E T d oP e fan mm LEM wot LR eh ert Td Coe gs 10 rA BREA tt STANDARD TANKS SORS THEE LONG RANGE TANKS is sett erect ete fy 1 Po a PEPE j 0 5 10 15 20 25 30 Arrangements diagram for forward and aft limits of occupant c g range LOAD MOMENT 1000 POUND INCHES NOTE Line representing adjustable seats shows the pilot or passenger center of gravity on adjustable seats positioned for an average occupant Refer to the Loading Figure 6 6 Loading Graph ji 4 HB 4 7i T F LOADED AIRCRAFT WEIGHT POUNDS 95 60 kc I LOADED AIRCRAFT MOMENT 1000 POUND INCHES Figure 6 7 Center of Gravity Moment Envelope ISIT LNHAdIQO5 3ONVIVH 9 LHDIGM 9 NOLLOS I3GONW SSH WELT VN WZLI TAGON AONVIVEA 3 LHOISA LSIT LNANdINOa 9 if NS SECTION 6 CESSNA CESSNA SECTION 6
74. EGAHERTZ SELECTOR Selects navigation receiver frequency in 1 MHz steps between 108 and 117 MHz simulta neously selects paired glide slope frequency or DME channel NA VIGATION RECEIVER VOLUME CONTROL Controls volume of audio from navigation receiver only Clockwise rotation increases audio level NAVIGATION RECEIVER FRACTIONAL MEGAHERTZ SELECTOR Se lects navigation receiver frequency in 05 MHz steps between 00 and 95 MHz simultaneously selects paired glide slope frequency or DME channel COMBINED IDENTIFIER SIGNA L SELECTOR AND VOR SELF TEST SELECTOR SWITCH When VOR station is selected in ID position sta tion identifier is audible in center unmarked position identifier is off in T momentary on position tests VOR navigation circuits COURSE DEVIATION POINTER Indicates course deviation from select ed omni bearing or iocalizer centerline OFF TO FROM OMNI INDICATOR Operates only with VOR or local izer signal OFF position flag indicates unreliable signal When OFF position disappears indicator shows whether selected VOR course is TO or FROM the station if LOC frequency is selected indicator will only show TO RECIPROCAL COURSE INDEX Indicates reciprocal of selected VOR course OMNI BEARING SELECTOR OBS Selects desired course to or from a VOR station BC Amber light illuminates when an optional system is installed and the autopilot s back course button is engaged indicates CDI ne
75. ILLER CAP tor valve labeled BOTH RIGHT LEFT and OFF With the selector valve in either the BOTH LEFT or RIGHT position fuel flows through a strainer to the carburetor From the carburetor mixed fuel and air flows to the cylinders through intake manifold tubes The manual primer draws VENT its fuel from the fuel strainer and injects it into the cylinder intake ports LEFT FUEL TANK RIGHT FUEL TANK Fuel system venting is essential to system operation Blockage of the system will result in decreasing fuel flow and eventual engine stoppage Venting is accomplished by an interconnecting line from the right fuel tank to the left tank The left fuel tank is vented overboard through a vent line equipped with a check valve which protrudes from the bottom surface of the left wing near the wing strut The right fuel tank filler cap is also vented SELECTOR f VALVE fj Fuel quantity is measured by two float type fuel quantity transmitters one in each tank and indicated by two electrically operated fuel quantity indicators on the left side of the instrument panel An empty tank is in dicated by a red line and the letter E When an indicator shows an empty tank approximately 2 gallons remain in a standard tank and 2 gallons TO ED remain in a long range tank as unusable fuel The indicators cannot be HI ENGINE V relied upon for accurate readings during skids slips or unusual attitudes
76. LIMB INDICATOR The rate of climb indicator depicts airplane rate of climb or descent in feet per minute The pointer is actuated by an atmospheric pressure change supplied by the static source ALTIMETER Airplane altitude is depicted by a barometric type altimeter A knob near the lower left portion of the indicator provides adjustment of the in strument s barometric scale to the proper barometric pressure reading VACUUM SYSTEM AND INSTRUMENTS An engine driven vacuum system see figure 7 9 provides the suction necessary to operate the attitude indicator and directional indicator The system consists of a vacuum pump mounted on the engine a vacuum re lief valve and vacuum system air filter on the aft side of the firewall be low the instrument panel and instruments including a suction gage on 7 32 CESSNA SECTION 7 MODEL 172M AIRPLANE amp SYSTEMS DESCRIPTIONS CODE EL A C INLET AIR A y OVERBOARD LA VENT LINE VACUUM VACUUM PUMP VILL DISCHARGE AIR VACUUM RELIEF VALVE ATTITUDE INDICATOR SUCTION GAGE DIRECTIONAL INDICATOR VACUUM SYSTEM AIR FILTER 3 P NS 9 W wu Tue eS aS 3 k s 7 fin Figure 7 9 Vacuum System 7 33 SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS CESSNA MODEL 172M the left side of the instrument panel ATTITUDE INDICATOR The attitude indicator gives a visual indication of flight attitud
77. LOSE position aft to the OPEN posi tion and pushing the door open To lock the airplane lock the right cabii door with the inside handle close the left cabin door and using the igni tion key lock the door The left cabin door is equipped with an openable window which is helc in the closed position by a lock button equipped over center latch on the lower edge of the window frame To openthe window depress the lock button and rotate the latch upward The window is equipped with a spring loaded retaining arm which will help rotate the window outward and hold i there An openable window is also available for the right door and func tions in the same manner as the left window If required either window may be opened at any speed up to 160 knots The cabin top windows if installed rear side windows and rear windows are of the fixed type and cannot be opened CONTROL LOCKS A control lock is provided to lock the ailerons and elevator control surfaces in a neutral position and prevent damage to these systems by wind buffeting while the airplane is parked The lock consists of a shaped 7 16 CESSNA SECTION 7 MODEL 172M AIRPLANE amp SYSTEMS DESCRIPTIONS steel rod with a red metal flag attached to it The flag is labeled CON TROL LOCK REMOVE BEFORE STARTING ENGINE To install the con trol lock align the hole in the top of the pilot s control wheel shaft with the hole in the top of the shaft collar on the instrument panel and inse
78. M MODEL 172M LIMITATIONS PLACARDS 2 Forward of fuel selector valve The following information is displayed in the form of composite or individual placards BOTH TANKS ON FOR TAKEOFF amp LANDING 1 In full view of the pilot The DAY NIGHT VFR IFR entry shown on the example below will vary as the airplane is equipped 3 On the fuel selector valve standard tanks This airplane must be operated in compliance with the operating limitations as stated in the form of placards markings and manuals BOTH 38 GAL ALL FLIGHT ATTITUDES LEFT 19 GAL LEVEL FLIGHT ONLY MA XIMUMS RIGHT 19 GAL LEVEL FLIGHT ONLY OFF Normal Category Utility Categorv MANEUVERING SPEED IAS 97 knots 97 knots GROSS WEIGHT 2300 lbs 2000 Ibs FLIGHT LOAD FACTOR On the fuel selector valve long range tanks Flaps Down 43 0 3 9 BOTH 48 GAL ALL FLIGHT ATTITUDES LEFT 24 GAL LEVEL FLIGHT ONLY Utility Category Baggage compartment and rear seat must u s ae CAL BENERCEBIGHT ONE T not be occupied Normal Category No acrobatic maneuvers including spins Flaps Up 2 43 8 1 52 4 4 1 76 H approved 1 NO ACROBA TIC MANEUVERS A PPROVED EXCEPT THOSE LISTED BELOW 4 Near fuel tank filler cap standard tanks Maneuver Recm Entry Speed Maneuver Recm Entry Speed Chandelles 105 knots Spins Slow Deceleration Lazy Eights
79. NDICATOR SQUELCH CONTROL Used to adjust signal threshold necessary to activate receiver audio Clockwise rotation increases background noise decreases squelch action counterclockwise rotation decreases background noise COMMUNICATION RECEIVER TRANSMITTER MEGAHERTZ SELECTOR Selects communication receiver transmitter frequency in 1 MHz steps be tween 118 and 135 MHz OFF ON VOLUME CONTROL Turns set on and controls volume of audio from communications receiver COMMUNICATION RECEIVER TRANSMITTER FRACTIONAL MEGA HERTZ SELECTOR Selects communication receiver transmitter frac tional frequency in 05 MHz steps between 000 and 950 MHz or be tween 025 and 975 MHz depending on position of 50 25 MHz selector switch Figure 1 Cessna 300 Nav Com Type RT 328T Sheet 1 of 2 PILOT S OPERATING HANDBOOK SUPPLEMENT pILOT S OPERATING HANDBOOK SUPPLEMENT 10 11 12 13 14 15 16 1T 18 19 20 CESSNA 300 NAV COM TYPE RT 328T 50 25 FRACTIONAL MHz SELECTOR SWITCH In 50 position enables communication whole MHz frequency readout to display and communication fractional MHz control to select fractional part of frequency in 05 MHz steps between 000 and 950 MHz In 25 position frequency display and coverage is in 05 MHz steps between 025 and 975 NOTE The third decimal place digit is not shown on the receiver transmitter frequency readout NAVIGATION RECEIVER M
80. NG HANDBOOK SUPPLEMENT SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equip ment is installed SECTION 3 EMERGENCY PROCEDURES TO TRANSMIT AN EMERGENCY SIGNAL 1 Function Switch ON 2 Reply Code Selector Switches SELECT 7700 operating code 3 ID Switch DEPRESS to effect immediate identification of air craft on ground controller s display 4 DIM Control ADJUST light brilliance of reply lamp TO TRANSMIT A SIGNAL REPRESENTING LOSS OF ALL COMMUNICATIONS 1 Function Switch ON 2 Reply Code Selector Switches SELECT 7700 operating code for 1 minute then select 7600 operating code for 15 minutes and then repeat this procedure for remainder of flight 3 ID Switch DEPRESS to effect immediate identification of air craft on ground controller s display 4 DIM Control ADJUST light brilliance of reply lamp SECTION 4 NORMAL PROCEDURES BEFORE TAKEOFF AND WHILE TAXIING 1 Function Switch SBY TO TRANSMIT MODE A AIRCRAFT POSITION IDENTIFICATION CODES IN FLIGHT 1 Reply Code Selector Switches SELECT assigned code PILOT S OPERATING HANDBOOK SUPPLEMENT 2 3 4 CESSNA 300 TRANSPONDER AND ALTITUDE ENCODER Function Switch ON DIM Control ADJUST light brilliance of reply lamp NOTE During normal operation with function switch in ON posi tion REPLY lamp flashes indicating transponder replies to interrogations ID
81. NOUGH TO BREAK THE STALL 4 HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS 5 AS ROTATION STOPS NEUTRALIZE RUDDER AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE NOTE If disorientation precludes a visual determination of the iB direction of rotation the symbolic airplane in the turn A 4 18 SECTION 4 2 NA PDEL 172M NORMAL PROCEDURES coordinator or the needle of the turn and bank indicator may be referred to for this information Variation in basic airplane rigging or in weight and balance due to nstalled equipment or right seat occupancy can cause differences in be ia ior particularly in extended spins These differences are normal and ah result in variations in the spin characteristics and in the spiraling for spins of more than 2 turns However the recovery technique uid always be used and will result in the most expeditious recovery from any Spin Intentional spins with flaps extended are prohibited since the high speeds which may occur during recovery are potentially damaging to the flap wing structure LANDING NORMAL LANDING Normal landing approaches can be made with power on or power off with any flap setting desired Surface winds and air turbulence are usual ly the primary factors in determining the most comfortable approach speeds Steep slips should be avoided with flap settings greater than 20 due to a slight tende
82. ONTROL Used to adjust signal threshold necessary to activate receiver audio Clockwise rotation increases back ground noise decreases squelch action counterclockwise rota tion decreases background noise 4 COMMUNICATION RECEIVER TRANSMITTER MEGAHERTZ SELECTOR Selects communication receiver transmitter fre quency in 1 MHz steps between 118 and 135 MHz 5 OFF ON VOLUME CONTROL Turns complete set on and con trols volume of audio from communication receiver 6 COMMUNICATION RECEIVER TRANSMITTER FRACTIONAL MEGAHERTZ SELECTOR Selects communication receiver transmitter fractional frequency in 0 05 MHz steps between 0 00 and 0 95 MHz Figure 1 Cessna 300 Nav Com Type RT 528E 1 Sheet 1 of 2 PILOT S OPERATING HANDBOOK CESSNA 300 NAV COM SUPPLEMENT TYPE RT 528E 1 7 NAVIGATION RECEIVER MEGAHERTZ SELECTOR Selects 10 11 12 13 14 15 16 17 18 19 navigation receiver frequency in 1 MHz steps between 108 and 117 MHz NAVIGATION RECEIVER VOLUME CONTROL Controls vol ume of audio from navigation receiver only Clockwise rotation increases audio level NA VIGA TION RECEIVER FRACTIONAL MEGAHERTZ SELEC TOR Selects navigation receiver frequency in 0 05 MHz steps between 0 00 and 0 95 MHz COMBINED INDENTIFIER SIGNAL SELECTOR AND VOR SELF TEST SELECTOR SWITCH When VOR station is selected in ID position station identifier is audible in center unmark
83. OPEN when it is ascertained that fire is completely extinguished CABIN FIRE 1 Master Switch OFF 2 Vents Cabin Air Heat CLOSED to avoid drafts 3 Fire Extinguisher ACTIVATE if available After discharging an extinguisher within a closed cabin ventilate the cabin 3 6 SECTION 3 DEL 172M EMERGENCY PROCEDURES 4 Land the airplane as soon as possible to inspect for damage WING FIRE 1 Navigation Light Switch OFF 2 Pitot Heat Switch if installed OFF NOTE Perform a sideslip to keep the flames away from the fuel tank and cabin and land as soon as possible using flaps only as required for final approach and touchdown ICING INADVERTENT ICING ENCOUNTER 1 Turn pitot heat switch ON if installed 2 Turn back or change altitude to obtain an outside air temperature that is less conducive to icing 3 Pull cabin heat control full out and open defroster outlet to obtain maximum windshield defroster airflow Adjust cabin air control to get maximum defroster heat and airflow 4 Open the throttle to increase engine speed and minimize ice build up on propeller blades 5 Watch for signs of carburetor air filter ice and apply carburetor heat as required An unexplained loss in engine speed could be caused by carburetor ice or air intake filter ice Lean the mixture for maxi mum RPM if carburetor heat is used continuously 6 Plan a landing at the nearest airport With an extremely rapid ice bu
84. OWOOON 2 Z6 0 O0 m mO 3 1 0 mwN ZO et Ie SZA meu TUNG IuC Iu TuFO rur I C JAA Oder OF e 110 XO OC ERO eke Ode tr O oc eO Tr O oc dk up Zeul0Lm2eeu0zeJXeanrmlceuic z D gt Zm AW X un 7X X DANTA 22 100 Y 2 100 X Y 2e 100 X OC 0 AN Fa X I ue w Uu e ui c COND UNIT FIRST UNIT 2 3 E SECTION 6 WEIGHT amp BALANCE EQUIPMENT LIST SECTION 6 WEIGHT amp BALANCE EQUIPMENT LIST REF DRAWING WT LBS EQUIPMENT LIST DESCRIPTION 6 24 0509083 O Id Lb Uo DA wu wd L E ZIE we LU EDO uo Lr WMI Tiw sw WB of ad Q zaa t a a eC O C u uz ouk JUF gt CESSNA MODEL 172M LTE d OMocuw 944 9 99 5 mH INONDO X Mf eefOMMo t 9 49 9 9 e et5 o AOOO ONOHO ZN N OMODONUMM MOU KIER NICO att OO CD 00 NOOCOHLFOOORO DNADD MOMONO 4 UD LALLA LALA US LALA LN LLY LISI ZZ eO ZA mab WOM USP ule Z W NWO aZ og DE AZ wea ZZ Iiuwu ubke lt kOm COUN a e OrNOZ wan o CO due gm We O k JO e Zem zuixouixui aaogaoo uodx aL On Feud AZE wy Wir or OTT
85. PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed SECTION 4 NORMAL PROCEDURES TO TRANSMIT 1 XMTR SEL Switch SELECT transceiver 2 COM Frequency Selector Knobs SELECT operating frequency 3 OFF VOL control ON 4 Mike Button DEPRESS TO RECEIVE XMTR SEL Switch SELECT transceiver 1 2 SPEAKER PHONE Switch SELECT desired mode 3 COM NAV Frequency Selector Knobs SELECT frequency 4 VOL Control ADJUST to listening level OF F VOL knob must be ON 5 SQ Control ROTATE counterclockwise to decrease background noise SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed pILOT S OPERATING HANDBOOK SUPPLEMENT CESSNA 300 NAV COM TYPE RT 528E 1 SUPPLEMENT CESSNA 300 NAV COM 360 Channel Type RT 528E 1 SECTION 1 GENERAL The Cessna 300 Nav Com Type RT 528E 1 shown in Figure 1 consists of a panel mounted receiver transmitter and a single or dual pointer remote course indicator The receiver transmitters include a 360 channel VHF communication receiver transmitter and a 200 channel VHF navigation receiver The communication receiver transmitter receives and transmits sig nals between 118 00 and 135 95 MHz in 50 kHz steps The navigation re ceiver receives and interprets VOR and localizer signals between 108 00 and 117 95 MHz in 50 kHz steps Th
86. Program book entitle you to an initial inspec tion and either a Progressive Care Operation No 1 or the first 100 hour inspection within the first 6 months of ownership at rio charge to you If you take delivery from your Dealer the initial inspection will have been performed before delivery of the airplane to you If you pick up your air plane at the factory plan to take it to your Dealer reasonably soon after you take delivery so the initial inspection may be performed allowing the Dealer to make any minor adjustments which may be necessary You will also want to return to your Dealer either at 50 hours for your first Progressive Care Operation or at 100 hours for your first 100 hour inspection depending on which program you choose to establish for your airplane While these important inspections will be performed for you by any Cessna Dealer in most cases you will prefer to have the Dealer from whom you purchased the airplane accomplish this work 8 6 SECTION 8 HANDLING SERVICE amp MAINTENANCE PILOT CONDUCTED PREVENTIVE MAINTENANCE A certified pilot who owns or operates an airplane not used as an air carrier is authorized by FAR Part 43 to perform limited maintenance on his airplane Refer to FAR Part 43 for a list of the specific maintenance operations which are allowed CESSNA MODEL 172M NOTE Pilots operating airplanes of other than U S registry should refer to the regulations of the country of certi fication for in
87. R r Qe ro AUTOMATIC PILOT VOLTAGE AUTO OE WARNING TO ALT FIELD CIRCUIT BREAKER ALT k LI 3 10 RADIO RADIO 1 e to RADIO RADIO 2 OVER VOLTAGE SENSOR TO ALT FIELD CIRCUIT BREAKER SWITCH Q T RADIO x RADIO 3 p TO RADIO OR TRANSPONDER RADIO 4 AND ENCODING ALTIMETER Pe ro RADIO aeo s T e TO AUDIO AMPLIFIER 3 n STARTER CONTACTOR AMMETER GROUND SERVICE 9 PLUG RECEPTACLE SD TILAA REVERSE POLARITY CONTACTOR TO FUEL QUANTITY INDICATORS i ed TO OIL TEMPERATURE GAGE SPLIT BUS NST L WING FLAP POSITION CONTACTOR INDICATOR NORMALLY x SE e PON p jem TO WING FLAP SYSTEM h FLIGHT D TO TURN COORDINATOR OR HOUR TURN AND BANK INDICATOR RECORDER FROM ALTERNATOR BUS TO DOOR POST MAP LIGHT OIL PRESSURE TO DOME AND COURTESY LIGHTS BATTERY SALTER TO IGNITION SWITCH TO INT LT IER CIRCUIT TO COMPASS INSTRUMENT AND BREAKER POST LIGHTING CLOCK TO CIGAR LIGHTER WITH CIRCUIT BREAKER d LAND TO LANDING LIGHT S UT IGNITION SWITCH OCD 2 TO STROBE LIGHTS BATTERY TO NAVIGATION LIGHTS AND CONTROL WHEEL MAP LIGHT TO AUDIO MUTING RELAY Q CIRCUIT BREAKER PUSH TO RESET fuse 4q oone ANY RESISTOR JR CAPACITOR NOISE FILTER TO PITOT HEAT SYSTEM PITOT HT MAGNETOS Figure 7 7 Electrical S
88. RY SPEED Chandelles 105 knots Lazy Eights 105 knots Steep Turns 95 knots Spins Slow Deceleration Stalls Except Whip Stalls Slow Deceleration Abrupt use of the controls is prohibited above 97 knots Aerobatics that may impose high loads should not be attempted The important thing to bear in mind in flight maneuvers is that the airplane is clean in aerodynamic design and will build up speed quickly with the nose down Proper speed control is an essential requirement for execution of any maneuver and care should always be exercised to avoid excessive speed which in turn can impose excessive loads In the execution of all maneuvers avoid abrupt use of controls Intentional spins with flaps ex tended are prohibited T FLIGHT LOAD FACTOR LIMITS NORMAL CATEGORY Flight Load Factors Gross Weight 2300 155 UD uu ege Sex cS os 3 8g 1 52g Flaps Down 3 0g The design load factors are 150 of the above and in all cases the structure meets or exceeds design loads UTILITY CATEGORY Flight Load Factors Gross Weight 2000 lbs Flaps Up i as Oe e 44 4g 1 76g Flaps Down 3 0g The design load factors are 150 of the above and in all cases the structure meets or exceeds design loads 2 8 CESSNA MODEL 172M SECTION 2 C DUE 172M LIMITATIONS KINDS OF OPERATION LIMITS The airplane is equipped for day VFR and may be equipped for night VFR and or IFR operations
89. S 97 KIAS 89 KIAS 80 KIAS 15 KNOTS 4 3 4 4 SECTION 4 NORMAL PROCEDURES NOTE Visually check airplane for general condition during walk around inspection In cold weather remove even small accumulations of frost ice or snow from wing tail and control surfaces Also make sure that control surfaces contain no internal accumulations of ice or de bris If a night flight is planned check operation of all lights and make sure a flashlight is available Figure 4 1 Preflight Inspection MODEL 172M F CESSNA MODEL 172M SECTION 4 NORMAL PROCEDURES CHECKLIST PROCEDURES PREFLIGHT INSPECTION 1 CABIN 1 Control Wheel Lock REMOVE 2 Ignition Switch OFF 3 Master Switch ON 4 Fuel Quantity Indicators CHECK QUANTITY 5 Master Switch OFF 6 Baggage Door CHECK lock with key if child s seat is to be occupied 2 EMPENNAGE 1 Rudder Gust Lock REMOVE 2 Tail Tie Down DISCONNECT 3 Control Surfaces CHECK freedom of movement and security 3 RIGHT WINGTrailing Edge 1 Aileron CHECK freedom of movement and security 4 RIGHT WING 1 Wing Tie Down DISCONNECT 2 Main Wheel Tire CHECK for proper inflation 3 Before first flight of the day and after each refueling use sampler cup and drain small quantity of fuel from fuel tank sump quick drain valve to check for water
90. SS H Pull down to tighten SHOULDER HARNESS A CONNECTING LINK H Snap onto retaining stud on A seat belt link to attach harness H SEAT BELT BUCKLE HALF i Non adjustable H STANDARD SHOULDER HARNESS LATER AIRPLANES SEAT BELT LINK HALF AND SHOULDER HARNESS RETAINING STUD FREE END OF SEAT BELT Pull to tighten Figure 7 4 Seat Belts and Shoulder Harnesses Sheet 1 of 2 1 13 SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS CESSNA MODEL 172M dow No harness is available for the child s seat In early airplanes the front or rear seat shoulder harnesses are used by fastening and adjusting the seat belt first Then lengthen the harness as required by pulling on the end plate of the harness and the narrow re lease strap Snap the harness metal stud firmly into the retaining slot adjacent to the seat belt buckle Then adjust to length Removing the shoulder harness is accomplished by pulling upward on the narrow release strap and removing the harness stud from the slot in the seat belt link In an emergency the shoulder harness may be removed by releasing the seat belt first and then pulling the harness over the head by pulling up on the narrow release strap In later airplanes the front or rear seat shoulder harnesses are used by fastening and adjusting the seat belt first Then lengthen the harness as required by pulling on the connecting l
91. T speaker or phone position as desired 5 VOL Control ADJUST to desired listening level TO OPERATE AS AN AUTOMATIC DIRECTION FINDER 1 OFF VOL Control ON 2 Frequency Selector Knobs SELECT operating frequency 3 ADF SPEAKER PHONE Switch SELECT speaker or phone position 4 Function Selector Knob ADF position and note relative bearing on indicator 5 VOL Control ADJUST to desired listening level NOTE When switching stations place function selector knob in REC position Then after station has been selected PILOT S OPERATING HANDBOOK CESSNA 300 ADF SUPPLEMENT TYPE R 546E return selector knob to ADF to resume automatic direc tion finder operation this practice prevents the bearing indicator from swinging back and forth as frequency dial is rotated TO TEST RELIABILITY OF AUTOMATIC DIRECTION FINDER 1 Function Selector Knob ADF position and note relative bearing on indicator 2 Function Selector Knob TEST position and observe that pointer moves away from relative bearing at least 10 to 20 degrees 3 Function Selector Knob ADF position and observe that pointer returns to same relative bearing as in step 1 TO OPERATE BFO 1 OFF VOL Control ON 2 Function Selector Knob BFO 3 Frequency Selector Knobs SELECT operating frequency 4 ADF SPEAKER PHONE Switch SELECT speaker or phone position 5 VOL Control ADJUST to desired listening lev
92. TLETS D ADJUSTABLE VENTILATORS ji E CODE 4 RAM AIR FLOW VENTILATING AIR HEATED AIR CONDITIONED AIR MECHANICAL CONNECTION Figure 7 8 Cabin Heating Ventilating and Defrosting System 7 30 CESSNA MODEL 172M SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS CABIN AIR control knobs see figure 7 8 For cabin ventilation pull the CABIN AIR knob out To raise the air temperature pull the CABIN HT knob out approximately 1 4 to 1 2 inch for a small amount of cabin heat Additional heat is available by pulling the knob out farther maximum heat is available with the CABIN HT knob pulled out and the CABIN AIR knob pushed full in When no heat is de sired in the cabin the CABIN HT knob is pushed full in Front cabin heat and ventilating air is supplied by outlet holes spaced across a cabin manifold just forward of the pilot s and copilot s feet Rear cabin heat and air is supplied by two ducts from the manifold one extending down each side of the cabin to an outlet at the front door post at floor level Windshield defrost air is also supplied by a duct leading from the cabin manifold Two knobs control sliding valves in the defroster out let and permit regulation of defroster airflow Separate adjustable ventilators supply additional air one near each upper corner of the windshield supplies air for the pilot and copilot and two ventilators are available for the rear cabin area to supply air to the rear seat pass
93. UTICAL MILES Figure 3 1 Maximum Glide SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172M FORCED LANDINGS If all attempts to restart the engine fail and a forced landing is immi nent select a suitable field and prepare for the landing as discussed in the checklist for engine off emergency landings Before attempting an off airport landing with engine power avail able one should drag the landing area at a safe but low altitude to inspect the terrain for obstructions and surface conditions proceeding as dis cussed under the Precautionary Landing With Engine Power checklist Prepare for ditching by securing or jettisoning heavy objects located in the baggage area and collect folded coats or cushions for protection of occupants face at touchdown Transmit Mayday message on 121 5 MHz giving location and intentions Avoid a landing flare because of difficulty in judging height over a water surface LANDING WITHOUT ELEVATOR CONTROL Trim for horizontal flight with an airspeed of approximately 60 KIAS and flaps set to 20 by using throttle and elevator trim control Then do not change the elevator trim control setting control the glide angle by m adjusting power exclusively At flareout the nose down moment resulting from power reduction is an adverse factor and the airplane may hit on the nose wheel Conse quently at flareout the elevator trim control should be adjusted toward the
94. ain balance weights FLIGHT CONTROLS The airplane s flight control system consists of conventional aileron rudder and elevator control surfaces see figure 7 1 The control sur faces are manually operated through mechanical linkage using a control wheel for the ailerons and elevator and rudder brake pedals for the rud der TRIM SYSTEM A manually operated elevator trim tab is provided Elevator trim ming is accomplished through the elevator trim tab by utilizing the verti cally mounted trim control wheel Upward rotation of the trim wheel will trim nose down conversely downward rotation will trim nose up INSTRUMENT PANEL The instrument panel see figure 7 2 is designed around the basic T configuration The gyros are located immediately in front of the pilot and arranged vertically over the control column The airspeed indicator and altimeter are located to the left and right of the gyros respectively The remainder of the flight instruments are located around the basic Engine instruments and fuel quantity indicators are near the left edge of the panel Avionics equipment is stacked approximately on the centerline of the panel with the right side of the panel containing the map compart ment wing flap position indicator space for additional instruments and avionics equipment and cabin heat and air controls The wing flap switch and engine controls are below the avionics equipment and the electrical switches and ci
95. aler can accomplish this work Generally the painted surfaces can be kept bright by washing with water and mild soap followed by a rinse with water and drying with cloths ora chamois Harsh or abrasive soaps or detergents which cause corro sion or scratches should never be used Remove stubborn oil and grease with a cloth moistened with Stoddard solvent Waxing is unnecessary to keep the painted surfaces bright However if desired the airplane may be waxed with a good automotive wax A heavier coating of wax on the leading edges of the wings and tail and on the engine nose cap and propeller spinner will help reduce the abrasion encountered in these areas When the airplane is parked outside in cold climates and it is neces sary to remove ice before flight care should be taken to protect the paint ed surfaces during ice removal with chemical liquids A 50 50 solution of isopropyl alcohol and water will satisfactorily remove ice accumulations without damaging the paint A solution with more than 50 alcohol is harmful and should be avoided While applying the de icing solution keep it away from the windshield and cabin windows since the alcohol will attack the plastic and may cause it to craze PROPELLER CARE Preflight inspection of propeller blades for nicks and wiping them occasionally with an oily cloth to clean off grass and bug stains will as sure long trouble free service Small nicks on the propeller particu larly near the
96. antity CHECK VISUALLY for desired level 4 Fuel Filler Cap SECURE 7 LEFT WING Leading Edge 1 Pitot Tube Cover REMOVE and check opening for stoppage 2 Fuel Tank Vent Opening CHECK for stoppage 3 Stall Warning Opening CHECK for stoppage To check the sys tem place a clean handkerchief over the vent opening and apply suc tion a sound from the warning horn will confirm system operation 4 Wing Tie Down DISCONNECT LEFT WING Trailing Edge 1 Aileron CHECK for freedom of movement and security BEFORE STARTING ENGINE 1 Preflight Inspection COMPLETE 2 Seats Belts Shoulder Harnesses ADJUST and LOCK 3 Fuel Selector Valve BOTH 4 Radios Autopilot Electrical Equipment OFF 5 Brakes TEST and SET 6 Circuit Breakers CHECK IN STARTING ENGINE 1 Mixture RICH 4 6 CESSNA CIODEL 172M SECTION 4 NORMAL PROCEDURES 2 Carburetor Heat COLD 3 Master Switch ON 4 Prime AS REQUIRED 2 to 6 strokes none if engine is warm 5 Throttle OPEN 1 8 INCH 6 Propeller Area CLEAR 7 Ignition Switch START release when engine starts 8 Oil Pressure CHECK BEFORE TAKEOFF 1 Cabin Doors and Window s CLOSED and LOCKED 2 Flight Controls FREE and CORRECT 3 Elevator Trim TAKEOFF 4 Flight Instruments SET 5 Radios SET 6 Autopilot if installed OFF 7 Fuel Selector Valve
97. argers reduces interference from precipi tation static but it is possible to encounter severe precipitation static conditions which might cause the loss of radio signals even with static dischargers installed Whenever possible avoid known severe precipi tation areas to prevent loss of dependable radio signals If avoidance is impractical minimize airspeed and anticipate temporary loss of radio signals while in these areas 7 38 CESSNA MODEL 172M SECTION 8 SECTION 8 HANDLING SERVICE amp MAINTENANCE AIRPLANE HANDLING SERVICE amp MAINTENANCE TABLE OF CONTENTS Introduction 3 Identification Plate Owner Follow Up System Publications Airplane File Airplane Inspection Periods FAA Required Inspections Cessna Progressive Care Cessna Customer Care Program Pilot Conducted Preventive Maintenance Alterations or Repairs Ground Handling Towing Parking Tie Down Jacking i es Leveling Flyable Storage Servicing i Engine Oil Fuel i Landing Gear Cleaning and Care Windshield Windows Painted Surfaces Propeller Care Engine Care Interior Care c WWW OOo Oo Co Co OOo CO CO OOo CO OO CO OO Am I 1 I 1 I I i C CO o 65 NN N 1 N C3 O CI 5 C2 C2 CO 8 8 8 8 8 8 12 8 8 8 8 8 1 8 2 blank CESSNA SECTION 8 MODEL 172M HANDLING SERVICE amp MAINTENANCE INTRODUCTION This s
98. au c mE PIVOT POINT NOTES Wing span shown with strobe lights installed Maximum height shown with nose gear depressed all tires and nose strut properly inflated and flashing beacon installed Wheel ase length is 65 Propeller ground clearance is 11 3 4 Wing area is 174 square feet Minimum turning radius K pivot point to outboard wing tip is 27 5 Mg PIVOT POINT Figure 1 1 Three View CESSNA SECTION 1 MODEL 172M GENERAL INTRODUCTION This handbook contains 9 sections and includes the material required to be furnished to the pilot by CAR Part 3 It also contains supplemental data supplied by Cessna Aircraft Company Section 1 provides basic data and information of general interest It also contains definitions or explanations of symbols abbreviations and terminology commonly used DESCRIPTIVE DATA ENGINE Number of Engines 1 Engine Manufacturer Avco Lycoming Engine Model Number O 320 E2D Engine Type Normally aspirated direct drive air cooled horizontally opposed carburetor equipped four cylinder engine with 320 cu in displacement Horsepower Rating and Engine Speed 150 rated BHP at 2700 RPM PROPELLER Propeller Manufacturer McCauley Accessory Division Propeller Model Number 1C160 DTM7553 Number of Blades 2 Propeller Diameter Maximum 75 inches Minimum 74 inches Propeller Type Fixed pitch FUEL Fuel Grade
99. bearing in degrees of azimuth relative to the nose of the aircraft When heading control is adjusted indicates relative magnetic or true bearing from which radio signal is being received 6 HEADING CONTROL Rotates card to induce relative magnetic or true bearing information 1 OFF VOL Controls primary power and audio out put level Clockwise rotation from OFF position applies primary power to receiver further clockwise rotation increases audio level 2 FREQUENCY SELECTORS Knob A selects 100 kHz incre ments of receiver frequency knob B selects 10 kHz incre ments and knob C selects 1 kHz increments Figure 1 Cessna 300 ADF Operating Controls and Indicators Sheet 1 of 2 Figure 1 Cessna 300 ADF Operating Controls and Indicators Sheet 2 of 2 PILOT S OPERATING HANDBOOK CESSNA 300 ADF SUPPLEMENT TYPE R 546E SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed SECTION 4 NORMAL PROCEDURES TO OPERATE AS A COMMUNICATIONS RECEIVER ONLY 1 OFF VOL Control ON 2 Function Selector Knob REC NOTE Indicator s pointer will stow at a 3 00 o clock position to alert the pilot to non ADF operation 3 Frequency Selector Knobs SELECT operating frequency 4 ADF SPEAKER PHONE Switch SELEC
100. bed in Figure 1 SECTION 2 LIMITATIONS A There is no change to the airplane limitations when this avionic equip ment is installed SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed 1of4 T a CESSNA 300 TRANSCEIVER TYPE RT 524A PILOT S OPERATING HANDBOOK SUPPLEMENT SOE SH 1 OFF ON VOLUME CONTROL Turns complete set on and controls volume of audio from receiver 2 RECEIVER TRANSMITTER FREQUENCY DIAL 3 RECEIVER TRANSMITTER FREQUENCY SELECTOR Selects receiver transmitter frequency in 1 MHz steps between 118 00 and 135 00 MHz 4 RECEIVER TRANSMITTER FRACTIONAL FREQUENCY SELECTOR Selects receiver transmitter fractional frequency in 0 05 MHz steps 5 SQUELCH CONTROL Used to adjust signal threshold necessary to activate receiver audio Clockwise rotation increases background noise decreases squelch action counterclockwise rotation decreases background noise Figure 1 Cessna 300 Transceiver Controls PILOT S OPERATING HANDBOOK SUPPLEMENT CESSNA 300 TRANSCEIVER TYPE RT 524A SECTION 4 NORMAL PROCEDURES TO TRANSMIT 1 XMTR SEL Switch SELECT transceiver 2 Frequency Selector Knobs SELECT operating frequency 3 Radio VOLUME Control ON 4 Mike Button DEPRESS TO RECEIVE 1 XMTR SEL Switch SELECT transceiver 2 SPEAKER PHONE Switch SELECT de
101. bottom aft edge of the cowling No manual coo ing system control is provided A winterization kit is available and consists of two baffles to the air intakes in the cowling nose cap a restrictive Babee oe e aches 1 cooler air inlet in the right rear vertical engine baffle and insu a ihe crankcase breather line This equipment should be installed for jupe in temperatures consistently below 7 C 20 F Once install d the crankcase breather insulation is approved for permanent use in both hot and cold weather PROPELLER i 1 i i bladed fixed pitch one piece The airplane is equipped with a two bla 1 forged ee alloy propeller which is anodized to retard corrosion The propeller is 75 inches in diameter FUEL SYSTEM The airplane may be equipped with either a standard fuel a long range system see figure 7 6 Both systems consist of pud Dus m fuel tanks one in each wing four position selector valve fue du Bs manual primer and carburetor Refer to figure 7 5 for fuel quantity for both systems Fuel flows by gravity from the two wing tanks to a four position selec FUEL QUANTITY DATA U S GALLONS PANES ALL FLIGHT VOLUME CONDITIONS STANDARD 21 Gal Each LONG RANGE 26 Gal Each Figure 7 5 Fuel Quantity Data 7 21 UU SECTION 7 CESSNA NA SECTION 7 A CESS IRPLANE amp SYSTEMS DESCRIPTIONS MODEL 172M qopEL 172M AIRPLANE amp SYSTEMS DESCRIPTIONS FILLER CAP VENTED F
102. bscure place on the fabric to be cleaned Never satu rate the fabric with a volatile solvent it may damage the padding and backing materials Soiled upholstery and carpet may be cleaned with foam type detergent used according to the manufacturer s instructions To minimize wetting the fabric keep the foam as dry as possible and remove it with a vacuum cleaner If your airplane is equipped with leather seating cleaning of the seats is accomplished using a soft cloth or sponge dipped in mild soap suds The soap suds used sparingly will remove traces of dirt and grease The soap should be removed with a clean damp cloth The plastic trim headliner instrument panel and control knobs need only be wiped off with a damp cloth and grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard solvent Volatile solvents such as mentioned in paragraphs on care of the windshield must never be used since they soften and craze the plastic id CESSNA MODEL 172M SECTION 9 SUPPLEMENTS SECTION 9 SUPPLEMENTS Optional Systems Description amp Operating Procedures TABLE OF CONTENTS Introduction Supplements Emergency Locator Transmitter ELT Cessna 300 Transceiver Type RT 524A Cessna 300 Nav Com Type RT 308C Cessna 300 Nav Com Type RT 528E 1 Cessna 300 Nav Com Type RT 328T Cessna 300 ADF Type R 546E Cessna 300 Transponder Type RT 359A and Optional Altitude
103. cao Odao aac x 1 rope i t N t i t i Al ud ar m A i an E o BOM Mi O DOm N m m MN 2 o DOOANNN ur E un a aAa t lt a lt a lt a t act eo n eo OVVVO WOW oO Hl it 6 14 6 15 SECTION 6 WEIGHT amp BALANCE EQUIPMENT LIST CESSNA MODEL 172M REEE A aI Atay fO ON DU oe eee 99999 TANNA ee eA Or MMMM mA Kea kan Lan kama Koan oad oad m m om e ped EON em ot 99 9 59 9 DO O0 m 8 TORANN mAN OAO n 99 9 eee DHOOOON ANO 3 0 REF DRAWING WT LBS ARM INS Q Na LONG PET dd kesa lama pet ot A OOF De pd PUOI ed DUS DOO DIURNO UNO in O0O0 0 VOOULVONO e 5 2 2 a Uu ran ue P n gt we OL Qui e be LO x SZO D e Nx oz 14m a a 4I 1 pene ed Y 220 Uu 2 ud 3 3 K u D m uw O gt Z a i co z ca 4 D wu 2 PaA xl ud p A cc UJ mao 5 2 XL mu a re OF 5 com Bee ONG Zi Dod x a T z c uz 29 uc Nep ME ror a gt a zo 02 Ad wed D a C usum ww ui 3 w be J Dy nx US gt gt rnOd lt ae Taro e
104. ce with the reference drawing accessory kit instructions or 8 separate FAA approvai UTILITY Columns showing weight in pounds and arm in inches provide the weight and center of gravity location for the equipment Figure 6 8 NOTE Unless otherwise indicated true values not net change values for the weight and arm are shown Positive arms are distances aft of the airplane datum negative arms are distances forward of the datum AIRCRAFT C G LOCATION INCHES AFT OF DATUM NOTE Asterisks after the item weight and arm indicate complete assem bly installations Some major components of the assembly are listed on the lines immediately following The summation of these maior components does not necessarily equal the complete assembly instal n lation iii SQNNOd LHOIHA LIVOMHIV i TH i 6 12 6 13 l SECTION CESSNA CESSNA SECTION 6 1 WEIGHT amp BALANCE MODEL 172q MODEL 172M WEIGHT amp BALANCE d l i EQUIPMENT LIST EQUIPMENT LIST Il i BI FN x DDINANDON AO Daath Oats FHOMOMMAINO ANANN O CO OC CO e O8 08 OWNOFANO C1 NODA il 9 05 0 959 9 9 90090900 00 00 05
105. components Just before connecting an external power source generator type or battery cart the master switch should be turned on The ground service plug receptacle circuit incorporates a polarity re versal protection Power from the external power source will flow only if the ground service plug is correctly connected to the airplane If the Plug is accidentally connected backwards no power will flow to the elec trical system thereby preventing any damage to electrical equipment 7 27 SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS CESSNA MODEL 172M The battery and external power circuits have been designed to com pletely eliminate the need to jumper across the battery contactor to close it for charging a completely dead battery A special fused circuit in the external power system supplies the needed jumper across the con tacts so that with a dead battery and an external power source applied turning on the master switch will close the battery contactor LIGHTING SYSTEMS EXTERIOR LIGHTING Conventional navigation lights are located on the wing tips and top of the rudder A single landing light or dual landing taxi lights are installed in the cowl nose cap and a flashing beacon is mounted on top of the verti calfin Additional lighting is available and includes a strobe light on each wing tip and two courtesy lights one under each wing just outboard of the cabin door The courtesy lights are operat
106. de te N t 1 im NOND HOOOGHTAHRONGDOOORY NA Aaa rA cc bd orl UELLE GL Gg Gg 6 9680973 EL OL g g g i LM CO DODD NANMONNSFOFOOMAIMON o NLN eI et OOF 1 NO NODDOAUNNNGOONOOOON o TILONIIMI ce eae tet POP Rd Pe ONO HO D OO mO j oo 1720000 20 n02000025 000mnmNQOnNOO AADDDHAODAIMIOD med ARAON MOCO CM ut EE ROS fh DID UDA O amp O OO LA USUS DUA LALA IN OF NOUVOAMM eme Oo e oom i i jam f oom 7 2 5 gt zZ i NL 2 2 a un N nd a za Es i Nee a gt x N l gt Stuy j a t Ed 23 N 2m UU m UJ 9 a ex Pi o Swe ui i N A S We eA gt 3 E qon uj lm C WMD wou zt e j C2 ul D Db uO rug d he C iai poms aa O Fe XI Cas Cae O m gt am a c 2 Zeer Dx ZU RWM LUFO X d aa LS 5 2 u WO wu Ww Z ke UO xo uit TA m ul Qo Ue OW qo Coa AWN O lt Q we ROR OPW KY TW ROMAIN Zen Hoax me Om KLUZ LIAZ Ia Zea 2 OQ SUF 2 aTr Dya NaOr ode i gt EL NFIA SD tL ee ede La mdd CA NYOTA rO wto Oa L md L Z ao a eur WwW fuU SH we uid Zao eNe m DaxxzZz A gt Zz t Q0 oOuudvdicd2u Ota Jaaoua jaac dux a Chem OO er OUMOWZWZWRERE IN RUN SANDA UI u Tiu m 5 a Q
107. ditions Zero Wind Figure 4 3 Sea Level 4000 Feet 8000 Feet Cruise Performance Table able winds aloft information to determine the most favorable altitude and power setting for a given trip The selection of cruise altitude on the basis of the most favorable wind conditions and the use of low power set tings are significant factors that should be considered on every trip to reduce fuel consumption To achieve the recommended lean mixture fuel consumption figures shown in Section 5 the mixture should be leaned as follows 1 Pull the mixture control out until engine RPM peaks and begins to fall off 2 Enrichen slightly back to peak RPM For best fuel economy at 75 power or less operate at the leanest mixture that results in smooth engine operation or at 50 RPM on the lean side of the peak RPM whichever occurs first This will result in approxi mately 5 greater range than shown in this handbook Carburetor ice as evidenced by an unexplained drop in RPM can be removed by application of full carburetor heat Upon regaining the origi nal RPM with heat off use the minimum amount of heat by trial and error to prevent ice from forming Since the heated air causes a richer mixture readjust the mixture setting when carburetor heat is to be used continuously in cruise flight The use of full carburetor heat is recommended during flight in heavy rain to avoid the possibility of engine stoppage due to excessive wa
108. dual moments and dividing the sum by the total weight Center of Gravity Limits are the extreme center of gravity locations within which the airplane must be operated at a given weight Standard Empty Weight is the weight of a standard airplane including unusable fuel full operating fluids and full engine oil Basic Empty Weight is the standarc empty weight plus the weight of optional equipment Useful Load is the difference between takeoff weight and the basic empty weight Gross Loaded Weight is the ioaded weight of the airplane Maximum Takeoff Weight is the maximum weight approved for the start of the takeoff run Maximum Landing Weight is the maximum weight approved for the landing touchdown Tare is the weight of chocks blocks stands etc used when weighing an airplane and is included in the scale read ings Tare is deducted from the scale reading to obtain the actual net airplane weight CESSNA MODEL 172M SECTION 2 LIMITATIONS TABLE OF CONTENTS Introduction j Airspeed Limitations Airspeed Indicator Markings Power Plant Limitations Power Plant Instrument Markings Weight Limits 4 ts Normal Category Utility Category Center of Gravity Limits Normal Category Utility Category Maneuver Limits Normal Category Utility Category Flight Load Factor Limits Normal Category Utility Category Kinds of Operation Limits Fuel Limitations Placards SECTION 2 LIMITA TIONS rg
109. e RICH 2 Power AS DESIRED 3 Carburetor Heat AS REQUIRED to prevent carburetor icing BEFORE LANDING 1 FuelSelector Valve BOTH 2 Mixture RICH 3 Carburetor Heat ON apply full heat before closing throttle 4 Airspeed 60 70 KIAS flaps UP 4 8 CESSNA SECTION 4 NORMA L PROCEDU RES MODEL 172M Wing Flaps AS DESIRED R Airspeed 55 65 KIAS flaps DOWN BALKED LANDING 1 Throttle FULL OPEN 2 Carburetor Heat COLD 3 Wing Flaps 20 4 Airspeed 55 KIAS 5 Wing Flaps RETRACT slowly NORMAL LANDING 1 Touchdown MAIN WHEELS FIRST 2 Landing Roll LOWER NOSE WHEEL GENTLY 3 Braking MINIMUM REQUIRED AFTER LANDING 1 Wing Flaps UP 2 Carburetor Heat COLD SECURING AIRPLANE 1 Parking Brake SET 2 Radios Electrical Equipment Autopilot OFF 3 Mixture IDLE CUT OFF pulled full out 4 Ignition Switch OFF 5 Master Switch OFF 6 Control Lock INSTALL 4 9 4 10 blank CESSNA SECTION 4 MODEL 172M NORMAL PROCEDURES AMPLIFIED PROCEDURES STARTING ENGINE During engine starting open the throttle approximately 1 8 inch In warm temperatures one or two strokes of the primer should be sufficient In cold weather up to six strokes of the primer may be necessary If
110. e Bank attitude is presented by a pointer at the top of the indicator relative to the bank scale which is marked in increments of 10 20 30 60 and 90 either side of the center mark Pitch attitude is presented by a miniature airplane in relation to the horizon bar A knob at the bottom of the instru ment is provided for in flight adjustment of the miniature airplane to the horizon bar for a more accurate flight attitude indication DIRECTIONAL INDICATOR A directional indicator displays airplane heading on a compass card in relation to a fixed simulated airplane image and index The indicator will precess slightly over a period of time Therefore the compass card should be set in accordance with the magnetic compass just prior to takeoff and oc casionally re adjusted on extended flights A knob on the lower left edge of the instrument is used to adjust the compass card to correct for precession SUCTION GAGE The suction gage is located on the left side of the instrument panel and indicates in inches of mercury the amount of suction available for operation of the attitude indicator and directional indicator The desired suction range is 4 6 to 5 4 inches of mercury A suction reading below this range may indicate a system malfunction or improper adjustment and in this case the indicators should not be considered reliable STALL WARNING SYSTEM The airplane is equipped with a pneumatic type stall warning system consisting o
111. e communication receiver transmitter and the navigation receiver are synthesizer controlled and are tuned auto matically when the frequency is selected A DME receiver transmitter or a glide slope receiver or both may be interconnected with the Cessna 300 Nav Com set for automatic selec tion of the associated DME or GS frequency When a VOR frequency is Selected on the Nav Com the associated VORTAC or VOR DME station frequency will also be selected automatically likewise if a localizer fre quency is selected the associated glide slope frequency will be selected automatically All controls of the Cessna 300 Nav Com except the omni bearing Selector knob OBS which is located on the course indicator are mount ed on the front panel of the receiver transmitter The course indicator includes either a single pointer and related OFF flag for VOR LOC indi cation only or dual pointers and related OFF flags for both VOR LOC and glide slope indications The course indicator also incorporates a back course lamp BC which lights when back course operation is select ed In addition when two or more radios are installed a transmitter Selector switch and a speaker phone selector switch are provided Each Control function is described in Figure 1 1 of 6 CESSNA 300 NAV COM PILOT S OPERATING HANDBOOK TYPE RT 528E 1 SUPP LEME NT 1 RECEIVER TRANSMITTER FREQUENCY INDICATOR 2 NAVIGATION RECEIVER FREQUENCY INDICATOR 3 SQUELCH C
112. e pilot and front seat passenger The seat belt shoulder har nesses extend from inertia reels located in the cabin ceiling to attach points inboard of the two front seats A separate seat belt half and buckle is located outboard of the seats Inertia reels allow complete freedom of body movement However inthe event of a sudden deceleration they will lock automatically to protect the occupants NOTE The inertia reels are located for maximum shoulder har ness comfort and safe retention of the seat occupants This location requires that the shoulder harnesses cross near the top so that the right hand inertia reel serves the piloi and the left hand reel serves the front passenger When fastening the harness check to ensure the proper harness is being used To use the seat belt shoulder harness position the adjustable metal link on the harness just below shoulder level pull the iink and harness downward and insert the link into the seat belt buckle Adjust belt ten Sion across the lap by pulling upward on the shoulder harness Removal is accomplished by releasing the seat belt buckle which will allow the inertia reel to pull the harness inboard of the seat ENTRANCE DOORS AND CABIN WINDOWS Entry to and exit from the airplane is accomplished through either of two entry doors one on each side of the cabin at the front seat positions refer to Section 6 for cabin and cabin door dimensions The doors incor porate a recessed exterior doo
113. e protected by push to reset circuit breakers mounted on the left side of the instrument panel Exceptions to this are the battery contactor closing external power cir cuit clock and flight hour recorder circuits which have fuses mounted near the battery The control wheel map light is protected by the NAV LT circuit breaker on the instrument panel and a fuse behind the panel The cigar lighter is protected by a manually reset circuit breaker on the back of the lighter and by the LAND LT circuit breaker GROUND SERVICE PLUG RECEPTACLE A ground service plug receptacle may be installed to permit the use of an external power source for cold weather starting and during lengthy maintenance work on the airplane electrical system with the exception of electronic equipment The receptacle is located behind a door on the left side of the fuselage near the aft edge of the cowling NOTE Electrical power for the airplane electrical circuits is pro vided through a split bus bar having all electronic circuits on one side of the bus and other electrical circuits on the other side of the bus When an external power source is connected a contactor automatically opens the circuit to the electronic portion of the split bus bar as a protection against damage to the transistors in the electronic equip ment by transient voltages from the power source There fore the external power source can not be used as a source of power when checking electronic
114. e which forms a heating chamber for cabin heater air CARBURETOR AND PRIMING SYSTEM The engine is equipped with an up draft float type fixed jet carbu retor mounted on the bottom of the engine The carburetor is equipped with an enclosed accelerator pump simplified fuel passages to prevent vapor locking an idle cut off mechanism and a manual mixture control Fuel is delivered to the carburetor by gravity flow from the fuel system In the carburetor fuel is atomized proportionally mixed with intake air and delivered to the cylinders through intake manifold tubes The propor tion of atomized fuel to air is controlled within limits by the mixture control on the instrument panel For easy starting in cold weather the engine is equipped with a manu al primer The primer is actually a small pump which draws fuel from the fuel strainer when the plunger is pulled out and injects it into the cylin der intake ports when the plunger is pushed back in The plunger knob on the instrument panel is equipped with a lock and after being pushed full in must be rotated either left or right until the knob cannot be pulled out 1 20 SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS SSNA ODEL 172M COOLING SYSTEM Ram air for engine cooling enters through two intake openings in the ont of the engine cowling The cooling air is directed around the cylin rs and other areas of the engine by baffling and is then an opening at the
115. ease distances 1096 for each 9 knots headwind For operation with tailwinds up to 10 knots increase distances by 1096 for each 2 knots 3 For operation on a dry grass runway increase distances by 45 of the ground roll figure WEIGHT d tj a O5 Zo E 4 5 ae 62 Figure 5 10 Landing Distance E M CESSNA SECTION 6 MODEL 172M WEIGHT amp BALANCE EQUIPMENT LIST SECTION 6 WEIGHT amp BALANCE EQUIPMENT LIST TABLE OF CONTENTS Page umi if Tt FOQdUeL PON oe e we ee e A ae PR gs OU Geo i oe aS 6 3 EE Airplane Weighing Procedures a 6 3 Weight and Balance dou BS ae A Moog ge v 6 5 BQUIPMent Lists eos we eu Bid av eR le e A eB 6 13 6 1 6 2 blank CESSNA SECTION 6 MODEL 172M WEIGHT amp BALANCE EQUIPMENT LIST INTRODUCTION This section describes the procedure for establishing the basic empty weight and moment of the airplane Sample forms are provided for refer ence Procedures for calculating the weight and moment for various oper ations are also provided A comprehensive list of all Cessna equipment available for this airplane is included at the back of this section It should be noted
116. ection contains factory recommended procedures for proper round handling and routine care and servicing of your Cessna It also identifies certain inspection and maintenance requirements whiclr must pe followed if your airplane is to retain that new plane performance and dependability It is wise to follow a planned schedule of lubrication and preventive maintenance based on climatic and flying conditions encoun tered in your locality Keep in touch with your Cessna Dealer and take advantage of his knowledge and experience He knows your airplane and how to maintain it He will remind you when lubrications and oil changes are necessary and about other seasonal and periodic services IDENTIFICATION PLATE All correspondence regarding your airplane should include the SERIAL NUMBER The Serial Number Model Number Production Cer tificate Number PC and Type Certificate Number TC can be found on the Identification Plate located on the lower part of the left forward door post Located adjacent to the Identification Plate is a Finish and Trim Plate which contains a code describing the interior color scheme and ex terior paint combination of the airplane The code may be used in con junction with an applicable Parts Catalog if finish and trim information is needed OWNER FOLLOW UP SYSTEM 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 ma
117. ed position identifier is off in T momentary on position tests VOR navigation circuits COURSE DEVIATION POINTER Indicates course deviation from selected omni bearing or localizer centerline OFF TO FROM OMNI INDICATOR Operates only with VOR or localizer signal OFF position flag indicates unreliable signal When OFF position disappears indicator shows whether selected VOR course is TO or FROM the station if LOC frequency is selected indicator will only show TO RECIPROCAL COURSE INDEX Indicates reciprocal of select ed VOR course OMNI BEARING SELECTOR OBS Selects desired course to or from a VOR station BC Amber light illuminates when an optional autopilot system is installed and the autopilot s back course button is engaged indicates CDI needle is reversed on selected receiver when tuned to a localizer frequency type IN 514B or IN 525B Indica tors only BEARING DIAL COURSE INDEX Indicates selected VOR course GLIDE SLOPE OFF FLAG When visible indicates unreli able glide slope signal or no glide slope signal The flag dis appears when a reliable glide slope signal is being received GLIDE SLOPE DEVIATION POINTER Indicates deviation from normal glide slope Figure 1 Cessna 300 Nav Com Type RT 528E 1 Sheet 2 of 2 nT DS Eee _ PILOT S OPERATING HANDBOOK SUPPLEMENT CESSNA 300 NAV COM TYPE RT 528E 1 SECTION 2 LIMITATIONS There is no change to
118. ed The seat belts and shoulder harnesses Should be adjusted to provide proper restraint during all anticipated flight conditions However care should be taken to ensure that the pilot can easily reach the flight controls and produce maximum control travels It is recommended that where feasible entries be accomplished at high enough altitude that recoveries are completed 4000 feet or more above ground level At least 1000 feet of altitude loss should be allowed for a l turn Spin and recovery while a 6 turn spin and recovery may require somewhat more than twice that amount For example the recommended entry altitude for a 6 turn spin would be 6000 feet above ground level In any case entries should be planned so that recoveries are completed well above the minimum 1500 feet above ground level required by FAR 91 71 Another reason for using high altitudes for practicing spins is that a SECTION 4 NORMAL PROCEDURES MODEL 172 greater field of view is provided which will assist in maintaining pilot orientation The normal entry is made from a power off stall As the Stall is an proached the elevator control should be smoothly pulled to the full aft position Just prior to reaching the stall break rudder control in the desired direction of the spin rotation should be applied so that full rudder deflection is reached almost simultaneously with reaching full aft elevator A slightly greater rate of deceleration than for normal stal
119. ed by the dome light switch on the overhead console All exterior lights except the courtesy lights are controlled by rocker type switches on the left switch and control panel The switches are ON in the up position and OFF in the down position The flashing beacon should not be used when flying through clouds or overcast the flashing light reflected from water droplets or particles in the atmosphere particularly at night can produce vertigo and loss of orientation The two high intensity strobe lights will enhance anti collision protec tion However the lights should be turned off when taxiing in the vicinity of other aircraft or during night flight through clouds fog or haze INTERIOR LIGHTING Instrument and control panel lighting is provided by flood lighting in tegrallighting and post lighting if installed Two concentric rheostat control knobs below the engine controls labeled PANEL LT and RADIO LT control intensity of the instrument and control panellighting A slide type switch if installed on the overhead console labeled PANEL LTS is used to select flood lighting in the FLOOD position post lighting in the POST position or a combination of post and flood lighting in the BOTH position Instrument and control panel flood lighting consists of a single red flood light in the forward part of the overhead console To use the flood lighting rotate the PANEL LT rheostat control knob clockwise to the de sired intensity
120. edle is reversed on selected receiver when tuned to a localizer frequency Type IN 514B or IN 525B Indicators Only BEARING DIAL COURSE INDEX Indicates selected VOR course GLIDE SLOPE OFF FLAG When visible indicates unreliable glide slope signal or no glide slope signal The flag disappears when a reliable glide slope signal is being received GLIDE SLOPE DEVIATION POINTER Indicates deviation from normal glide slope Figure 1 Cessna 300 Nav Com Type RT 328T Sheet 2 of 2 CESSNA 300 NAV COM PILOT S OPERATING HANDBOOK TYPE RT 328T SUPPLEMENT SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equipment is installed However the pilot should be aware that on many Cessna airplanes equipped with the windshield mounted glide slope antenna pilots should avoid use of 2700 100 RPM or 1800 100 RPM with a three bladed propeller during ILS approaches to avoid propeller interference caused oscillations of the glide slope deviation pointer SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed SECTION 4 NORMAL PROCEDURES TO TRANSMIT 1 XMTR SEL Switch SELECT transceiver 2 COM Frequency Selector Knobs SELECT operating frequency 3 50 25 Fractional MHz Selector Switch SELECT operating frequency 4 OFF VOL Control ON 5 Mike Button DEPRESS TO RECEIVE
121. el NOTE A 1000 Hz tone is heard in the audio output when a CW signal Morse Code is tuned in properly SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed 5 6 blank eu GD WEE eee pILOT S OPERATING HANDBOOK CESSNA 300 TRANSPONDER SUPPLEMENT AND ALTITUDE ENCODER SUPPLEMENT CESSNA 300 TRANSPONDER Type RT 359A AND OPTIONAL ALTITUDE ENCODER Type EA 401A SECTION 1 GENERAL The Cessna 300 Transponder Type RT 359A shown in Figure 1 is the airborne component of an Air Traffic Control Radar Beacon System ATCRBS The transponder enables the ATC ground controller to see and identify the aircraft while in flight at distances beyond the primary radar range The Cessna 300 Transponder consists of a panel mounted unit and an externally mounted antenna The transponder receives interrogating pulse signals on 1030 MHz and transmits coded pulse train reply signals on 1090 MHz It is capable of replying to Mode A aircraft position identification and Mode C altitude information interrogations on a selective reply basis on any of 4 096 information code selections When an optional panel mounted EA 401 altitude encoder not part of a standard 300 Transponder system is included in the avionic configuration the transponder can pro vide altitude reporting in 100 foot increments between 1000 and 35 000 feet All Cessna 3
122. el Which is joined at the trailing edge of the rudder by a filler strip and a amp round adjustable trim tab at the base of the trailing edge The top of the rudder incorporates a leading edge extension which contains a balance Weight The horizontal stabilizer is constructed of a forward and aft spar ribs and stiffeners center left and right wrap around skin panels and formed leading edge skins The horizontal stabilizer also contains the elevator trim tab actuator Construction of the elevator consists of form ed leading edge Skins a forward spar aft channel ribs torque tube and 1 3 SECTION 7 CESSNA CESSNA SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS MODEL 172M MODEL 172M AIRPLANE amp SYSTEMS DESCRIPTIONS RUDDER CONTROL SYSTEM ELEVATOR TRIM Ec HM rrr CONTROL SYSTEM m Figure 7 1 Flight Control and Trim Systems Sheet 1 of 2 Figure 7 1 Flight Control and Trim Systems Sheet 2 of 2 7 5 L L Z JO 1 198ug Teued queumngjsu Z 91 9 1 L 911511 Z 1 Z 19916 eueqd 1ueumna3su 44 emo Ammeter Suction Gage Oil Temperature Oil Pressure and Left and Right Fuel Gages Clock Tachometer Flight Instrument Group Airplane Registration Number Secondary Altimeter Encoding Altimeter ADF Bearing Indicator Omni Course Ind
123. engers PITOT STATIC SYSTEM AND INSTRUMENTS The pitot static system supplies ram air pressure to the airspeed in dicator and static pressure to the airspeed indicator rate of climb indi cator and altimeter The system is composed of either an unheated or heated pitot tube mounted on the lower surface of the left wing an exter nal static port on the lower left side of the fuselage and the associated plumbing necessary to connect the instruments to the sources The heated pitot system consists of a heating element in the pitot tube a rocker type switch labeled PITOT HT on the lower left side of the instru ment panel a 10 amp circuit breaker on the switch and control panel and associated wiring When the pitot heat switch is turned on the element in the pitot tube is heated electrically to maintain proper operation in possi ble icing conditions Pitot heat should be used only as required A static pressure alternate source valve may be installed adjacent to the throttle for use when the external static source is malfunctioning This valve supplies static pressure from inside the cabin instead of the external static port If erroneous instrument readings are suspected due to water or ice in the pressure line going to the standard external static pressure source the alternate static source valve should be pulled on 1 31 CESSNA MODEL 172M SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS Pressures w
124. eption TO SELF TEST VOR NAVIGATION CIRCUITS 1 Tune to usable VOR signal from either a VOR station or a test signal 2 OBS Knob ROTATE course index to 0 3 ID T Switch T position Vertical pointer should center and OFF TO FROM indicator should show FROM 4 ID T Switch T position and rotate OBS knob to displace course index approximately 10 to either side of 0 Vertical pointer should deflect full scale in direction corresponding to course index displace ment 5 ID T Switch CENTER unmarked position for normal VOR operation NOTE This test does not fulfill the requirements of FAR 91 25 SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed 5 6 blank PILOT S OPERATING HANDBOOK CESSNA 300 NAV COM SUPPLEMENT TYPE RT 328T SUPPLEMENT CESSNA 300 NAV COM 720 Channel Type RT 328T SECTION 1 GENERAL The Cessna 300 Nav Com Type RT 328T shown in Figure 1 con sists of a panel mounted receiver transmitter anda single or dual pointer remote course indicator The set includes a 720 channel VHF communication receiver transmitter and a 200 channel VHF navigation receiver both of which may be operated simultaneously The communication receiver transmitter receives and transmits sig nals between 118 000 and 135 975 MHz in 25 kHz steps The navigation receiver receives and interprets VHF omnidirectional and localize
125. er Loading 15 3 lbs hp 1 5 SECTION 1 GENERAL CESSNA MODEL 172M SYMBOLS ABBREVIATIONS AND TERMINOLOGY GENERAL AIRSPEED TERMINOLOGY AND SYMBOLS KCAS KIAS KTAS Vy Knots Calibrated Airspeed is indicated airspeed corrected for position and instrument error and expressed in knots Knots calibrated airspeed is equal to KTAS in standard at mosphere at sea level Knots Indicated Airspeed is the speed shown on the airspeed indicator and expressed in knots Knots True Airspeed is the airspeed expressed in knots rel ative to undisturbed air which is KCAS corrected for altitude and temperature Maneuvering Speed is the maximum speed at which you may use abrupt control travel Maximum Flap Extended Speed is the highest speed permis sible with wing flaps in a prescribed extended position Maximum Structural Cruising Speed is the speed that should not be exceeded except in smooth air then only with caution Never Exceed Speed is the speed limit that may not be ex ceeded at any time Stalling Speed or the minimum steady flight speed at which the airplane is controllable Stalling Speed or the minimum steady flight speed at which the airplane is controllable in the landing configuration at the most forward center of gravity Best Angle of Climb Speed is the speed which results in the greatest gain of altitude in a given horizontal distance Best Rate of Climb Speed is the speed which
126. erature gage prior to takeoff if outside air temperatures are very cold After a suitable warm up period 2 to 5 minutes at 1000 RPM ac celerate the engine several times to higher engine RPM If the engine ac celerates smoothly and the oil pressure remains normal and steady the airplane is ready for takeoff FLIGHT OPERATIONS Takeoff is made normally with carburetor heat off Avoid excessive leaning in cruise Carburetor heat may be used to overcome any occasional engine roughness due to ice When operating in temperatures below 18 C avoid using partial car buretor heat Partial heat may increase the carburetor air temperature to the 0 to 21 C range where icing is critical under certain atmospheric conditions 4 22 CESSNA SECTION 4 MODEL 172M NORMA L PROCEDURES HOT WEATHER OPERATION Refer to the general warm temperature starting information under Starting Engine in this section Avoid prolonged engine operation on the ground NOISE ABATEMENT Increased emphasis on improving the quality of our environment re quires renewed effort on the part of all pilots to minimize the effect of aircraft noise on the public We as pilots can demonstrate our concern for environmental im provement by application of the following suggested procedures and thereby tend to build public support for aviation 1 Pilots operating aircraft under VFR over outdoor assemblies of persons recreational and park areas and other noise
127. evator may be required at aft center of gravity loadings to assure optimum recoveries 5 HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS Premature relaxation of the control inputs may extend the recovery 6 AS ROTATION STOPS NEUTRALIZE RUDDER AND MAKE A SMOOTH RECOVERY FROM THE RESULTING DIVE NOTE If disorientation precludes a visual determination of the direction of rotation the symbolic airplane in the turn coordinator or the needle of the turn and bank indicator may be referred to for this information For additional information on spins and spin recovery see the discussion under SPINS in Normal Procedures Section 4 ROUGH ENGINE OPERATION OR LOSS OF POWER CARBURETOR ICING A gradual loss of RPM and eventual engine roughness may result from 3 13 SECTION 3 CESS EMERGENCY PROCEDURES MODEL Ta the formation of carburetor ice To clear the ice apply full throttle ang pull the carburetor heat knob full out until the engine runs smoothly then remove carburetor heat and readjust the throttle If conditions require the continued use of carburetor heat in cruise flight use the minimum amount of heat necessary to prevent ice from forming and lean the mix ture for smoothest engine operation SPARK PLUG FOULING A slight engine roughness in flight may be caused by one or more spark plugs becoming fouled by carbon or lead deposits This may be verified by turning the ignition sw
128. f FAR 91 25 SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed 5 6 blank PILOT S OPERATING HANDBOOK CESSNA 300 ADF SUPPLEMENT TYPE R 546E SUPPLEMENT CESSNA 300 ADF Type R 546E i SECTION 1 L GENERAL The Cessna 300 ADF is a panel mounted digitally tuned automatic direction finder It is designed to provide continuous 1 kHz digital tuning in the frequency range of 200 kHz to 1 699 kHz and eliminates the need for mechanical band switching The system is comprised of a receiver loop antenna bearing indicator and a sense antenna In addition when two or more radios are installed speaker phone selector switches are provided Each control function is described in Figure 1 The Cessna 300 ADF can be used for position plotting and homing procedures and for aural reception of amplitude modulated AM signals With the function selector knob at ADF the Cessna ADF provides a visual indication on the bearing indicator of the bearing to the trans mitting station relative to the nose of the airplane This is done by com bining signals from the sense antenna with signals from the loop antenna i With the function selector knob at REC the Cessna ADF uses only the sense antenna and operates as a conventional low frequency receiver In the REC position the indicator will automatically move to the point er stow positio
129. f an inlet in the leading edge of the left wing an air operated horn near the upper left corner of the windshield and associated plumbing As the airplane approaches a stall a low pressure condition is created over the leading edge of the wings This low pressure creates a differen tial pressure vacuum in the stall warning system which draws air through the warning horn resulting in an audible warning at 5 to 10 knots above stall in all flight conditions The stall warning system should be checked during the preflight in spection by placing a clean handkerchief over the vent opening and apply ing suction A sound from the warning horn will confirm that the system 7 34 CESSNA MODEL 172M SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS is operative AVIONICS SUPPORT EQUIPMENT The airplane may at the owner s discretion be equipped with vari ous types of avionics support equipment such as an audio control panel microphone headset and static dischargers The following paragraphs discuss these items AUDIO CONTROL PANEL Operation of radio equipment is covered in Section 9 of this handbook When one or more radios are installed a transmitter audio switching sys tem is provided see figure 7 10 The operation of this switching system is described in the following paragraphs TRANSMITTER SELECTOR SWITCH A rotary type transmitter selector switch labeled XMTR SEL is provided to connect the microphone to the transmitter
130. formation on preventive maintenance that may be performed by pilots A Service Manual should be obtained prior to performing any preven tive maintenance to ensure that proper procedures are followed Your Cessna Dealer should be contacted for further information or for required maintenance which must be accomplished by appropriately licensed per sonnel ALTERATIONS OR REPAIRS It is essential that the FAA be contacted prior to any alterations on the airplane to ensure that airworthiness of the airplane is not violated Alterations or repairs to the airplane must be accomplished by licensed personnel GROUND HANDLING TOWING The airplane is most easily and safely maneuvered by hand with the tow bar attached to the nose wheel When towing with a vehicle do not exceed the nose gear turning angle of 30 either side of center or damage to the gear will result If the airplane is towed or pushed over a rough surface during hangaring watch that the normal cushioning action of the nose strut does not cause excessive vertical movement of the tail and the resulting contact with low hangar doors or structure A flat nose tire or deflated strut will also increase tail height PARKING When parking the airplane head into the wind and set the parking brakes Do not set the parking brakes during cold weather when accumu lated moisture may freeze the brakes or when the brakes are overheated 8 1 SECTION 8 HANDLING SERVICE amp MAINTEN
131. ft Any inaccuracies in past data will be mathematically carried forward with this document This facility recommends that aircraft be re weighed every 36 months to establish weight and balance continuity It is the responsibility of the airplane owner and or pilot to ensure that the aircraft is loaded properly for flight bone rrt Authorized Individual A amp P IA 2822350 Peter Stelzenmuller 01 9 11 9 400 350 300 250 200 150 LOAD WEIGHT POUNDS 100 90 ey TET Hee eee LOADING PEET J E ppt 3 tur t GRAPH HL AE SERA M ra j Scans mec HD KA i ae eee OY a De Oe ER LH Li CEEEEHLLERHRHT te ACH s PPE L HHS HEH EATERS ee ON DT HETT CHET EEE Pas GALA pM Bp HAA HE 44 T HT amp Gy 44 4 4 a T Ty t PATE S oy 38 GAL ZTT seh LLL H EA E aT T Tp Lg i 4 30H T Soe e iH nanan iu H E E
132. fuel tanks is inter CESSNA MODEL 172M SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS connected by a vent line and therefore some sloshing of fuel between tanks can be expected when the tanks are nearly full and the wings are not level The fuel system is equipped with drain valves to provide a means for the examination of fuel in the system for contamination and grade The system should be examined before the first flight of every day and after each refueling by using the sampler cup provided to drain fuel from the wing tank sumps and by utilizing the fuel strainer drain under an access panel on the right side of the engine cowling The fuel tanks should be filled after each flight to prevent condensation BRAKE SYSTEM The airplane has a sinvle dise hydraulically actuated brake on eac main landing gear whee Each brake is connected by a hydraulic line to a master cylinder attached to each of the pilot s rudder pedals The brakes are operated by applying pressure to the top of either the left pi lot s or right copilot s set of rudder pedals which are interconnected When the airplane is parked both main wheel brakes may be set by utili ing the parking brake which is operated by a handle under the left side o the instrument panei To apply the parking brake set the brakes with tr rudder pedals pull the handle aft and rotate it 90 down For maximum brake life keep the brake systems properly maintain 4
133. g the chart at the next higher value of weight altitude and temperature For example in this particular sample problem the takeoff distance informa tion presented for a weight of 2300 Ibs a pressure altitude of 2000 feet and a temperature of 30 C should be used and results in the following Ground roll Total distance to clear a 50 foot obstacle 1155 Feet 2030 Feet A correction for the effect of wind may be made based on Note 3 of the takeoff chart The distance correction for a 12 knot headwind is 13 Knots 10 13 Decrease 9 Knots This results in the following distances corrected for wind Ground roll zero wind 1155 Decrease in ground roll 1155 feet x 13 150 Corrected ground roll 1005 Feet Total distance to clear a 50 foot obstacle zero wind 2030 Decrease in total distance 2030 feet x 13 264 Corrected total distance to clear 50 foot obstacle 1766 Feet These distances are well within the takeoff field length quoted earlier for 5 4 MODEL 172 CESSNA SECTION 5 MODEL 172M PERFORMANCE the sample problem CRUISE The cruising altitude and winds aloft information have been given for this flight However the power setting selection for cruise must be de termined based on several considerations These include the cruise per formance characteristics of the airplane presented in figure 5 7 the range profile chart presented in figure 5 8 and the endurance profile chart presented in figure 5 9
134. good judgement when unexpect Executing A 180 Turn In Clouds 3 1 ed weather is encountered However should an emergency arise the basic ze Eero ory Descent Trough d guidelines described in this section should be considered and applied as XE Recovery From A Spiral Dive 3 12 necessary to correct the problem Emergency procedures associated x P us em with the ELT and other optional systems can be found in Section 9 ip ic Source Blocke Spins JE edu Tee 3 13 OT TOER OL Powe e AIRSPEEDS FOR SAFE OPERATION i 1 ne ee en ee oi Plue Poulin 3 14 Engine Failure After Takeoff 4 Magneto Malfunction 3 14 Wing Flaps Up amp XO exe evo 65 KIAS Low Oil Pressure 3 14 Wing Flaps Down 60 KIAS m Electrical Power Supply System Malfunctions 3 15 Maneuvering Speed T Excessive Rate Of Charge 2E 3 15 3300 Lbs vx ele m mox moo o ox TIAS ill Insufficient Rate Of Charge 3 15 1950 Lbs c 275 Sy vox eo bw x woe wo Xue e 97 89 KIAS 1600 Lbs ez le x we BS Boy Mone BOKIAS TE Maximum Glide ll 2300Lbs 65 KIAS m Precautionary Landing With Engine Power 60KIAS l Landing Without Engine Power E Wine Flaps Up e 4 Gee umo oo vU xo 65 KIAS Hee Wing Flaps Down 60 KIAS i i a OPERATIONAL CHECKLISTS E ENGINE FAILURES ENGINE FAILURE DURING TAKEOFF RUN INI 1 Throttle
135. guisher OBTAIN have ground attendants obtain if not installed 8 Engine SECURE a Master Switch OFF 3 5 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172M b Ignition Switch OFF c Fuel Shutoff Valve OFF 9 Fire EXTINGUISH using fire extinguisher seat cushion woo blanket or dirt If practical try to remove carburetor air filter if jt is ablaze 10 Fire Damage INSPECT repair damage or replace damaged components or wiring before conducting another flight ENGINE FIRE IN FLIGHT 1 Mixture IDLE CUT OFF 2 Fuel Selector Valve OFF 3 Master Switch OFF 4 Cabin Heat and Air OFF except overhead vents 5 Airspeed 100 KIAS If fire is not extinguished increase glide speed to find an airspeed which will provide an incombustible mixture 6 Forced Landing EXECUTE as described in Emergency Land ing Without Engine Power ELECTRICAL FIRE IN FLIGHT 1 Master Switch OFF 2 All Other Switches except ignition switch OFF 3 Vents Cabin Air Heat CLOSED 4 Fire Extinguisher ACTIVATE if available If fire appears out and electrical power is necessary for continuance of flight 5 Master Switch ON 6 Circuit Breakers CHECK for faulty circuit do not reset 7 Radio Electrical Switches ON one at a time with delay after each until short circuit is localized 8 Vents Cabin Air Heat
136. he airplane children should not be placed or permitted in the baggage compartment unless a child s seat is installed and any material that might be hazardous to the airplane or occupants should not be placed anywhere in the airplane For baggage area and door dimensions refer to Section 6 SEATS The seating arrangement consists of two separate adjustable seats for the pilot and front passenger a split backed fixed seat in the rear anda child s seat if installed aft of the rear seats The pilot s and front pas senger s seats are available in two different designs four way and six way adjustable Four way seats may be moved forward or aft and the seat back angle changed To position either seat lift the tubular handle under the center of the seat slide the seat into position release the handle and check that the seat is locked in place The seat back is spring loaded to the vertical position To adjust its position lift the lever under the right front corner of the seat reposition the back release the lever and check that the back is locked in place The seat backs will also fold full forward The six way seats may be moved forward or aft adjusted for height and the seat back angle is infinitely adjustable Position the seat by lift ing the tubular handle under the center of the seat bottom and slide the seat into position then release the lever and check that the seat is locked inplace Raise or lower the seat by rotating
137. he envelope and if the loading is acceptable PTY WEIGHT t Moment Ib 1000 PAGE NUMBER RUNNING BASIC EM Moment 1000 REMOVED SET Arm In t Mes 41 STATION STATION LOADING area fuselage stations SEATING SEATING t 2 3 lt 2 3 Su s D ARRANGEMENTS rad EHE 4 jLT m o pu c a 9 z2 9 pilot or passenger center of gravity u 5 5 on adjustable seats positioned for z mI average occupant Numbers in paren z ea pan 4 4 t il less ZI 1 theses indicate forward and aft limits t 1 i m of occupant center of gravity range a a Ul 8 c Y Arm measured to the center of the Q Ts 8 areas shown ac 4 4 1 4 __ re op NOTE The rear cabin wall approximate station 108 a 9 or aft baggage wall approximate station 142 22 can be used as convenient interior reference mx z points for determining the location of baggage STANDARD OPTIONAL Nn Figure 6 3 Loading Arrangements DESCRIPTION OF ARTICLE OR MODIFICATION Figure 6 2 SAMPLE WEIGHT AND BALANCE RECORD Continuous History of Changes in Structure or Equipment Affecting Weight and Balance ITEM NO AIRPLANE MODEL ima 6 6 6 7 z A
138. heel The instrument is calibrated in increments of 100 RPM and indicates both engine and propeller speed An hour meter below the center of the tachom eter dial records elapsed engine time in hours and tenths Instrument markings include a normal operating range stepped green arc of 2200 tc 2700 RPM with steps at the 2500 and 2600 RPM indicator marks The normal operating range upper iimit is 2500 RPM at sea level and increas es to 2600 RPM at 5000 feet and 2700 RPM at 10 000 feet Maximum re line at any aititude is 2700 RPM A carburetor air temperature gage may be installed on the right side of the instrument panei to help detect carburetor icing conditions The gage is marked in 5 increments from 30 C to 30 C and has a yellow arc between 15 C and 5 C which indicates the temperature range most conducive to icing in the carburetor A placard on the lower half of the gage face reads KEEP NEEDLE OUT OF YELLOW ARC DURING POS SIBLE CARBURETOR ICING CONDITIONS NEW ENGINE BREAK IN AND OPERATION The engine underwent a run in at the factorv and is ready for the fuli range of use Itis however suggested that cruising be accomplished at 65 to 75 power until a total of 50 hours has accumulated or oil con sumption has stabilized This will ensure proper seating of the rings The airplane is delivered from the factory with corrosion preventive oil in the engine If during the first 25 hours oil must be added use only aviati
139. hs moistened with Stoddard solvent to remove oil and grease NOTE Never use gasoline benzine alcohol acetone carbon tetrachloride fire extinguisher or anti ice fluid lacquer thinner or glass cleaner to clean the plastic These ma terials will attack the plastic and may cause it to craze Follow by carefully washing with a mild detergent and plenty of water Rinse thoroughly then dry with a clean moist chamois Do not rub the plastic with a dry cloth since this builds up an electrostatic charge which attracts dust Waxing with a good commercial wax will finish the clean ing job A thin even coat of wax polished out by hand with clean soft flannel cloths will fill in minor scratches and help prevent further scratching Do not use a canvas cover on the windshield unless freezing rain or sleet is anticipated since the cover may scratch the plastic surface PAINTED SURFACES The painted exterior surfaces of your new Cessna have a durable long lasting finish and under normal conditions require no polishing or buffing Approximately 15 days are required for the paint to cure com pletely in most cases the curing period will have been completed prior to delivery of the airplane In the event that polishing or buffing is re 8 12 CESSNA SECTION 8 MODEL 172M HANDLING SERVICE amp MAINTENANCE quired within the curing period it is recommended that the work be done by someone experienced in handling uncured paint Any Cessna De
140. icators Transponder Magnetic Compass Marker Beacon Indicator Lights and Switches Rear View Mirror Audio Control Panel Radios Autopilot Control Unit Wing Flap Position Indicator Additional Instrument Space ADF Radio Flight Hour Recorder 23 24 25 26 21 28 29 30 31 32 Additional Radio Space Map Compartment Cabin Heat Control Knob Cabin Air Control Knob Cigar Lighter Wing Flap Switch Mixture Control Knob Throttle With Friction Lock Static Pressure Alternate Source Valve Instrument and Radio Dial Light Rheostats Microphone Fuel Selector Valve Handle Elevator Trim Control Wheel Carburetor Heat Control Knob Electrical Switches Circuit Breakers Parking Brake Handle Ignition Switch Master Switch Auxiliary Mike Jack Phone Jack Primer WZLI TAGON SNOLLdIHOSNUG SINW LSAS ANVIdHIV L NOILOAS L NOILOYS SNOLLdTIHOSWHG SNALSAS 9 ANVIdUIV WALT TAAON VNSSuHO VNSS3O CESSNA MODEL 172M SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS bellerank left upper and lower V type corrugated skins and right upper and lower V type corrugated skins incorporating a trailing edge cut out for the trim tab The elevator trim tab consists of a spar rib and upper and lower V type corrugated skins The leading edge of both left and right elevator tips incorporate extensions which cont
141. ild up select a suitable off airport landing site T With an ice accumulation of 1 4 inch or more on the wing leading edges be prepared for significantly higher stall speed 8 Leave wing flaps retracted With a severe ice build up on the horizontal tail the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effectiveness 9 Open left window and if practical scrape ice from a portion of the windshield for visibility in the landing approach 10 Perform a landing approach using a forward slip if necessary for improved visibility 11 Approach at 65 to 75 KIAS depending upon the amount of the accumulation 12 Perform a landing in level attitude 3 7 SECTION 3 EMERGENCY PROCEDURES CESSNA MODEL 172M STATIC SOURCE BLOCKAGE Erroneous Instrument Reading Suspected 1 Alternate Static Source Valve PULL ON 2 Airspeed Consult appropriate calibration tables in Section 5 LANDING WITH A FLAT MAIN TIRE 1 Approach NORMAL 2 Touchdown GOOD TIRE FIRST hold airplane off flat tire as long as possible ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS OVER VOLTAGE LIGHT ILLUMINATES 1 Master Switch OFF both sides 2 Master Switch ON 3 Over Voltage Light OFF If over voltage light illuminates again 4 Flight TERMINATE as soon as possible AMMETER SHOWS DISCHARGE 1 Alternator OFF
142. ink on the end of the harness and the narrow release strap Snap the connecting link firmly onto the retain ing stud on the seat belt link half Then adjust to length Removing the harness is accomplished by pulling upward on the narrow release strap SEAT BELT SHOULDER foe qus HARNESS WITH INERTIA REEL PILOT S SEAT SHOWN SEAT BELT SHOULDER HARNESS ADJUSTABLE LINK Position link just below shoulder level pull link and harness down ward to connect to seat belt buckle SEAT BELT BUCKLE EDD 2 Non adjustable Ae peor Figure 7 4 Seat Belts and Shoulder Harnesses Sheet 2 of 2 7 14 SECTION 7 SNA ae AIRPLANE amp SYSTEMS DESCRIPTIONS MODEL 172M and removing the harness connecting link from the stud on the seat belt link In an emergency the shoulder harness may be removed by releas ing the seat belt first and allowing the harness still attached to the link half of the seat belt to drop to the side of the seat While wearing either configuration of shoulder harness adjustment of the harness is important A properly adjusted harness will permit the occupant to lean forward enough to sit completely erect but prevent ex cessive forward movement and contact with objects during sudden deceler ation Also the pilot will want the freedom to reach all controls easily INTEGRATED SEAT BELT SHOULDER HARN SSES WITH INERTIA REELS Integrated seat belt shoulder harnesses with inertia reels are avail able for th
143. io Control Panel i 7 36 CESSNA MODEL 172M SECT AIRPLANE amp SYSTEMS DESCRIP AUDIO SELECTOR SWITCHES The audio selector switches labeled NAV COM 1 2 and 3 and ADF 1 and 2 allow the pilot to initially pre tune all NAV COM and ADF re ceivers and then individually select and listen to any receiver or com bination of receivers To listen to a specific receiver first check that the AUTO selector switch is in the OFF center position then place the audio selector switch corresponding to that receiver in either the SPEAKER up or PHONE down position To turn off the audio of the selected re ceiver place that switch in the OFF center position If desired the audio selector switches can be positioned to permit the pilot to listen to one receiver on a headset while the passengers listen to another receiver on the airplane speaker The ADF 1 and 2 switches may be used anytime ADF audio is desired If the pilot wants only ADF audio for station identification or other rea sons the AUTO selector switch if in use and all other audio selector switches should be in the OFF position If simultaneous ADF and NAV COM audio is acceptable to the pilot no change in the existing switch positions is required Place the ADF 1 or 2 switch in either the SPEAKER or PHONE position and adjust radio volume as desired NOTE If the NAV COM audio selector switch corresponding to the selected transmitter is in the PHONE position
144. itch momentarily from BOTH to either Lor R position An obvious power loss in Single ignition operation is evidence of spark plug or magneto trouble Assuming that spark plugs are the more likely cause lean the mixture to the recommended lean set ting for cruising flight If the problem does not clear up in several min utes determine if a richer mixture setting will produce smoother opera tion If not proceed to the nearest airport for repairs using the BOTH position of the ignition switch unless extreme roughness dictates the use of a single ignition position MAGNETO MALFUNCTION A sudden engine roughness or misfiring is usually evidence of mag neto problems Switching from BOTH to either L or R ignition switch position will identify which magneto is malfunctioning Select different power settings and enrichen the mixture to determine if continued opera tion on BOTH magnetos is practicable If not switch to the good magneto and proceed to the nearest airport for repairs LOW OIL PRESSURE If low oil pressure is accompanied by normal oil temperature there is a possibility the oil pressure gage or relief valve is malfunctioning A leak in the line to the gage is not necessarily cause for an immediate pre cautionary landing because an orifice in this line will prevent a sudden loss of oil from the engine sump However a landing at the nearest air port would be advisable to inspect the source of trouble If a total loss of oil press
145. ithin the cabin will vary with open cabin ventilators and windows Refer to Sections 3 and 5 for the effect of varying cabin pres sures on airspeed and altimeter readings AIRSPEED INDICATOR The airspeed indicator is calibrated in knots and miles per hour Limitation and range markings include the white arc 41 to 85 knots green arc 47 to 128 knots yellow arc 128 to 160 knots anda red line 160 knots If a true airspeed indicator is installed it is equipped with a rotatable ring which works in conjunction with the airspeed indicator dial ina man ner Similar to the operation of a flight computer To operate the indicator first rotate the ring until pressure altitude is aligned with outside air tem perature in degrees Fahrenheit Pressure altitude should not be confused with indicated altitude To obtain pressure altitude momentarily set the barometric scale on the altimeter to 29 92 and read pressure altitude on the altimeter Be sure to return the altimeter barometric scale to the orig inal barometric setting after pressure altitude has been obtained Having set the ring to correct for altitude and temperature then read the airspeed shown on the rotatable ring by the indicator pointer For best accuracy this indication should be corrected to calibrated airspeed by referring to the Airspeed Calibration chart in Section 5 Knowing the calibrated air speed read true airspeed on the ring opposite the calibrated airspeed RATE OF C
146. l entries ap plication of ailerons in the direction of the desired spin and the use of power at the entry will assure more consistent and positive entries to the spin As the airplane begins to Spin reduce the power to idle and return the ailerons to neutral Both elevator and rudder controls should be helg full with the spin until the spin recovery is initiated An inadvertent relax ation of either of these controls could result in the development of a nose down spiral For the purpose of training in Spins and spin recoveries a 1 or 2 turn spin is adequate and should be used Up to 2 turns the spin will pro gress to a fairly rapid rate of rotation and a steep attitude Application of recovery controls will produce prompt recoveries within 1 4 turn Dur ing extended spins of two to three turns or more the spin will tend to change into a spiral particularly to the right This will be accompanied by an increase in airspeed and gravity loads on the airplane If this oc curs recovery should be accomplished quickly by leveling the wings and recovering from the resulting dive Regardless of how many turns the spin is held or how it is entered the following recovery technique should be used 1 VERIFY THAT THROTTLE IS IN IDLE POSITION AND AILERONS ARE NEUTRAL 2 APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC TION OF ROTATION 3 JUST AFTER THE RUDDER REACHES THE STOP MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR E
147. lS Saa N gt nz T m Eur i 2 j ZxrOAZEZ N ZV lt 4ZI 2Orm m zo vo WMD z 2 lt r ommi uz 3 TO ee 5 22 20 2 2 i uU CN ui lIuxauzue zu lt au C0 i i e for x AA x A A 220 007 i Z wR ee ax P i ud x NDN a eat D ZZ T Z Zwuw7noa 0ru eal NCIA gt TIYX 2 v dcm 1 i gt SEE i r z ao 52 ozor A Z LZa oOx YZ YAH e re KF DoD z i i O CO UW UW I lt I ete et eT d UJ como LLI x mN mee ML NT dx ee Lt c w meta id EE e e RR OP ZH gt ukLOxdEX FW LA Da E i gt Toe ER 0 4d 4 AATDAN a Zama j VWS DZ De lu uum i io m r5 AQ tu x CWaereucorns a GOLDE SIH 22 2 Zew oO gt CGO anz CZ OOzZuWweu UJ OQ iu praca Ag L xXEcaAut Z T zZ lt a a aX j i gt DANa dk OUI ZW 9 aa a aaaca a gt AOD O 5 EA 1 Uv Wwe Tie mm D u CT CrOYUDIOCWO etr 5 X u0 40U C TZ oxox Lru ru UT De Whe 7 C ZA uk WD oa u roa C Z euj IOo0 uur aro r im a Doa Whee le gt e em s e mem I I Lad x AOON DAXO NEO NI v T tet i i ONN eM TOMO ANA c OO A c 9E LIL s I ee M wt i i i uu x u NOH OFS a0 MOI Ho Vwa CWO wwe Ww TZ 03 1 xXx
148. lected localizer frequencies by the Automatic Terminal Information Service ATIS may be heard All controls for the Cessna 300 Nav Com Type RT 308C except the omni bearing selector OBS are mounted on the front panel of the receiver transmitter The course selector and the navigation indicators are in cluded in the course deviation indicator The communication receiver transmitter and the navigation receiver are synthesizer controlled and re tuned automatically when the frequency is selected In addition when two or more radios are installed a transmitter selector switch and a Speaker phone selector switch are provided Each control function is described in Figure 1 SECTION 2 LIMITATIONS There is no change to the airplane limitations when this avionic equip ment is installed 1 of 4 a i 4 V pILOT S OPERATING HANDBOOK CESSNA 300 NAV COM SUPPLEMENT TYPE RT 308C CESSNA 300 NAV COM PILOT S OPERATING HANDBOOK TYPE RT 308C SUPPLEMENT 5 OFF ON VOLUME CONTROL Turns complete set on and controls volume of audio from communication re celver 6 COMMUNICATION RECEIVER TRANSMITTER FRAC TIONAL MEGAHERTZ SELECTOR Selects communi cation receiver transmitter fractional frequency in 0 05 MHz steps between 0 00 and 0 95 MHz 7 NAVIGATION RECEIVER MEGAHERTZ SELECTOR Selects navigation receiver frequency in 1 MHz steps between 108 and 117 MHz 8 NAVIGATION RECEIVER VOLUME CONTROL Con trols volume
149. lectrical sys tem When the engine is operating and the master switch is turned on the ammeter indicates the charging rate applied to the battery In the event the alternator is not functioning or the electrical load exceeds the output of the alternator the ammeter indicates the battery discharge rate OVER VOLTAGE SENSOR AND WARNING LIGHT The airplane is equipped with an automatic over voltage protection system consisting of an over voltage sensor behind the instrument panel and a red warning light labeled HIGH VOLTAGE adjacent to the ammeter In the event an over voltage condition occurs the over voltage sen sor automatically removes alternator field current and shuts down the al ternator The red warning light will then turn on indicating to the pilot that the alternator is not operating and the battery is supplying all electri cal power The over voltage sensor may be reset by turning the master switch off and back on again If the warning light does not illuminate normal 7 26 SECTION 7 CESSNA AIRPLANE amp SYSTEMS DESCRIPTIONS MODEL 172M alternator charging has resumed however if the light does illuminate again a malfunction has occurred and the flight should be terminated as goon as practical The warning light may be tested by momentarily turning off the ALT portion of the master switch and leaving the BAT portion turned on CIRCUIT BREAKERS AND FUSES Most of the electrical circuits in the airplane ar
150. miles dis tance to station minutes time to station or knots ground speed R NAV INDICA TOR LAMP The green R NAV indicator lamp is provided to indicate the DME is coupled to an R NAV system Since this DME is not factory installed with an R NAV system on Cessna airplanes the R NAV indicator lamp should never be il luminated However if an R NAV system is coupled to the DME and when in R NAV mode the R NAV lamp will light which indi cates that the distance readout is to the way point instead of the DME station The DME can only give distance Miles in R NAV mode REMOTE CHANNELING SELECTOR This knob is held station ary by a stop when not coupled to a remote NAV receiver When coupled to a remote NAV receiver a stop in the selector is re moved and the selector becomes a two position selector In the first position the DME will utilize the frequency set by the DME channeling knobs In the second position the MHz digits will uti lize the frequency set by the NAV unit s channeling knobs WHOLE MEGAHERTZ SELECTOR KNOB Selects operating frequency in 1 MHz steps between 108 and 117 MHz FREQUENCY INDICATOR Shows operating frequency selected on the DME or displays remote REM flag to indicate DME is operating on a frequency selected by a remote NAV receiver Figure 1 DME 190 Operating Controls Sheet 1 of 2 PILOT S OPERATING HANDBOOK DME SUPPLEMENT TYPE 190 6 FRACTIONAL MEGAHERTZ SELECTOR KNOB Selects
151. n This feature alerts the operator to non ADF operation by positioning and retaining the pointer at the 3 00 o clock position The Cessna 300 ADF is designed to receive transmission from the following radio facilities commercial broadcast stations low frequency range stations FAA radio beacons and ILS compass locators 1 of 6 PILOT S OPERATING HANDBOOK PILOT S OPERATING HANDBOOK CESSNA 300 ADF CESSNA 300 ADF TYPE R 546E SUPPLEMENT TYPE R 546E 3 FUNCTION BFO Set operates as communication receiver using only sense antenna and activates 1000 Hz tone beat fre quency oscillator to permit coded identifier of sta tions transmitting keyed CW signals Morse Code to be heard REC Set operates as standard communication receiver using only sense antenna NOTE In this position an automatic pointer stow feature will alert the pilot to non ADF operation by positioning and retaining the pointer at the 3 00 o clock position when the 300 ADF is in the REC function i ADF Set operates as automatic direction finder using loop and sense antennas TEST Momentary on position used during ADF operation to test bearing reliability When held in TEST position slews indicator pointer clockwise when released if bearing is reliable pointer returns to original bearing position 4 INDEX ROTATABLE CARD Indicates relative magnetic or true heading of aircraft 5 POINTER Indicates station
152. n limbers the oil and prevents any accumulation of cor rosion on engine cylinder walls For maximum Safety check that the ignition switch is OFF the throttle is closed the mixture control is in the idle cut off position and the airplane is secured before rotating the propeller by hand Do not stand within the arc of the propeller blades while turning the propeller After 30 days the airplane should be flown for 30 minutes or a ground runup should be made just long enough to produce an oil temperature with in the lower green arc range Excessive ground runup should be avoided Engine runup also helps to eliminate excessive accumulations of water in the fuel system and other air spaces in the engine Keep fuel tanks full to minimize condensation in the tanks Keep the battery fully charged to prevent the electrolyte from freezing in cold weather If the airplane is to be stored temporarily or indefinitely refer to the Service Manual for Proper storage procedures 8 9 SECTION 8 HANDLING SERVICE amp MAINTENANCE SERVICING In addition to the PREFLIGHT INSPECTION covered in Section 4 COMPLETE servicing inspection and test requirements for your air plane are detailed in the Service Manual The Service Manual outlines all items which require attention at 50 100 and 200 hour intervals plus those items which require servicing inspection and or testing at special intervals CESSNA MODEL 172M Since Cessna
153. n addition to the basic empty weight and moment noted on these records the c g arm fuselage station is also shown but need not be used on the Sample Loading Prob lem The moment which is shown must be divided by 1006 and this value used as the moment 1000 on the loading problem Use the Loading Graph to determine the moment 1000 for each addi tional item to be carried then list these on the loading problem NOTE Loading Graph information for the pilot passengers and baggage is based on seats positioned for average occupants and baggage loaded in the center of the bag gage areas as shown on the Loading Arrangements dia gram For loadings which may differ from these the Sample Loading Problem lists fuselage stations for these items to indicate their forward and aft c g range limi tations seat travel and baggage area limitation Ad ditional moment calculations based on the actual weight and c g arm fuselage station of the item being loaded must be made if the position of the load is different from that shown on the Loading Graph l i CEST 172M WEIGHT amp BA M EQUIPMENT LIST SECTION 6 CESSNA WEIGHT amp BALANCE MODEL 172y EQUIPMENT LIST Total the weights and moments 1000 and plot these values on the Cen ter of Gravity Moment Envelope to determine whether the point falls with in t
154. n approximately 10 but this advantage is lost in the climb to a 50 foot obstacle Therefore the use of 10 flaps is reserved for minimum ground runs or for takeoff from soft or rough fields If 10 of flaps are used for minimum ground runs it is preferable to leave them extended rather than retract them in the climb to the obstacle In this case use an obstacle clearance speed of 99 KIAS As soon as the obstacle is cleared the flaps may be retracted as the aircraft accelerates to the normal flaps up climb out speed During a high altitude takeoff in hot weather where climb would be marginal with 10 flaps it is recommended that the flaps not be used for takeoff Flap settings greater than 10 are not approved for takeoff 4 14 a cussNA CODEL 172M SECTION 4 NORMAL PROCEDURES CROSSWIND TAKEOFFS Takeoffs into strong crosswinds normally are performed with the min mum flap setting necessary for the field length to minimize the drift an a immediately after takeoff The airplane is accelerated to a speed E higher than normal then pulled off abruptly to prevent possible settling back to the runway while drifting When clear of the ground make a coordinated turn into the wind to correct for drift ENROUTE CLIMB Normal climbs are performed with flaps up and full throttle and at speeds 5 to 10 knots higher than best rate of climb speeds for the best Combination of performance visibility and engine cooling The mixture
155. n the landing field length quoted previously for this sample problem 5 7 SECTION 5 CESSNA CESSNA SECTION 5 PERFORMANCE MODEL 172M MODEL 172M PERFORMANCE AIRSPEED CALIBRATION AIRSPEED CALIBRATION NORMAL STATIC SOURCE ALTERNATE STATIC SOURCE HEATER VENTS AND WINDOWS CLOSED FLAPS UP Wey NORMAL KIAS 100 110 PN ALTERNATE KIAS 101 111 FLAPS 109 FLAPS UP i NORMAL KIAS ALTERNATE KIAS FLAPS 40 Br i LN KIAS 120 130 140 LN KCAS 118 128 138 FLAPS 109 NORMAL KIAS KIAS ALTERNATE KIAS KCAS E FLAPS 40 FLAPS UP KIAS KCAS NORMAL KIAS 100 110 ALTERNATE KIAS FLAPS 10 Figure 5 1 Airspeed Calibration Sheet 1 of 2 NORMAL KIAS ALTERNATE KIAS FLAPS 409 NORMAL KIAS ALTERNATE KIAS Ii WINDOWS OPEN WI FLAPS UP i NORMAL KIAS In ALTERNATE KIAS FLAPS 109 if NORMAL KIAS dM ALTERNATE KIAS FLAPS 409 NORMAL KIAS Hi ALTERNATE KIAS Figure 5 1 Airspeed Calibration Sheet 2 of 2 zz x 8 oO R 2 2 5 5 E E fa E 2 2 21 E 9 d gt x U X o TE H E jo 5 w o u 2 E N o lt T lt D a T o o amp ac z x z Y Un Lid e ud a lt x aem ud a wn MJ 3 a z lt lt wn N D F x Y 3 o 5 9 a o 2 T S oe S E 5 lt Y Y o p x z S
156. nces shown are based on zero wind PRESSURE ALTITUDE FROM SEA LEVEL TIME FUEL USED DISTANCE MIN GALLONS NM 0 0 0 3 WEIGHT LBS 2300 0 7 1 1 1 5 1 9 2 3 2 8 3 3 3 9 4 5 5 2 6 1 Figure 5 6 Time Fuel and Distance to Climb 5 15 SECTION 5 PERFORMANCE CRUISE PERFORMANCE CONDITIONS Recommended Lean Mixture 2300 Pounds nites A P j f to PRESSURE ALTITUDE 209C BELOW STANDARD STANDARD TEMP TEMPERATURE 96 80 RPM PH 8 8 CESSN A SECTION 5 MODEL 172M T CESSNA PERFORMANCE MODEL 172M RANGE PROFILE 45 MINUTES RESERVE 38 0 GALLONS USABLE FUEL CONDITIONS 2300 Pounds Recommended Lean Mixture for Cruise Standard Temperature 209C ABOVE STANDARD TEMP Zero Wind 96 KTAS GPH 71 4 Thischart allows for the fuel used for engine start taxi takeoff and climb and the distance during climb as shown in figure 5 6 2 Reserve fuel is based on 45 minutes at 4596 BHP and is 4 3 gallons 12 000 FE J L BUT Lum 1 eT e Pee al 1 14 L _ HE poil TZ ALTITUDE FEET
157. ncy for the elevator to oscillate under certain combi nations of airspeed sideslip angle and center of gravity loadings NOTE Carburetor heat should be applied prior to any significant reduction or closing of the throttle Actual touchdown should be made with power off and on the main Wheels first to reduce the landing speed and subsequent need for braking in the landing roll The nose wheel is lowered to the runway gently after the speed has diminished to avoid unnecessary nose gear loads This Procedure is especially important in rough or soft field landings SHORT FIELD LANDING i For a maximum performance short field landing in smooth air condi flaps make an approach at the minimum recommended airspeed with full PS using enough power to control the glide path Slightly higher ap Proach speeds should be used under turbulent air conditions After all approach Obstacles are cleared progressively reduce power and main 4 19 SECTION 4 CESSNA NORMA L PROCEDURES MODEL 172M tain the approach speed by lowering the nose of the airplane Touchdown should be made with power off and on the main wheels first Immediately after touchdown lower the nose wheel and apply heavy braking as requireg For maximum brake effectiveness retract the flaps hold the control wheel full back and apply maximum brake pressure without sliding the tires CROSSWIND LANDING When landing in a
158. ng flight the battery would overheat an evaporate the electrolyte at an excessive rate Electronic components in the electrical system could be adversely affected by higher than normal voltage if a faulty voltage regulator setting is causing the overcharging To preclude these possibilities an over voltage sensor will automatically shut down the alternator and the ov r voltage warning light will illuminate if the charg voltage reaches approximately 16 volts Assuming that the malfunction was only momentary an attempt should be made to reactivate the alternator system To do this turn both sides of the master switch off and then on again If the problem no longer exists normal alternator charging will resume and the warning light will go off If the light comes on again a malfunction is confirmed In this event the flight should be terminated and or the current drain on the battery minimized because the battery can supply the electrical system for only a limited period of time If the emergency occurs at night power must be conserved for later use of landing lights and flaps during landing INSUFFICIENT RATE OF CHARGE If the ammeter indicates a continuous discharge rate in flight the alternator is not supplying power to the system and should be shut down Since the alternator field circuit may be placing an unnecessary load on the system nonessential equipment should be turned off and the flight terminated as soon as practical
159. nge SA E 50 above 16 C 60 F SAE 10W30 or SAE 30 between 18 C 0 F and 21 C 70 F SAE 10W30 or SAE 20 below 12 C 10 F NOTE Multi viscosity oil with a range of SAE 10W30 is recom mended for improved starting in cold weather Oil Capacity Sump 8 Quarts Total 9 Quarts 1 4 CESSNA MODEL 172M SECTION 1 GENERAL MAXIMUM CERTIFICATED WEIGHTS Takeoff Normal Category 2300 lbs Utility Category 2000 lbs Landing Normal Category 2300 lbs Utility Category 2000 lbs Weight in Baggage Compartment Normal Category Baggage Area 1 or passenger on child s seat Station 82 to 108 120 lbs See note below Baggage Area 2 Station 108 to 142 50 105 See note below NOTE The maximum combined weight capacity for baggage areas 1 and 2 is 120 lbs Weight in Baggage Compartment Utility Category In this category the baggage compartment and rear seat must not be occupied STANDARD AIRPLANE WEIGHTS Standard Empty Weight Skyhawk 1387 lbs Skyhawk II 1412 lbs Maximum Useful Load Normal Category Utility Category Skyhawk 913 Tbs 613 Ibs Skyhawk II 888 lbs 588 155 CABIN AND ENTRY DIMENSIONS Detailed dimensions of the cabin interior and entry door Openings are illustrated in Section 6 BAGGAGE SPACE AND ENTRY DIMENSIONS Dimensions of the baggage area and baggage door opening are illus trated in detail in Section 6 SPECIFIC LOADINGS Wing Loading 13 2 lbs sq ft Pow
160. of audio from navigation receiver only Clockwise rotation increases audio level 9 NAVIGATION RECEIVER FRACTIONAL MEGAHERTZ SELECTOR Selects navigation receiver frequency in 0 05 MHz steps between 0 00 and 0 95 MHz 10 COURSE DEVIATION POINTER Indicates course de viation from selected omni bearing 11 OFF TO FROM OMNI INDICATOR Operates only with VOR signal OFF position flag indicates unreliable signal or no signal When OFF position disappears indicator shows whether selected course is TO or FROM the station 1 RECEIVER TRANSMITTER FREQUENCY INDICATOR 12 RECIPROCAL COURSE INDEX Indicates reciprocal 2 NAVIGATION RECEIVER FREQUENCY INDICATOR of selected VOR course 3 SQUELCH CONTROL Used to adjust signal threshold neces 13 OMNI BEARING SELECTOR OBS Selects desired sary to activate receiver audio Clockwise rotation CORREO ROTA a WOR SESRLODE increases background noise decreases squelch action counterclockwise rotation decreases background noise 14 BACK COURSE BC INDICATOR LIGHT On IN 514B Only Not used with this radio 4 COMMUNICATION RECEIVER TRANSMITTER MEGA HERTZ SELECTOR Selects communication receiver transmitter frequency in 1 MHz steps between 118 and 135 MHz a 1 E 16 COURSE INDEX Indicates selected VOR course 15 BEARING DIAL PILOT S OPERATING HANDBOOK CESSNA 300 NAV COM SUPPLEMENT TYPE RT 308C SECTION 3 EMERGENCY
161. ol knob should be pushed full in during all ground operations unless heat is absolutely necessary When the knob is 4 11 SECTION 4 SECTION 4 eek m C ODEL 172M NORMAL PROCEDURES NORMAL PROCEDURES MODEL 172M pulled out to the heat position air entering the engine is not filtered Taxiing over loose gravel or cinders should be done at low engine speed to avoid abrasion and stone damage to the propeller tips BEFORE TAKEOFF USE UP AILERON T md USE UP AILERON UP ON LH WING AND j ON RH WING AND WARS NEUTRAL ELEVATOR A If the engine accelerates smoothly the airplane is ready for takeoff Since the engine is closely cowled for efficient in flight engine cooling precautions should be taken to avoid overheating during prolonged engine operation on the ground Also long periods of idling may cause fouled spark plugs MAGNETO CHECK The magneto check should be made at 1700 RPM as follows Move USE DOWN AILERON USE DOWN AILERON ignition switch first to R position and note RPM Next move switch back ON LH WING AND ON RH WING AND to BOTH to clear the other set of plugs Then move switch to the L posi DOWN ELEVATOR DOWN ELEVATOR tion note RPM and return the switch to the BOTH position RPM drop should not exceed 125 RPM on either magneto or show greater than 50 RPM differential between magnetos If there is a doubt concerning opera tion of the ignition system RPM checks at higher engine s
162. on grade straight mineral oil conforming to Specification No MIL L 6082 ENGINE OIL SYSTEM Oil for engine lubrication is supplied from a sump on the bottom of the engine The capacity of the engine sump is eight quarts one additional 1 18 SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS CESSNA MODEL 172M i i i il fi is i lled Oil is drawn from rt is required if a full flow oil filter is installed amp sump through an oil suction strainer screen into the engine driven oil mp From the pump oil is routed to a bypass valve If the oil is cold the bypass valve allows the oil to go directly from the pump to the oil fil ter If the is hot the bypass valve routes the oil out of the accessory ng and into a flexible hose leading to the oil cooler on the lower right firewall Pressure oil from the cooler returns to the Ae sory housing where it passes through the pressure strainer screen fu flow oil filter if installed The filtered oil then enters a od ue i valve which regulates engine oil pressure by allowing excessive re turn to the sump while the balance of the pressure oil is yarious engine parts for lubrication Residual oil is returned to the sump by gravity flow il filler cap oil dipstick is located at the rear of the engine on the Sue is accessible through an access door in the engine cowling The engine should not be operated on im than six quarts of oil To minimi
163. oneous readings of the static source instruments airspeed altimeter and rate of climb are suspected the alternate static source valve should be pulled on thereby supplying static pressure to these instruments from the cabin NOTE In an emergency on airplanes not equipped with an alter nate static source cabin pressure can be supplied to the static pressure instruments by breaking the glass in the face of the rate of climb indicator 3 12 SECTION 3 CESSNA it EMERGENCY PROCEDURES MODEL 1 ith the alternate static source on adjust indicated airspeed slightly wi limb or approach according to the alternate static source airspeed set table in Section 5 appropriate to vent window s configuration he airplane to be flown at the normal operating speeds during C calibrati causing t i i i iation from normal is 4 knots and Maximum airspeed and altimeter variation feet over the normal operating range with the window s closed With l i do open larger variations occur near stall speed However maxi on altimeter variation remains within 50 feet of normal SPINS Should an inadvertent spin occur the following recovery procedure should be used 1 RETARD THROTTLE TO IDLE POSITION 2 PLACE AILERONS IN NEUTRAL POSITION 3 APPLY AND HOLD FULL RUDDER OPPOSITE TO THE DIREC TION OF ROTATION 4 JUST AFTER THE RUDDER REACHES THE STOP MOVE THE CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO BREAK THE STALL Full down el
164. ontal surfaces to move the airplane If the airplane is to be towed by vehicle never turn the nose wheel more than 30 either side of center or structural damage to the nose gear could result The minimum turning radius of the airplane using differential brak ing and nose wheel steering during taxi is approximately 27 feet 5 1 2 inches To obtain a minimum radius turn during ground handling the airplane may be rotated around either main landing gear by pressing down on a tailcone bulkhead just forward of the horizontal stabilizer to raise the nose wheel off the ground WING FLAP SYSTEM The wing flaps are of the single slot type see figure 7 3 and are electrically operated by a motor located in the right wing Flap position is controlled by a switch labeled WING FLAPS on the lower center por tion of the instrument panel Flap position is electrically indicated by a wing flap position indicator on the right side of the panel To extend the wing flaps the flap switch which is spring loaded to the center or off position must be depressed and held in the DOWN position until the desired degree of extension is reached Normal full flap extension in flight will require approximately 9 seconds After the flaps reach maximum extension or retraction limit switches will auto Matically shut off the flap motor To retract the flaps place the flap switch in the UP position The Switch will remain in the UP position without manual assistance
165. opel ler through several times by hand to break loose or limber the oil thus conserving battery energy 4 20 CESSNA CODEL 172M SECTION 4 NORMAL PROCEDURES NOTE i h by hand treat it as When pulling the propeller throug if the ignition switch is turned on A loose or broken ground wire on either magneto could cause the engine to fire 18 lower weather the use of an external pre E dd are recommended whenever possible En starting and to reduce wear and abuse to the engine and a a eal system Pre heat will thaw the oil trapped in the oil cooler E robably will be congealed prior to starting in extremely cold tem When using an external power source the position of the mas reich is important Refer to Section 7 under Ground Service Plug for operating details Cold weather starting procedures are as follows With Preheat 1 With ignition switch OFF and throttle closed prime the engine four to eight strokes as the propeller is being turned over by hand NOTE Use heavy strokes of primer for best atomization of fuel After priming push primer all the way in and turn to locked position to avoid possibility of engine drawing fuel through the primer 2 Propeller Area CLEAR 3 Master Switch ON 4 Mixture FULL RICH 5 Throttle OPEN 1 8 INCH 6 Ignition Switch START T Release ignition switch to BOTH when engine starts 8 Oil Pressure CHECK
166. oper 10 ating frequency in 50 kHz steps This knob has two positions one for the 0 and one for the 5 FRACTIONAL MEGAHERTZ SELECTOR KNOB Selects oper ating frequency in tenths of a Megahertz 0 9 IDENT KNOB Rotation of this control increases or decreases the volume of the received station s Ident signal An erratic display accompanied by the presence of two Ident signals can result if the airplane is flying in an area where two stations using the same frequency are transmitting DIM PUSH TEST KNOB DIM Controls the brilliance of the readout lamp s segments Rotate the control as desired for proper lamp illumina tion in the function window The frequency window is dim med by the aircraft s radio light dimming control PUSH TEST This control is used to test the illumination of the readout lamps with or without being tuned to a sta tion Press the control a readout of 188 8 should be seen with the mode selector switch in the MIN or KNOTS position The decimal point along with 188 8 will light in the MILES mode When the control is released and had the DME been channeled to a nearby station the dis tance to that station will appear If the station channel ed was in range a bar readout will be seen or MODE SELECTOR SWITCH OFF Turns the DME OFF MILES Allows a digital readout to appear in the window which represents slant range in nautical miles to or from the channeled station MIN
167. orced landing where emergency assistance is re quired the ELT should be utilized as follows SECTION 5 1 ENSURE ELT ACTIVATION Turn a radio transceiver ON and PERFORMANCE select 121 5 MHz If the ELT can be heard transmitting it was ac tivated by the g switch and is functioning properly If no emergen cy tone is audible gain access to the ELT and place the function se There is no change to the airplane performance data when this equip ment is installed el ol eoe 0 eee ee e 3 4 blank oe ia WES i pILOT S OPERATING HANDBOOK CESSNA 300 TRANSCEIVER SUPPLEMENT TYPE RT 524A SUPPLEMENT CESSNA 300 TRANSCEIVER Type RT 524A SECTION 1 GENERAL The Cessna 300 Transceiver shown in Figure 1 is a self contained communications system capable of receiving and transmitting on any one of 360 manually tuned crystal controlled channels The channels are spaced 50 kHz apart and cover a frequency range of 118 00 thru 135 95 MHz The 300 Transceiver system consists of a panel mounted receiver transmitter a spike antenna and interconnecting cables The system utilizes the airplane microphone headphone and speaker All of the required operating controls are mounted on the front panel of the 300 Transceiver except the microphone switch In addition when two or more radios are installed a transmitter selector switch anda speaker phone selector switch are provided Each control function is descri
168. peeds will usu ally confirm whether a deficiency exists An absence of RPM drop may be an indication of faulty grounding of one side of the ignition system or should be cause for suspicion that the magneto timing is set in advance of the setting specified ALTERNATOR CHECK Prior to flights where verification of proper alternator and voltage regulator operation is essential such as night or instrument flights a positive verification can be made by loading the electrical system momen CODE NOTE tarily 3 to 5 seconds with the optional landing light if so equipped or nm by operating the wing flaps during the engine runup 1700 RPM The am WIND DIRECTION P Strong quartering tail winds require caution l meter will remain within a needle width of zero if the alternator and vol Avoid sudden bursts of the throttle and sharp tage regulator are operati overl braking when the airplane is in this attitude Bu AS IRE DEORE EY Use the steerable nose wheel and rudder to maintain direction TA K E F F i POWER CHECK Figure 4 2 Taxiing Diagram It is important to check full throttle engine operation early in the 4 12 4 13 SECTION 4 CESSNA NORMA L PROCEDURES MODEL 17244 takeoff run Any signof rough engine operation or sluggish engine acce eration is
169. r handle a conventional interior door han dle a key operated door lock left door only a door stop mechanism 1 15 SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS CESSNA MODEL 172M and an openable window in the left door An openable right door window is also available To open the doors from outside the airplane utilize the recessed door handle near the aft edge of either door by grasping the forward edge of the handle and pulling outboard To close or open the doors from inside the airplane use the combination door handle and arm rest The inside door handle has three positions and a placard at its base which reads OPEN CLOSE and LOCK The handle is spring loaded to the CLOSE up posi tion When the door has been pulled shut and latched lock it by rotating the door handle forward to the LOCK position flush with the arm rest When the handleis rotated to the LOCK position an over center action will hold it in that position NOTE Accidental opening of a cabin door in flight due to improper closing does not constitute a need to land the airplane The best procedure is to set up the airplane in a trimmed condi tion at approximately 75 knots momentarily shove the door outward slightly and forcefully close and lock the door by normal procedures Exit from the airplane is accomplished by rotating the door handle from the LOCK position past the C
170. r sig nals between 108 00 and 117 95 MHz in 50 kHz steps The communication receiver transmitter and the navigation receiver are synthesizer control led and are tuned automatically when the frequency is selected A DME receiver transmitter or a glide slope receiver or both may be interconnected with the Cessna 300 Nav Com set for automatic selec tion of the associated DME or GS frequency When a VOR frequency is selected on the Nav Com the associated VORTAC or VOR DME station frequency will also be selected automatically likewise if a localizer fre quency is selected the associated glide slope frequency will be selected automatically All controls of the Cessna 300 Nav Com except the omni bearing Selector knob OBS which is located on the course indicator are mount ed on the front panel of the receiver transmitter The course indicator includes either a single pointer and related OFF flag for VOR LOC indi cation only or dual pointers and related OFF flags for both VOR LOC and glide slope indications The course indicator also incorporates a back course lamp BC which lights when back course operation is select ed In addition when two or more radios are installed a transmitter Selector switch and a speaker phone selector switch are provided Each Control function is described in Figure 1 1 of 6 CESSNA 300 NAV COM TYPE RT 328T RECEIVER TRANSMITTER FREQUENCY INDICATOR NAVIGATION RECEIVER FREQUENCY I
171. rcuit breakers are located below the pilot s control wheel A master switch ignition switch and primer are located on the lower left corner of the panel A pedestal is installed below the panel and contains the elevator trim tab control wheel and indicator and provides a bracket for the microphone The fuel selector valve handle is located at the base of the pedestal A parking brake handle is located below the instrument panel in front of the pilot For details concerning the instruments switches circuit breakers 7 8 SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS CESSNA MODEL 172M and controls on this panel refer in this section to the description of the systems to which these items are related GROUND CONTROL Effective ground control while taxiing is accomplished through nose wheel steering by using the rudder pedals left rudder pedal to steer left and right rudder pedal to steer right When a rudder pedal is depressed a spring loaded steering bungee which is connected to the nose gear and to the rudder bars will turn the nose wheel through an arc of approxi mately 10 each side of center By applying either left or right brake the degree of turn may be increased up to 30 each side of center Moving the airplane by hand is most easily accomplished by attaching a tow bar to the nose gear strut If a tow bar is not available or pushing is required use the wing struts as push points Do not use the vertical or horiz
172. re the time required for the cruise portion of the trip is 404 Nautical Miles 99 Knots 4 1 Hours V CESSNA p SECTION 5 MODEL 172M PERFORMANCE The fuel required for cruise is endurance times fuel consumption 4 1 hours x 7 0 gallons hour 28 7 Gallons The total estimated fuel required is as follows Engine start taxi and takeoff 1 1 Climb 2 3 Cruise 28 7 Total fuel required 32 1 Gallons This will leave a fuel reserve of 38 0 32 1 5 9 Gallons Once the flight is underway ground speed checks will provide a more accurate basis for estimating the time enroute and the corresponding fuel required to complete the trip with ample reserve LANDING A procedure similar to the takeoff calculations should be used for estimating the landing distance at the destination airport Figure 9 10 presents maximum performance technique landing distances for various airport altitude and temperature combinations The distances corres ponding to 2000 feet altitude and 30 C should be used and result in the following 590 Feet 1370 Feet Ground roll Total distance to clear a 50 foot obstacle correction for wind may be made based on Note 2 of the landing chart The distance correction for a 6 knot headwind is 6 Knots 10 7 Decrease This results in the following wind corrected figures 549 Feet 1274 Feet Ground roll Total distance over a 50 foot obstacle These distances are well withi
173. results in the greatest gain in altitude in a given time METEOROLOGICAL TERMINOLOGY OAT 1 6 Outside Air Temperature is the free air static temperature It is expressed in either degrees Celsius formerly Centi grade or degrees Fahrenheit CESSNA SECTION 1 MODEL 172M GENERAL Standard Standard Temperature is 15 C at sea level pressure altitude Tempera and decreases by 2 C for each 1000 feet of altitude ture Pressure Pressure Altitude is the altitude read from an altimeter Altitude when the barometric subscale has been set to 29 92 inches of mercury 1013 mb ENGINE POWER TERMINOLOGY BHP RPM Static RPM Brake Horsepower is the power developed by the engine Revolutions Per Minute is engine speed Static RPM is engine speed attained during a full throttle en gine runup when the airplane is on the ground and stationary AIRPLANE PERFORMANCE AND FLIGHT PLANNING TERMINOLOGY Demon strated Crosswind Velocity Usable Fuel Unusable Fuel GPH NMPG g Demonstrated Crosswind Velocity is the velocity of the cross wind component for which adequate control of the airplane during takeoff and landing was actually demonstrated during certification tests The value shown ig not considered to be limiting Usable Fuel is the fuel available for flight planning Unusable Fuel is the quantity of fuel that can not be safely used in flight Gallons Per Hour is the amount of fuel in gallons consumed per
174. rt the rod into the aligned holes Proper installation of the lock will place the red flag over the ignition switch In areas where high or gusty winds occur a control surface lock should be installed over the vertical stabi lizer and rudder The control lock and any other type of locking device should be removed prior to starting the engine ENGINE The airplane is powered by a horizontally opposed four cylinder overhead valve air cooled carbureted engine with a wet sump oil sys tem The engine is a Lycoming Model O 320 E2D and is rated at 150 horsepower at 2700 RPM The engine should develop a static RPM of approximately 2300 to 2420 RPM at full throttle with the carburetor heat off Major accessories include a starter and belt driven alternator mounted on the front of the enzine and dual magnetos and a vacuum pump which are mounted on an accessory drive pad on the rear o the engine Provisions are also made for a full flow oil filter ENGINE CONTROLS Engine power is controlled by a throttle iocated on the lower center portion of the instrument panel The throttle operates ina conventional manner in the full forward position the throttle is open and in the full aft position it is closed A friction lock which is a round knurled disk is located at the base of the throttle and is operated by rotating the lock clockwise to increase friction or counterclockwise to decrease it The mixture control mounted adjacent to the throttle
175. sired mode 3 Frequency Selector Knobs SELECT operating frequency 4 Radio VOLUME Control ON and adjust to listening level 5 SQUELCH Control ROTATE counterclockwise to decrease background noise SECTION 5 PERFORMANCE There is no change to the airplane performance when this avionic equipment is installed 3 4 blank LOT S OPERATING HANDBOOK CESSNA 300 NAV COM gUPPLEMENT TYPE RT 308C SUPPLEMENT CESSNA 300 NAV COM VOR Only Type RT 308C SECTION 1 GENERAL The Cessna 300 Nav Com Type RT 308C shown in Figure 1 con sists of a panel mounted receiver transmitter RT 308C and a single course deviation indicator IN 514R or IN 514B The RT 308C Receiver Transmitter includes a 360 channel VHF communication receiver trans mitter and a 160 channel VHF navigation receiver both of which may be operated simultaneously The communication receiver transmitter receives and transmits sig nals between 118 00 and 135 95 MHz in 50 kHz steps The navigation re ceiver receives and interprets VHF omnidirectional range VOR signals between 108 00 and 117 95 MHz Although localizer signals all odd tenth frequencies between 108 1 and 111 9 MHz can also be received the navigation receiver does not include the circuits required to actuate the course deviation needle However the audio portion of the localizer is audible so that flight information such as that broadcast in certain areas on se
176. t USE OF PERFORMANCE CHARTS Performance data is presented in tabular or graphical form to illus trate the effect of different variables Sufficiently detailed information is provided in the tables so that conservative values can be selected and used to determine the particular performance figure with reasonable accuracy SAMPLE PROBLEM The following sample flight problem utilizes information from the various charts to determine the predicted performance data for a typical flight The following information is known AIRPLANE CONFIGURA TION Takeoff weight 2250 Pounds Usable fuel 38 Gallons TAKEOFF CONDITIONS Field pressure altitude 1500 Feet Temperature 28 C 16 C above standard Wind component along runway 12 Knot Headwind Field length 3500 Feet 9 3 SECTION 5 CESSN PERFORMANCE CRUISE CONDITIONS Total distance Pressure altitude Temperature Expected wind enroute 420 Nautical Miles 5500 Feet 20 C 16 C above standard 10 Knot Headwind LANDING CONDITIONS Field pressure altitude 2000 Feet Temperature 25 C Wind component along runway 6 Knot Headwind Field length 3000 Feet TAKEOFF The takeoff distance chart figure 5 4 should be consulted keeping in mind that the distances shown are based on maximum performance techniques Conservative distances can be established by readin
177. t wire S 7 z 5 1 ca ajajan a gt z e z te X S z o Gu 7 S o d 4 4 2 ay re a 5 a lt J o o Qp ni a z ac 0 e 9d fj u do KM nee e lt lt a a E O m ve Ay HOw Zoa O Ei gt 0 ox co Weight Balance amp Equipment List Revision Page 1 PENN AVIONICS INC VFAR714K 1209 Ward Ave West Chester PA 19380 Tel 610 436 1200 AIC Tail N80619 AIC Make CESSNA Register Name Courtland Dunn AIC Model 172M Name 2 AIC Serial 17266673 Address 1 595 Coatesville Road WO Ref Address 2 WB Date May 10 2010 City State PC West Grove PA 19390 WB ID 4 1354 Previous data taken from document dated Jan 07 1991Previous useful load 811 35 Model Description LB IN Weight CG Arm Moment Previous data 1488 65 39 30 58512 80 REMOVED ITEMS RT 328T CESSNA NAV COM 6 70 13 50 90 45 REMOVED SUB TOTAL 1 item 6 70 13 50 90 45 INSTALLED ITEMS MK12D CESSNA NAV COM 4 50 13 50 60 75 INSTALLED SUB TOTAL 1 item 4 50 13 50 60 75 NEW DATA gt gt NEW USEFUL LOAD 813 55 1486 45 39 34 58483 10 This weight and balance document modifies past existing weight and balance data contained in the aircraft records This facility cannot verify that the existing weight and balance data contained in the aircraft records reflect the correct weight and balance of this aircra
178. t back CESSNA MODEL 172M SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS NARROW RELEASE STRAP TC fun Pull up when lengthening i Pda STANDARD SHOULDER during emerg i harness or during emergency j HARNESS EARLY AIRPLANES release after seat belt is unlatched FREE END OF HARNESS Pull down to tighten METAL RETAINING STUD ON END PLATE Snap into retaining slot of belt to attach harness SHOULDER HARNESS RETAINING STUD SLOT ON SEAT BELT LINK ll SEAT BELTS AND SHOULDER HARNESSES EN All seat positions are equipped with seat belts see figure 7 4 The THE pilot s and front passenger s seats are also equipped with separate shoui PILOT S SEATSHOWN der harnesses shoulder harnesses are available for the rear seat posi tions Integrated seat belt shoulder harnesses with inertia reels can be furnished for the pilot s and front passenger s seat positions if desired SEAT BELTS board The belt and attaching shoulder harness configuration will differ CN i between early and later airplanes In early airplanes the buckle half of ae aa the seat belt is outboard of each seat and is the adjustable part of the belt i TB the link half of the belt is inboard and has a fixed length In later air l planes the buckle half of the seat belt is inboard of each seat and has a li The seat belts at ali seat positions are attached to fittings on the floor
179. tage Sensor and Warning Light Circuit Breakers and Fuses Ground Service Plug Receptacle Lighting Systems VoM e uud Exterior Lighting Interior Lighting Cabin Heating Ventilating and Defrosting Sy Pitot Static System and Instruments Airspeed Indicator Rate of Climb Indicator Altimeter e ends uuu Vacuum System and Instruments Attitude Indicator Directional Indicator Suction Gage Stall Warning System Avionics Support Equipment Audio Control Panel ka ts Transmitter Selector Switch Automatic Audio Selector Switch Audio Selector Switches Microphone Headset Static Dischargers CESSNA MODEL 172M Page 7 26 7 27 1 27 7 28 7 28 7 28 7 29 7 31 1 32 7 32 1 32 1 32 1 34 1 34 oJ m 7 CESSNA SECTION 7 MODEL 172M AIRPLANE amp SYSTEMS DESCRIPTIONS INTRODUCTION This section provides description and operation of the airplane and jts systems Some equipment described herein is optional and may not be installed in the airplane Refer to Section 9 Supplements for details of other optional systems and equipment AIRFRAME The construction of the fuselage is a conventional formed sheet metal bulkhead stringer and skin design referred to as semi monocoque Major items of structure are the front and rear carry through spars to which the wings are attached a bulkhead and forgings for main landing gear attachment at the base of the rear doorposts and a bulkhead
180. ter in gestion or carburetor ice The mixture setting should be readjusted for smoothest operation In extremely heavy rain the use of partial carburetor heat control 4 16 SECTION 4 CESSNA NORMAL PROCEDURES MODEL 172M mately 2 3 out and part throttle closed at least one inch may to retain adequate power Power changes should be made nece followed by prompt adjustment of the mixture for smoothest cautt STALLS isti i d aural warning is pro tall characteristics are conventional an ms stall warning horn which sounds between 5 and 10 knots above the stall in all configurations Power off stall speeds at maximum weight for both forward and aft c g positions are presented in Section 5 SPINS Intentional spins are approved in this airplane within certain restrict ed loadings Spins with baggage loadings or occupied rear seat s are not approved However before attempting to perform Spins several items oe be be carefully considered to assure a safe flight No spins should be px tempted without first having received dual instruction both in spin n and spin recoveries from a qualified instructor who is familiar wit e spin characteristics of the Cessna 172M The cabin should be clean and all loose equipment including the mi crophone and rear seat belts should be stowed or secured For a solo flight in which spins will be conducted the copilot s seat belt and shoulder harness should also be secur
181. the airplane limitations when this avionic equipment is installed However the pilot should be aware that on many Cessna airplanes equipped with the windshield mounted glide slope antenna pilots should avoid use of 2700 100 RPM or 1800 100 RPM with a three bladed propeller during ILS approaches to avoid propeller interference caused oscillations of the glide slope deviation pointer SECTION 3 EMERGENCY PROCEDURES There is no change to the airplane emergency procedures when this avionic equipment is installed SECTION 4 NORMAL PROCEDURES TO TRANSMIT 1 XMTR SEL Switch SELECT transceiver 2 COM Frequency Selector Knobs SELECT operating frequency 3 OFF VOL Control ON 4 Mike Button DEPRESS TO RECEIVE 1 XMTR SEL Switch SELECT transceiver 2 SPEAKER PHONE Switch SELECT desired mode 3 COM NAV Frequency Selector Knobs SELECT frequency 4 VOL Control Adjust to listening level OFF VOL knob must be ON 5 SQ Control ROTATE counterclockwise to decrease background noise TO OPERATE IDENT FILTER 1 ID T Switch CENTER unmarked to include filter in audio circuit of both receivers CESSNA 300 NAV COM pILOT S OPERATING HANDBOOK TYPE RT 528E 1 SUPPLEMENT 2 ID T Switch ID position disconnects filter from audio circuit to hear navigation station identifier Morse Code signal NOTE The ID T switch should be left in ID position for best communications rec
182. the pilot desires touse To select a transmitter rotate the switch to the number corres ponding to that transmitter The numbers 1 2 and 3 above the switch cor respond to the top second and third transceivers in the avionics stack An audio amplifier is required for speaker operation and is automati cally selected along with the transmitter by the transmitter selector Switch As an example if the number 1 transmitter is selected the audio amplifier in the associated NAV COM receiver is also selected and func tions as the amplifier for ALL speaker audio In the event the audio am plifier in use fails as evidenced by loss of all speaker audio select another transmitter This should re establish speaker audio Headset audio is not affected by audio amplifier operation AUTOMATIC AUDIO SELECTOR SWITCH A toggle switch labeled AUTO can be used to automatically match the appropriate NAV COM receiver audio to the transmitter being select ed To utilize this automatic feature leave all NAV COM receiver Switches in the OFF center position and place the AUTO selector switch 1n either the SPEAKER or PHONE position as desired Once the AUTO Selector switch is positioned the pilot may then select any transmitter and its associated NAV COM receiver audio simultaneously with the trans mitter selector switch If automatic audio selection is not desired the UTO selector switch should be placed in the OFF center position 7 35
183. the required ANNUAL inspection air craft operated commercially for hire must have a complete inspection every 100 hours of operation The FAA may require other inspections by the issuance of airworthi ness directives applicable to the airplane engine propeller and compo nents It is the responsibility of the owner operator to ensure compliance with all applicable airworthiness directives and when the inspections are repetitive to take appropriate steps to prevent inadvertent noncompliance In lieu of the 100 HOUR and ANNUAL inspection requirements an airplane may be inspected in accordance with a progressive inspection Schedule which allows the work load to be divided into smaller operations that can be accomplished in shorter time periods The CESSNA PROGRESSIVE CARE PROGRAM has been developed to provide a modern progressive inspection schedule that satisfies the com Plete airplane inspection requirements of both the 100 HOUR and ANNUAL Inspections as applicable to Cessna airplanes The program assists the Owner in his responsibility to comply with all FAA inspection requirements While ensuring timely replacement of life limited parts and adherence to factory recommended inspection intervals and maintenance procedures 8 5 SECTION 8 HANDLING SERVICE amp MAINTENANCE CESSNA MODEL 172M CESSNA PROGRESSIVE CARE The Cessna Progressive Care Program has been designed to help you realize maximum utilization of yo
184. tips and on the leading edges should be dressed out as soon as possible since these nicks produce stress concentrations and if ignored may result in cracks Never use an alkaline cleaner on the remove grease and dirt with carbon tetrachloride or Stoddard solvent ENGINE CARE The engine may be cleaned with Stoddard solvent or equivalent then dried thoroughly CAUTION Particular care should be given to electrical equipment before cleaning Cleaning fluids should not be allowed to enter magnetos starter alternator and the like Protect these components before saturating the engine 8 13 CESSNA MODEL 172M SECTION 8 HANDLING SERVICE amp MAINTENANCE with solvents All other openings should also be covered before cleaning the engine assembly Caustic cleaning solutions should be used cautiously and should always be properly neutralized after their use INTERIOR CARE To remove dust and loose dirt from the upholstery and carpet clean the interior regularly with a vacuum cleaner Blot up any spilled liquid promptly with cleansing tissue or rags Don t pat the spot press the blotting material firmly and hold it for sev eral seconds Continue blotting until no more liquid is taken up Scrape off sticky materials with a dull knife then spot clean the area Oil spots may be cleaned with household spot removers used spar ingly Before using any solvent read the instructions on the container and test it on an o
185. turn coordinator sym bolic airplane wing opposite the lower left index mark for 60 seconds Then roll back to level flight by leveling the miniature airplane 3 Check accuracy of the turn by observing the compass heading which should be the reciprocal of the original heading 4 If necessary adjust heading primarily with skidding motions rather than rolling motions so that the compass will read more ac curately 5 Maintain altitude and airspeed by cautious application of elevator control Avoid overcontrolling by keeping the hands off the control wheel and steering only with rudder EMERGENCY DESCENT THROUGH CLOUDS If conditions preclude reestablishment of VFR flight by a 180 turn a descent through a cloud deck to VFR conditions may be appropriate If possible obtain radio clearance for an emergency descent through clouds To guard against a spiral dive choose an easterly or westerly heading to minimize compass card swings due to changing bank angles In addition keep hands off the control wheel and steer a straight course with rudder control by monitoring the turn coordinator Occasionally check the com pass heading and make minor corrections to hold an approximate course Before descending into the clouds set up a stabilized let down condition as follows 1 Apply full rich mixture 2 Use full carburetor heat 3 11 an t rfi il d M
186. u QOO M ae er A C oOozozuuuert aunar Inn vx Vo ei ua Zo cu Wu quU N e Nt ui CQ o Coo3U0 C 1 o3 V X w weeee ee Sibi Due 2 id i DICH EE IR UNC OI d 28 dE ie rr Orm da 00r odd ded A23 4 A222 UJ uud uu ds ua ru I ww uJuJ ULI mA LL ANNMNNNMY arn uw ao mo Aas pe i a oOoucwnosga voco O9 nO 5 p od d pP or Ert td t bd t 14 54 i ads CALA P OO et INN 0 aa Pe Am De oo0o0o000 e Tm NAN en em e St iu uuu UULU uiu uu SECTION 6 CESSNA CESSNA SECTION 6 WEIGHT amp BALANCE MODEL 172M MODEL 172M WEIGHT amp BALANCE EQUIPMENT LIST EQUIPMENT LIST COHAONDOMNNAWN qm oOmcdDfhdoOoOwoooo 9594495999 5969 9099 040 009900 Quo fru OQ I e S uvoo AUDLPHFORAAOMN XS D ee N rm i LAN HOSEOFOOTOD OOMOO EMMO POON 9499 9 9 9 9 9 9494544 8949 9 9 9 9 4 maeOm O0O00O0m 0000 at 44 eo NIN c c e bee ud S aN re eoo D mi d oe O x O0 e DO m rine OO a t l it i 8g ce e MA 0 m H c DO AS e oy Ord Re wn a WN BOS PAM OAM eO eO nO me z d m di a US gt Oo 9 O0O0000 DOD e allie Lo e
187. um oa C2OCOCDCOCOCOCOCOUOCO QO DC QqQ O00O07m0 2209 P aj CC ul Ww ua N T ee TT ec N z C 3 C oO LIUC 2 t uJ u DZ 2 z Qo a wh lt a wes x gt Ww Z aq 4 lt Z W ae Cou ON O n lt Ou o c T ra Mi oe Oe D z Lime x oa ui wO wv lt k O Lid me E wu OO a 5 a Fe X a T I WOW e ul 2a z O a gt ze a X ws Z uw OC wn a ON SQ amp ve 2 O C ui c C C wuse Lru cc x 9 4 at ai ae Cc v x gt u w Z wn eu e c us c x Ou Ow gt uv c oc A u Hua z e NO cC A 2 m wO I 51 Fo Ql vc On XJI Da I Sa Val D v z I aT 0 2 u c O 5 z i Davu Cw ae u ul e Cau O O du o uj Lit e o m gt 5 lt ea u i Q ad a tm e Cr OX z ul Ca e Ji Us Tare x I Aa M v c Q N gt Z d Or o x X us Baw JO Went pnw lt a Ww lt Z Wz ar z ox e3 gt gt 0 2 OY C uz w Qr m 5 p Io zOr 5 ux gt a COK ar Yu Ws Ou x 7 O u rm gt Z v dd OZ oO 0 xLr O unouu 444 c cy YM sot se d QOV VIZ q FFU D UDO S Wind Ww Li lt D DDZ WOE Oac CEuU uZO 0 ZA e A dt ex3 exXdquqx2a4a2 2222 ul uo dex ax 222 in Da wae a f z lo xx a Owm d S WO VOW coo Cee N eOr Duze Da lt a Oujat J 0 U qQuUu Quo Je A wo lt
188. unction selector switch to ON immediately INSERT PLUG IN JACK amp WIRE prse ee ptit erue TO REMOTE SWITCH 4 FOLLOWING RESCUE Place ELT function selector switch in the OFF position terminating emergency transmissions 1 COVER Removable for access to battery I 2 FUNCTION SELECTOR SWITCH 3 position toggle switch SECTION 4 ON Activates transmitter instantly Used for test purposes Ttt and if g switch is inoperative NORMAL PROCEDURES OFF Deactivates transmitter Used during shipping stora T and following rescue ila MES As long as the function selector switch remains in the ARM position the ELT automatically activates following an impact of 5g or more over a ARM Activates transmitter only when g switch receives 5g short period of time or more impact f f Following a lightning strike or an exceptionally hard landing the ELT may activate although no emergency exists To check your ELT for inadvertent activation select 121 5 MHz on your radio transceiver and listen for an emergency tone transmission If the ELT can be heard trans mitting place the function selector switch in the OFF position and the tone should cease Immediately place the function selector switch in the ARM position to re set the ELT for normal operation 3 ANTENNA RECEPTACLE Connection to antenna mounted on top of the tailcone Figure 1 ELT Control Panel SECTION 3 EMERGENCY PROCEDURES Immediately after a f
189. ur airplane at a minimum cost and down time Under this program your airplane is inspected and maintained in four operations at 50 hour intervals during a 200 hour period The oper ations are recycled each 200 hours and are recorded in a specially pro vided Aircraft Inspection Log as each operation is conducted The Cessna Aircraft Company recommends Progressive Care for air planes that are being flown 200 hours or more per year and the 100 hour inspection for all other airplanes The procedures for the Progressive Care Program and the 100 hour inspection have been carefully worked out by the factory and are followed by the Cessna Dealer Organization The complete familiarity of Cessna Dealers with Cessna equipment and factory approved procedures provides the highest level of service possible at lower cost to Cessna owners Regardless of the inspection method selected by the owner he should keep in mind that FAR Part 43 and FAR Part 91 establishes the require ment that properly certified agencies or personnel accomplish all required FAA inspections and most of the manufacturer recommended inspections CESSNA CUSTOMER CARE PROGRAM Specific benefits and provisions of the CESSNA WARRANTY plus other important benefits for you are contained in your CUSTOMER CARE PRO GRAM book supplied with your airplane You will want to thoroughly re view your Customer Care Program book and keep it in your airplane at all times Coupons attached to the
190. ure is accompanied by a rise in oil temper ature there is good reason to suspect an engine failure is imminent Re duce engine power immediately and select a suitable forced landing field Use only the minimum power required to reach the desired touchdown spot 3 14 Fr SECTION 3 F CESSNA EMERGENCY PROCEDURES MODEL 172M ELECTRICAL POWER SUPPLY SYSTEM MALFUNCTIONS j in the electrical power supply system can be detected by j M of the ammeter and over voltage warning light how pe he cause of these malfunctions is usually difficult to determine A dob drive belt or wiring is most likely the cause of alterna dee res although other factors could cause the problem A damaged pude S erly adjusted voltage regulator can also cause malfunctions e rien E of this nature constitute an electrical emergency and should be immediately Electrical power malfunctions usually fall into gealt iia ories excessive rate of charge and insufficient rate of charge Tho paragraphs describe the recommended remedy for each situation EXCESSIVE RATE OF CHARGE ine starting and heavy electrical usage at low engine speeds Et taxiing the battery condition will be low enough to ac cept above normal charging during the initial part of a flight pa after thirty minutes of cruising flight the ammeter should be indicating less than two needle widths of charging current If the charging rate pee to remain above this value on a lo
191. with attaching plates at the base of the forward doorposts for the lower attach ment of the wing struts Four engine mount stringers are also attached to the forward doorposts and extend forward to the firewall The externally braced wings containing the fuel tanks are construct ed of a front and rear spar with formed sheet metal ribs doublers and stringers The entire structure is covered with aluminum skin The front spars are equipped with wing to fuselage and wing to strut attach fittings The aft spars are equipped with wing to fuselage attach fittings and are partial span spars Conventional hinged ailerons and single slotted flaps are attached to the trailing edge of the wings The ailerons are construct ed of a forward spar containing a balance weight formed sheet metal ribs and V type corrugated aluminum skin joined together at the trailing edge The flaps are constructed basically the same as the ailerons with the ex ception of the balance weight and the addition of a formed sheet metal lead ing edge section The empennage tail assembly consists of a conventional vertical Stabilizer rudder horizontal stabilizer and elevator The vertical Stabilizer consists of a spar formed sheet metal ribs and reinforcements wrap around skin panel formed leading edge skin and a dorsal The rudder is constructed of a formed leading edge skin containing hinge halves a center wrap around skin panel ribs an aft wrap around skin pan
192. with the AUTO selector switch in the SPEAKER position all audio selector switches placed in the PHONE position will automatically be connected to both the airplane speaker and any headsets in use MICROPHONE HEADSET The microphone headset combination consists of the microphone and headset combined in a single unit and a microphone keying switch located on the left side of the pilot s control wheel The microphone headset per mits the pilot to conduct radio communications without interrupting other control operations to handle a hand held microphone Also passengers need not listen to all communications The microphone and headset jacks are located near the lower left corner of the instrument panel STATIC DISCHARGERS If frequent IFR flights are planned installation of wick type static dis Chargers is recommended to improve radio communications during flight 7 37 SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS CESSNA MODEL 172M through dust or various forms of precipitation rain freezing rain snow or ice crystals Under these conditions the build up and discharge of static electricity from the trailing edges of the wings rudder elevator propeller tips and radio antennas can result in loss of usable radio signals on all communications and navigation radio equipment Usually the ADF is first to be affected and VHF communication equipment is the last to be affected Installation of static disch
193. y choose to receive similar notification in the form of Service Letters directly from the Cessna Customer Services Department A subscription form is supplied in your Customer Care Program book for your use should you choose to request this service Your Cessna Dealer will be glad to supply you with details concerning these follow up programs and stands ready through his Service Department to supply you with fast efficient low cost service PUBLICATIONS Various publications and flight operation aids are furnished in the Tu SECTION 8 HANDLING SERVICE amp MAINTENANCE CESSNA MODEL 172M airplane when delivered from the factory These items are listed below e CUSTOMER CARE PROGRAM BOOK 9 PILOT S OPERATING HANDBOOK OR SUPPLEMENTS FOR YOUR AIRPLANE AVIONICS AND AUTOPILOT e POWER COMPUTER SALES AND SERVICE DEALER DIRECTORY The following additional publications plus many other supplies that are applicable to your airplane are available from your Cessna Dealer e SERVICE MANUALS AND PARTS CATALOGS FOR YOUR AIRPLANE ENGINE AND ACCESSORIES AVIONICS AND AUTOPILOT Your Cessna Dealer has a Customer Care Supplies Catalog covering all available items many of which he keeps on hand He will be happy to place an order for any item which is not in stock AIRPLANE FILE There are miscellaneous data information and licenses that are a part of the airplane file The following is a checklist for that
194. ystem 7 24 7 25 e SECTION 7 AIRPLANE amp SYSTEMS DESCRIPTIONS CESSNA MODEL 172M except when either an external power source is connected or the starter switch is turned on then a power contactor is automatically activated to open the circuit to the electronic bus Isolating the electronic circuits in this manner prevents harmful transient voltages from damaging the tran sistors in the electronic equipment MASTER SWITCH The master switch is a split rocker type switch labeled MASTER and is ON in the up position and OFF in the down position The right half of the switch labeled BAT controls all electrical power to the airplane The left half labeled ALT controls the alternator Normally both sides of the master switch should be used simulta neously however the BAT side of the switch could be turned ON separate ly to check equipment while on the ground The ALT side of the switch when placed in the OFF position removes the alternator from the electri cal system With this switch in the OFF position the entire electrical load is placed on the battery Continued operation with the alternator switch in the OFF position will reduce battery power low enough to open the battery contactor remove power from the alternator field and pre vent alternator restart AMMETER The ammeter indicates the flow of current in amperes from the al ternator to the battery or from the battery to the airplane e
195. ze loss of oil through the E fo seven quarts for normal flights of less than three hours Fer i en flight fill to eight quarts dipstick indication only For engine oil grade and specifications refer to Section 8 of this handbook An oil quick drain valve is availabie to replace the drain plug bottom left side of the oil sump and provides quicker cleaner a of the engine oil To drain the oil with this vaive slip a hose over e f end of the valve and push upward on the end of the vaive until it snaps n the open position Spring clips will hold the valve open After draining use a suitable tool to snap the vaive into the extended closed position anc remove the drain hose IGNITION STARTER SYSTEM Engine ignition is provided by two engine driven magnetos DO TE Spark plugs in each cylinder The right magneto fires the lower right and upper left spark plugs and the left magneto fires the lower left and upper right spark plugs Normal operation is conducted with both magnetos due to the more complete burning of the fuel air mixture with dual ignition Ignition and starter operation is controlled by a rotary type switch located on the left switch and control panel The switch is labeled clock Wise OFF R L BOTH and START The engine should be operated both magnetos BOTH position except for magneto checks The R and Positions are for checking purposes and emergency use only When the SWitch is rotated to ihe spring

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