- --,

~ ..! Cr:SSNA
MODEL TunE
T.'\BLF: OF CON'!"!:
'. "1
,

,/ TABLE OF.COí~TENTS
,.-.l-1
SECTIO¡

:,3/ GENERAL . • • . • .•
1
I

LlMITATIONS 2
1
t-JI,
, EMERGENCY PROCEDURES. . 3

L~I NORMAL PROCEDURES..... 4

PERFORMANCE . •....... . .... 5
'1 I
WflGHT & BAll\NCE/
EQUIPMU'-IT LlST ......
6
.:.,:~¡
i AIRPLANE & SYSTEMS
:'¡;
DESCRIPTlONS . ..........
7
AIRPLANE HANDLING,
SERVICE & MAINTENANCE

- SUPPL EMENT~, ;s;: ':i:. '""l'>~. ~.;..,

(Option"1ll'-Systems Description .
, & Op~erating P~dur,es).';' ..' l.;•. ./ .:

..~. . ";0,«..
":k "~.o'

1 ~.::~: "-"';",. ~:#.'';-

T~ nandbook ill be kept curren! Q)' Servíce letlers pubtished
.•..•.. by Cessna ,.1.ircr;¡f:
COmp<1flY. These are disrributed lO Cessna DeJ.Jr:;>rsand lo ¡hose who subscriol?
lhrough lhe Owner FoJJow-Up System. t! you are nO! receí .•.ing su~)scr¡prion se:'.'íce,
ill \'~anl lO keep in rouch wit.h yeur C'25sna Deate: ior inforrn'')I:<J:l cor.c('rnjr.~
¡-ou ....••
¡he chJnge Sl.lluS:of lhe har.dbook. SubseqL'enr changc; wjJ! b~ madE' in :ne focm {Jf
. s¡i(kers. These snould be e.~amined and 3lfached 10 the 2PAt0pri2C':.' p~ge in ;1oe
nandbook immediately afier receipt; the h;:ndbook snt)uld nOi be u5,:-d ro~
operationaf purposes unId ;( has been Updcfe~ 10 a Cu,ren( 5(JluS.

<':::>' •
iii/(jv b!;!:
PllOT'S OPERATING HANDBOOK

Cessna.

HAWK XP •,

1978 MODEL R172K

Serial No. R J!l2- 2, 2 38

Registration No. 1t155QQ [0

THIS HANDBOOK INCLUDES THE MATERIAL REQUIRED

TO BE FURNISHED TO THE PILOT BY CAR PART 3

COPYRIGHT 1977

Cessna Aircraft Company

Wichita, Kansas USA

D1110-13
j
 11
I
OONGRATIJtA TIONS CESSNA
MODEL R172K

CONGRATUlATIONS ••••
wP.loo_ lO th~ raM,kiof Ce5sna o"'Me,.! YO",' Ce,m. has !leeM designecl aru;l
COM5l"~e!edlOgive you lhe moit In perfo.mM.;e, ~ono"'Y ,aMdcomlort. 111$ 0"1' de';re ,h.1
YOlU wil! findllyÜ'1gIt, eh"er lo' bu<lne5. O' plea5u'lO,'Il!ea ••nlar>d prolit,~l¡leel<perlcoce,'

Thi¡ Pi!Ot'sOpl'raliiMgHandboo~ 'has bee" pr~pa,ed a5a guide lo he'lpyoo ~t ohe mo~t
plt,uu'e anel utillly I'om y<Jur alrpl.1nc. It con!",in5 i"lormation abou1 yo,,' Cl!o$~.'5
equipment, apet,a! Ing prQt'ed U'ei •• "d peoformance: and ""gge:st,C/nslo, ih 'se,vid"s and
",re, We urg" yOu '0 r~a<Jit 'rom cove< lo CO\I"',and re•• ele< lo 11froquendy.

Ou, inleresLin you. IlyJ"1lpie_sur\! h(lSMOlceaseo ..,;th YOl" pUlcha••• of • ce!5Ma.

'World-wide" lhe' CeS$n.llDealcr QtWltli1.I,lionbaeked by ,he Ce"fl!I Gu.r<:>merSt:'rvlces
Dep"nmem '51hnd~rcady lo serve you, Th" /ollO\\\ings.,vl()()f>a'e 'offeroo by mast Ce"""
Oelll"l$: I
• itlf C1!5SNII'WAIIlRAN11l', whlm proVide'CQv.;r.s" forpans ano labor, ¡,avallableat
C~'Ma Ocal.m woridwicle. Specllk benefil5 .M pro.iiiom 01 ",arr_Ml)',"tUi oth",
limport<lnlbtinefits 1m 1'01,1,. a.~ ~Or\Wn~d ;n yo ••r CUitomer eare P"'gr~m bQQk,
supplied w.thyuur ~1'l1lon~.Warranly $Crvi",,¡'.-'ailableloyou 01 aUlho,i,.e<:tCc-s~a
De_le•• lhFO';8hool;lhe world UPOM presentatton of you, CuMome' Ca", Card whieh
e<tab'li~, yQur eligibilily under lhe warraM')'.
• fACTOR\' TRAINEOPERSONN~llo pro,,¡,re )'0\1 with caurteou. e'pefllitlrvi<:e.

• fACTOR Y APPROVEO5ERVlCEEQUI¡PMENT10 provlOOyo~dfi-cient aMdaecurate

Ylo,lun.n,h;p,

• ....STOCKOF CENUINEC£$SNA SUl\'ICE PARTSOMhand whenyou necd lhem.

,
• Tm IlATEST.AUlHORITATlVE INFORMAflON' fOR SEIl\'IClNG CESSNA AIR;-
PV\N~S, .i""" 011.108" k.epl
Cem •• Dealen !lave all or Ihe S<-rviceMilimu,.IIHnd,Pa,,~
currenl by 5<!rvke lel te" •••d 5ctviée INewi lene", jlullUlshedby Ces,n. Aircrafl
Comp'''y.
We u'S" al1ee"na OWMe'slo use lhe Ce"Ma De.let o..g31lita'i()n 10 "he full",t.

A c.men! Ce"n. Dealer Ol,edory .cc,omp.llnies yo", M'" aupla"e. Th" Oire<:lory;s
",,\sed frt;queotly; anclo CU"",nlo;QpyCltMbe ,oolalnOOhom you' Cct,ná ~ale'. Makeyour
Ditecl(fIY one of yo~, c'Q~-eountty nighl planning a¡di; a Wo!J,m w"kame awo;15you al
every Cessna o"al~r.
,
--'""'='""'""-~~~~~--~ .. ~
!l
I CESSNA
MODELHl72K .SRCTlON I
:1 G,::NER,\l.

SECTfON 1
¡

1
.:i GENERAL
11

:1
TABLE OF CONTENTS
Page
Three View
I1 Introduction' 1.2

J Descriptive Data.
Engine
Propeller
1.3
1.3
1.3

I¡ Fuel
O;]
... . ~.
. V.
1.3
1,3
Maximum Certificated Weights 1.4
1 Standard Airplane Weights . . 1,4

¡ Cabin And Entry Dimensions .

Baggage Space And Entry Dimens~ó.ris
Specific Loadings .
l-S
1-5
1.5
I Symbols. Abbréviatioris And Terminology
General Airspeed Termino]ogy And Syml;)Q!s
, 1.5
1-5
Meteorological T.erminology 1-5

II Engine Power Terminology ... :" ..... 1-6

Airplane Performance And Flight Planning Terminology 1-7
\Veight And Balance Terminology .. "..... '. . . . 1-7
1-7

'1
--1

-:

"o

1-1
SECTlON 1 CESSNA
GENER,\L MODEL R172K
• - __-1

,
,
S'

NOTES:
1. Vli"g ~p~ 11'10 ••••••••••• jlt. ll/obe
l;ghn ¡nSl;llieG.
'1. M¡~>mum ""jg"'l ~">own ~lh
nme 9""' a~'lI!'U,,:1. ~1l1¡'n.r,,~
noo,e U'ul p'op."I.,. ;"jIJl~ •• nd
l~shOnll ~Kon inll.llfif
w
3. WIlftl bu," len;t'" Is 6S •

• , PrOOCU.,. 9'c"md c:1c••• nu ~ 10 J/o(.••.

5. Wl", .,11
is '14 i.Qv'<f I••.t.
6. Miflimum lurning tll!;ull*pi"ol po;nl
10 CXI1bo.,~ wi~ tlpl ;1 21' S. ln".

I 111 Ii
\1 ¡ I

o< o<
PIVOT POI~T PIVOT POINT

",

3.'--1
"

.' -,

Figure 1-1. Three View

1-2

"
 -~

CESSNA SECTIÓN 1
MODEL R172J{ GENERAL
r
l
INTRODUCTION
This handbook contains 9 sections. and iDeludes the material required
to be furnished lo the pilot. by CAR Part 3. It al so contains supplemental
data supplied by Cessna Aircraft Company,

Section 1 provides basic data and iniormation of general interest. It

a150 contains definitions OI explanations of symbols, abbrevialions. and
tenninology common~y used.

DESCRIPTIVE DATA
ENGINE
Number oí Engines: 1.
Engine Manufacturer: Teledyn"e ContinentaL
Engine Model Number: IO-360.K.
Engine Type: Norma.lly.aspirated, direct.drive. air.-cooled; horizontally
opposed. fuel-injected. six-cylinder engine with 360 CU. in. displao' ..
mento
,. Horsep~wer R~tin'g and Engine ..Speed: 195 ra.ted BHP at 2600 RPM.
I

l" PROPELLER
Propeller Manufacturer: M-cCauley AccessoIjr Divis¡on,
Propeller' Model Number. 2A34C203/90D'CA-14,
Numbliú. oí Blades: 2. .
..Propeller Diameter. :Ma~irnum: 76 inches.
Minimum: 74.5 inehes.
Propellér Type: Constant speed and hydraulically actuated, with a low
pitch setting oC 12.0" and a high pitch setting of 25.1 (30 inch statj90).
Q

I
I
FUEL
I AppI'oved Fu:el Gn~des' (and CoJors): '
.,I 100LL Grade Avia'tion Fuei (Blue). ..-.
í
j 100 (Formerly 100/130) Grade AVia,tion Fue! (Green),
Total Capactty: 52 gallons,
Total Capacity Each Tank: 25 gallons.
Total Usable: 4~ gallons.

1-3

•
p

SECi'ION 1 CESSNA
GENERAL MODEL RI72K
c,.. ":'c.

NOTE

To ensure maxim"um fuel c"apacity when refueling. place

the fuel selector valve in either LEFT or RIGHTposítion to
preve1nt cross-feeding.
, ~

GIL

Oil Grade (S~eCificatiOh)~

MIL.L-6082 P.viation Grade Straight Mineral Oil: Use to repleoish
supply during íirst 25 hours and a.t the first 25.hour oil change.
Continue to use until a total 01 50 hours has accurnulated or oil
consurnptior. has stabilized.
i .
NOTE

The lairplane was delivered from -&!!e factory with a.

corrosían pi'"eventive a.ircraft engine oil. This Di!should be
drain,ed after the first 25 hours 01 operatíon .
. '~'".
Continental Motors Specificatian MHS-24A, Ashless Dispersant Oil:
This oi} nlust be used after first 50 hou-rs or oi! consumption has
slabilized.
Recommended Visco~ity for Tempera.ture Range:
SAE 50 ,,:bove 4°C (40°F). ,
SAE IOW30 or SAE 30 below 4°C (40°F).

NOTE
Multi-viscosity oil wÜh a range o.fSAE 10W3.0is recom-.
mended for imprpved. sta~iDg in cQld wea.ther. .

Oil CapacitY:: .
,Sump: 8 Quarts. . ..
Total: 9 Quar!s (i! oil filter installed).

MAXIMUM ¡
CERTIFICATED WEIGHTS

Takeoff, Normal Category: .2550 lbs.

Utility Category: 2200 lbs.
Landing. -No1rmal Category: 2550 lbs.
Uti1ity Category: 2200 lbs.

1-4
. . ...;.
 ~.

Cessna~
..
!:;-
"TAK¡ YOUR CESSNA HOME
fOR SERVICE Al lHE SieN
Of ¡HE CESSNA SHIÜO".

,.

CESSNA AIRCRAFT COMPANY

.' ~ WI~~ITA. KANSAS ~

 CESSNA SECTION 1
MODEL Rl72K GENERAL

Weighl in Baggage Compartment, Nonna! Cat('gory:

Baggage Area 1 (or passenge'I" Oil coild's seat) - Station 82 lo lOS: 200 .
lbs. See note below.
Baggage Area 2 - Station 108 lo 142: 50 lbs. See note below.

NOTE

The maxÜIlum combined weight capacity' for baggage

are as 1 and 2 is 200 lbs.

Weigbt in Baggage 'Compartmenl. Ulility Calegory: In this calegory. ibe

baggage compartment and rear seat must not be qccupied.

STANDARD AIRPLANE WEIGHTS

Standard Empty Weighl, Hawk XP: 1531 lbs.

Hawk XP II: 1557 lbs.
Maximum Useful Load:
Normal Category Ulility Category
Hawk XP: . 1019 lbs. 669 lbs.
Hawk XPII: 993 lbs. 643 lbs.

CABIN ANO ENTRY OfMENSIONS

Detailed dirnensions of the cabin interior a:hdentry da O! openings are

illustrated in Section 6.

BAGGAGE SPACE AND ENTRY DlMENSIONS

Dimensions of the baggage area and ,baggage daor opening are.

illustrated in detai1 in Section 6.

SPECIFIC LOADINGS
Wíng Loading: 14.71bs'lsq. ft .
. Power Loading: 13.1 lbs./hp.

SYMBOLS. ABBREVIATIONS
TERMINOLOGY
G~NERAL AIRSPEED TERMINOLOGY AND SYMBOLS
. ~
KCAS Knots Calibrated Airspeed is indicated airspeed corrected
for position and instrument erro,-and expressed in xnots.
Knots ca.librated airspeed is equal to KTAS iD standard
atmosphere at sea level.

1-5
 SECTlON 1 CESSNJ\
'. GENER.AL MODEL "1721<

K.lAS Knots Iñdicated .Airspeed is 'lhe speed shown on the

airspeed indicator and expre,ssed 'in knots.

KTAS 'Knots True Airspeed is the airspeed expressed in knots

relative to undislurbed air which is KCAS corrected for
altitude a.nd temperature:

Manuevering Spf"ed is Lhe maximum speed al which you

may use a.brupt control travel.

Maximum Flap Extended Speed is the highest speed

permissibJe with wing flaps in a prescribed extended
position.

Maximum Structural Cruising Speed is the speed that

should nol be exeeeded except in smooth air. then only with
caulia'TI .. ' .

Never Ex"ceed 'Speed i5 the speed limit Lhat may nol be

exceeded ,a\ any time.

Stalling Speed or the mmunum steady f1ight speed at

which the a.irplane is control1able.

Slalling Speed or the minimum stea.dy flighl speed al

which the airplane is controllable in the la.nding configu-
ration al the most forward center af gravity.

;Besl Angie •.of~C1iIDb Spee:d is

.the speed' which rE;sults in
~e.g~eatest gain of.a.llitude in a given hoIizon~a.l-distance.

vy Best.R~t~.~r..•Climb Speed is!-he ~pe~d'-~.lÍich 'result's i~th~

grea.test gain .iJi altitude in a. gi:ven 'time. ..

METEOROlOGICAl T$MINOlOGY
OAT .., ~'i~i
'Qutsi~.~1~r T. emper~_~,~ .t,h,.e... r~e~:.3:if
static t~.~peratu~e,
It is, ex ressed in, 'either. '.degrees Celshts. ([ormerly
".C~ntig-ra e) OI degrees Fahrén'heit." .
- ., '.

Standard Standard 'Te~pe'rature 'is 15~C'at "sea level pressure

Tempera- altitude and decreases by 2°C for each 1ÓOO
feet of altitude.
ture

Pressure Pressure Altitude is the altitude read [rom an altimeter

Altitud'; when the a1timeter's barometric scale has been sel to 29.92
inches of mercury (1013 mb).
 CESSNA ~. SECTION 1
MODEL Rl72K GENERAL

ENGINE POWER TERMINOLOGY

BHP Brake Horsepower is the power developed by the engíne.

RPM Revolutions Per Minute is engine speed.

MP Manifold Pressure is a pressure rneasured in the engine's

induction system and is expressed" in iDebes oí rnercury
(Hg). '-

AIRPLANE PERFORMANCE AND FLlGHT PLANNING

TERMINOLOGY

Demon- Demonstrated Crosswind Velocity is the velocity of the

strated crosswind component for which adequate control of. the
Crosswind airplane during lakeoff and landing was actually demon-
Velocily strated durin.g certiiica.tion tests. The value showc is nol
considered to be limiting.

I
1
Usable

Unusable
Fuel
Fuel Usable Fuel is the fue! available for flight

Unusable Fue! is lhe quanlily of fll'el that can Hol be safel}'

used in fiight. V
planning.

GPH Gallons Per Hour is the amount of fue! (in galloDs)

consumed per -hour." "

NMPG Nautical Miles Per Gall~n iS~the distan"ce (in nautical

miles) which can be expected per gallan of ruel consumed
"al a specific engine power setting andl or flight configura-
"tion. "

g gis acceleration due to gravity.

WEIGHT AND BALANCE TERMINOLOGY

Reference Referente Datu-m. is an imagioary vertical plane -from

"Datum which all horizontal distances are méasured for balance
purposes.

,- SlaUon Station fs a location along the "a:irplane"Iuselage g-iven in

terms of the distance from the"re"fe"rence dalum.

Arm Arm is the horizontal distance frain the reference datum te

the center oí gravity (C.C.) of ari ite~;
 SECTION i
GENERAD CESSNA
MODEL Rl72K
,, I
Moment
l\Ioment is thc product of the weight of an item multiplied
by i ts armo (Moment divided by the cOJ:]stant 1000 is used in.
this handbook lo s.í,mplify balance calculalions by reduc-
ing the number oC digits.)
Center af
Center oí Gravity is the point at which an airplane. or
Gravlty
equipment. would balance i!suspended. Its distance from
(C.G.)
the reference datum is [cund by dividing the total moment
-by the total weight ot lhe airplane.
C.G.
Center oí Gravity Ann is the arm obtained by adding the
Arm
airplane's individual moments and dividing the suro by
the total weight.
,

C.G.
Center oC Gravity Limits are the extreme center ef gravity
Limits
locations within which the airplane must be operaled al a
given weigbl.

-
Standa.rd
Empty Standard Empty \Veight is th~ weight af a standard

Weight airplane, incl uding unusable fuel. iuH operating fluids a.nd
fuIl engine oil. . .. '

Basic Empt.,
Welght ' Ba.le Emp.ty Welght is the standard empty weighl plus the
weight al ~ptional equ~pment. '.
Vsetul
Load Uselul Load lS lhe dlfference between lakeofI weight and
the basiC,'erripty weight.

Gross
,Gross (Loaded) Welghlis lhe loaded w'elght otthe alrplane.
(Loaded)
Welghl

Maximum
, Takeoff MaximuÍri 'Takeo"rt 'Veight is
lhe maximum weight ap-
pro ved (pr, lhe start of the takeoíf runo
Wei,ght

Maxirnum
Maximum' Landing 'Weight is the max.imum weight
Landing approved for lhe lan~in:g touchdown ..
\Velght
'. _.~
Tare
Tare is tbe weight of.chocks. blocks. stands, e~c.used when
weighing an airplane, and. is included in the scale
readings. Tare Ís deducted from lhe scale reading lOobla.in
the actual (nf) airplane welght.

1-8
 lO Ct'''';~:-:>N_~\ 0üvllUl\l t:.
. _.; i\'IODEL RI72K LIMlTATIONS

SECTION 2
LIMITATIONS

TABLE OF CONTENTS
Page

tntroduction . 2.3
Airspeed Limitations . n. 2-4
2.5
Airspeed Indicator Markings . V.
Power Plant Limitations 2.5
Power Plant lnstrument Markings . A 2.6
Weight Limits .V 2.6
Normal Category . . 2.6
Utility Category 2.7
Center Of Gravity Limits 2.7
Normal Category 2.7

I Utility Category
Maneuver Limits
Normal Category
2.7
2..7
2.7

I
t
Flight
Utllity. Category
Load Factor Limits
Normal Category . . .
2.7
.2.8
2.8
2.8
Utility Category
Kinds O[ Operation Limits 2.9
Fuel Limitations 2.9
Placards . 2.10

..

2-11 (2-2 blank)

. , , ,
 CESSNA SECTlON 2
MODEL Rl72K L1MlTATlONS

INTRODUCTION
Section 2 ineludes operating limitatioDs. instrurnent ma.rkings. and
basie placards necessary for the safe operation ofthe airplane. its engine.
standard systems and standard equipment. The Airnitations included in
this section have been approved by the Federal A¥-iation AdminislratioD.
When applicable. limItalions associated with aptianal systems ar equip-
ment are included in Section 9.

NOTE
The airspeeds listed in the Airspeed Lirnitations chart
(figure 2-1) and the Airspeed Indicator' Markings. charl
(figure 2-2) are based on Airspeed Calibratian data shown
in Seclion 5 with the normal static source. lf the a1ternate
static source is being used ample margins should be
l

observed to aIlow tor the airspeed calibration variations

between the norma.l and alternate sta tic squrces as sho\vn
in Section 5.

Your Cessna is certificated under FAA Type.Certificate No. 3A17 as

Cessna Model No. Rl72K.

f
¡
!

2-3
 S!;;CTlON 2
CESSNA
LlMITATIONS ~'IODEL Ri?2J{
i::,

AIRSPEED L1MITATIONS
Airspeoed limitations and lheir opera.lional significance are shovúi in
figure 2.1. Maneuvering speeds shown apply lo normal calegory opera.
liaos. The utility category maneuvering speed i5 shown on the operational
limitations placard.

SPEED KCAS KIAS REMARKS

VNE Never Exceed Speed '161 163 Do 001 e:xceed this speed in
any operation.

VND Maximum Structural 127 129 Do nol exceed this speed

Cruising Speed except in smooth air, and
.hen only witn caution.

VA Maneuvering $peed:
2550 Pounds 103 105 Do nOl make full or abrup¡
2150 Pounds 94 96 control movemenls above
1750 Pound$ 85 87 thís speed.

VFE Maximui!' Flélp E.xtended 84 85 00 not exceed this speed

Speed wilh f1aps down.

Maximum Window Opeo 161 163 Do nol exceed this speed with
Speed . ' wil'!dows open,

~igure 2-1. Airspeed Limitat~~ns

2-4
 CESSNA
SECTION 2.
MODEL RI72K
LIMITAT!ONS
~
AIRSPEED INDICATOR MARKINGS
AiTspeed indicator markings and their color code significance are
shown in figure 2-2.

KIAS VAlUE
MARKING SIGNIFICANCE
DR RANGE

White Are 46 - 85 Full Flap Op€rating Range. Lower

I¡mit is múimum weight Vs in
landing configuiation. Uppe? I¡mit
¡, maximu~1 '",peed permissible wil.h
flap5 ex,e~~é<.!.

Green Are 54.129 Normal-Operaling Range. Lower limit

is ma;(imli~ s
\ve¡ght V al. mas, forward
C.G. wit.h flaps.retracted. Upper limil.
is -rr:aximum structural cruising' speed.

Yello..., Are 129 - 163 Oper,nions must be conducted with I

cau:ion and only in smooth airo

Re~ lW- 163 Ma.ximum speed for all operations.

I

Figure 2-2. Airspeed Indicator Markings

POWER PI:ANT lIMITATIONS

I
>1
Engine Manufacturer: Teledyne ConpnentaL
Engine Model Number: IO~;360-K.
Engine Operating Limits for Takeoff and Continuous
Maximum Power. 195 B~P.
Maximum Engine Speed: 2600 RPM.
Maximum Cylindet Head Tenlperature: 238°C (4600F).
Operations:

I
J
Maximum Oil Temperature:
Gil Pressure.
116°C (2400F).
Minimum: 10 psi.
Maximum: 100 psi.

I
j
Fuel Pressure, Minimum: 3 psi.
Ma.ximum: 17 psi (17 ga!/hr).
Pr<5pe"ller Manufacturer: McCauley Accessory Division.
¡ PropelJer Modol Number:2A34C203/90DCA_I4.
Pr'opel1er,.Diameter. Maximum: 76 inches.
1'v!inimum: 74.5 inches.
Propeller Blade Angle at 30 Inch Station. Lo".,,: 12.0°.
High: 25.1°.

'-'o;:>

2-5

L
 SECTlON :~
LIMITAT!ONS
CESSNi\
I'
i
MODEL Rl72l{

POWER PLANT INSTRUMENT MARKINGS

Power plan t instrurnent markings and t-heir color cede significance ~
are shown in figure 2-3.

REO LINE GREEN ARe REO UNE

tNSTRUMENT
MINIMUM NORMAL MAXIMUM
UMIT OPERATING lIMfT

Tachometer ... 2200 • 2600 RPM

2600 RPM

fv1an¡íold Prf:'ssure ... 15 - 25 . ..

in. Hg

Oil Temperature ... 100° • 240°F 240°F

Cyli;,der H<:2d ... 2000 • 460°F 460°F
TC:l~p~r¡¡¡ur!!

Fuer Flo',V (Pressure) (3 psi) 4.5 - 11.5 gal/hr 17 gal/hr

(17 psi'
Oil Pres~ure 10 psi 30 • 60 psi 100 psi
i

Figure 2.3. Power"Plant Instrument Maz.-kings

WEIGHT L1MITS
NORMAL CATEGORY

Maximum Takeoff \Velgh!: 25501\)5.

~aximum Landing Weight: 2550 lbs.
l\1aximum \Veight in Baggage Compa.rtment:
Baggage Area 1 (or passenger on child's seat) • Station 82 to 108: 200
lbs. See note below.' .
Baggage Area 2 • Btation 108 to 142: 50 lbs. See note be)ow.

NOTE

The maximum combined weight capacily for baggage

area.s 1 and 2 is 200 lbs.
. '.,~

:~-5

f
 CESSNA SECTION 2
MODEL Rl72K LlM lT A TlONS

UTILlTY CATEGORY

Maximum Takeo[[ Weight: 2200 lbs.

Maximum Landing \Veight: 2200 lbs. . .
Maximum Weight in Baggage Compartment:"ln the' uUlity category. the
baggage compartment and rear seat must hbt .be occupied.

CENTER OF GRAVITY L1MITS

NORMAL CATEGORY

Center oC Gravity Range:

Forward: 35.0 inches aft of datum al 1950lbs. or les S,with straightline
variation to 41.0 inches a[t of datum at 2550 lbs.
AH: 47.3 inches aft oC dalum al aH weighls.
Re[erence Datum: Lower portian oi [ronl face of firewall.

UTlLlTY CATEGORY

Center oC Gravity Range:

Fon.vard: 35.0 .inches aft of datum al 1950lbs. or less, with straight line
variation lo 37.5 inches aft oC datum al 2200 lbs.
Aft: 40.5 inches ait of datum al aH \veights.
Reference Datum: Lovv'er'portion of front face of firewall.

MANEUVER L1MITS
NORMAL CATEGORY
'1
I
,
I
This airplane i5 certifi-cated in both "the normal and utility
The normal categary is applicable to aircraft intended for non-aerobatic
category.

I operations. These inelude any maneuvers incidental to normal flying.

stal1s (except whip stalls). lazy eights. ehandelle5. and turns in which the
angle al bank is nat .r:noret~an 60°. Aerobatic maneuvers. inclucling spins,
1 are not approved. .

1, UTILlTY CATEGORY
i,
This airplane 1Snal designed"for purely a;erobatic f1ight. Howeve!.'..in
the acquisition of various certificates such as commereial pilot and fl ight
instructor, certain m.a.neuvers :lre required by the FAA. AH of tbese
maneuvers are permitted in this airplane when operated in the utilily
calegory.
'".'
2.7

L
1-- --

SECTION 2 CESSNA
L1MITATlONS MODEL R172K
c.-., •

In the utility category, the baggage compartment and rear seat rnust
"not be occupied. No aerobatic maneuv~rs are approved exCept those lisied
below: . ,.
MANEUVER RECOMMENDED ENTRY SPEED'

Chandelles . 110 knots

Lazy Eights 110 knots
8teep Turns 105 knots
Spins . Slow Deceleration
Stalls (Except Whip Stalls) Slow Deceleration

J .• Abrupt use of the controls is prohibited aboye 105 knots.

Aerobatics that may impase high loads should nol be p..ttempted. The
important thing to bear in mind in flight maneuvers is that the a.irplane is
clean in aerodynamic design° and wi 11build up speed quickly with the nase
down. Proper speed control i5 an essential requiremenl fOI execution o[
íl.ny maneuver, and ca.re should alwa.vs be exercised lo a.void excessive
~peet?which in turn can impose exce~ssive loads. In the execution ol all
maneuvers. avoid abrupt use of cont.roIs. lntentional spins with fla.ps
extended are prohibited. .

FLlGHT LOAD FACTOR L1MITS

NORMAL .CATEGORY

Flight Load Factors (Gross Weíght - 2550 lbs.):

'F1aps Up . . . '3.8g. -1.52g
.Flaps Down ". . . ... , . . . . . . . . ... +3.0g

-The design load factors are 1500/0of the above. a.nd in aH cases, the
structure meet.s or exceeds design loads.

UTIUTY CATEGORY

Flight Load Factors (Gross Weight. 2200 lbs.):

. 'Flaps Up . . '4.4g .. 1.76g
*Flaps Down . . . . ... . . . . . . . . . '3.0g

*The design load factors are 1500/0of the abo ve. and in aH cases. the
structure meets ox exceeds design loads.

2.8 .. ~
 CESSNA SECTIO,"¡ t~
MODEL R172K LlM1TATIONS

KINDS OF OPERATION L1MITS

The airplane is equipped forday VFR and may be equipped for night
VFR and/or IFR operations. FAR Part 91 .eslablishes the mínimum
. required instrumenlation and equipment for lhese operalions. The refer.
ence lo types of flighl operations on the"operating limitations piacard
reflects equipment installed al the time oí Airworthiness Certificate
issuancc.

Flight inlo known icing conditions i5.prohibited.

FUEL L1MITATIONS
2 Standard Tanks: 26 U .S. gal!ons each.
Total Fuel: 52 U. S. gallons.
Usable Fuel (al! night conditions): 19 U.S. gallons,
Unusable Fuel: 3.0 U.S. gallons.'

NOTE

I Te ensure maximum fuel capacity when refueling, place

the fuel selector valve in either LEFT or R!GHT position to

iJ
prevent cross.feeding.

NOTE

Takeoff, elimb and land w'ith the fu el selector valve handle

in the BOTH.position.

Approved Fue! Gra"¡es (and Colors):

100LL Grade Aviation Fuel (Blue).
lOO (Formerlyl001i30) Grade Aviation Fuel (Green).

¡
'.1

I
,j
1•¡
¡
¡
r

SECTION 2 CESSNA
LIMIT ATIONS MODEL RI72K
£'-0'

~
PLACAROS
~'
The fol!owing inIorma.tioD i~ displayed in the Iorm oI composite or
individual pla.cards.

1. In full view oI the piloto (The "DAY.NIGHT.VFR-IFR" entry.

shown on the example below. wiI1 vary as the airplane ís.
equipped.)

This airplane must be operated in compliance with the operating

limitations as slated in tbe form af placards. markings. and
manuals.
----~-~~- MAXIMUMS ---------

Normal Category Utility Categoiy

MANEUVERING SPEED (lAS) . 105 knots 105 knots
GROSS WEIGHT .... 2550 lbs .. 2200 lbs.
FLIGHT Ltñtt> FACTOR
Fla.ps Up +3.8. -1.52 +4.4, -1.76
Fla.ps DOWD +3.0 •.. +3.0

Normal Category . No Acrobatic maneuvers including spins

approved.
Utility Category ~Baggage compartment and rear seat II}ust nol
be occupied. .' .

-- NO ACROBATIC MANEUVERS APPROVED --

EXCEPT THOSE LISTED BELOW

Maneuver Recm. Entry Speed Maneuver Recm. Entry Speed

Chandelles 110 knots Spins Slow Deceleratíon
Lazy Eights 110 Mots Sta]ls (except
Steep Turos 105 knots whip stalls) Slow'Decelera.tion

.Altitude los s in stal! recovery .. 160 feet.

Abrupt use Di the controIs prohibited above 105 knots.
Spin Recovery: opposite rudder - forward eleva"tor - neutralize con-
trols. Intentional spins with fiaps extended are prohibited. Flight into
known ~cingcbnditions prohibited. This .airplane is certifie"d tor the
following ilight operati~ns as of date af original airworthiness certifi-
cate:

DA Y • NIGHT . VFR . IFR

.-'. 2.10
 CESSNA "~o
SECTlON 2
MODEL RI72K LIMITATIONS

2. Near flap iodicalor:

A VOID SLips WITH FLAPS EXTENDED

3. On the fuel selector val ve:

~

BOTH - 49 GAL.
LEFT - 24.5 GAL.
RIGHT - 24.5 GAL.

4. On lhe Iuel seleclor val ve:

WHEN SWITCHING FROM DRY TANK,

TURN PUMP ON HIGH MOMENTARILY.

5. Near fue! tank filler cap:

FUEL .
l00LL/l00 MIN, GRADE AVIATION GASOLINE
CAP. 26 U.S. GAL.

I
I
.1
6. 00 control ¡ock:

¡ r--~-~:----~-----------::-=-==-------,
j
CONTROL LCJCK
.; REMOVE BEFORE STARTING ENOINE .

2.11
 Sr;CTION 2
I
<, LIMIT ti. nONS CESSNA
MODEL RI72K

7. In baggage corppartme~t:

200 POUNDS MAXIMUM

BAGGAGE OR 120 LBS AUX SEAT PASSENGER
FORWARD?F BAGGAGE DOOR LATCH

, 5R POUNOS MAXIMUM
iBAGGAGE V'FT OF BAGGAGE DOOR LATCH

MAXJMUM 200 POUNDS COMBINED

FOR ADDITIONAL LOADING INSTRUCTlONS

SEE WEIGHT AND BALANCE DATA

~
8. Near manifold pressure/fuel flow gage:

FuELFLOW
A T FU LL THROTTLE
2600RPM
SL 16'GPH
4000FT 14 GPH
8000 FT 12GPH
12000'FT 10GPH

I .

2-12 /J
.r .
l
 .' CE SS NA o

SECTION 3
i'.fÓDEL Rl72K EMERGENCY PP.OCEDlJHES

SECTION 3
EMERGENCY PROCEDURES

TABLE OF CONTENTS
Pago

Introduction . . . . .. ..... 3-:3

Airspeeds For Emergency Operation 3-3

OPERATioNAL éHECKLlSTS

I EngjneFailures . ~.3

:I
Engine Failu:re During Takeoff Run 3.3
Engine Fai!ure Imm~diately After Takeoff o _. ~
•...• .
Engine Failure During Flight . _ .... 3-4
1 Forced Landings . . . . . . . . . . . . . . 3-4
Emergency Landing \Vithout Engine Power 3.4
Precautionary Landing With Engine Po\ver 3.4
:1 Ditching . . . . . . . .
Fires .
3-5
3-5
I1 During Star! On°Ground 3.5
Engine Fire In Flight . 3.6
Electrical Fire In Flight 3.6
Cabin Fire 3.7
Wing Fire . . . . . . . 3.7
Icing . . . . . . . . . . . 3-7
Inadvertent Icing Encounter 3.7
Static Source Blockage (Erroneous'Instrument Reading
Suspected) . . . . . . . . . . . . . '. 3-8
Landing With A Flat Main Tire . . . . . . . 3-8
Eleclrical Power Supply Sj.~stemIvIalfunctions' 3-8
Over.Voltage LIght Ilh.lininates 3-8
Ammeter Sho,,,'s Discharge . 3.9

AMPLIFIED PROCEDURES

Engine Failure ~ ..... _ 3-11

Forced Lapdings . . . . . . . . 3.12
Landing \Vithout Elevator Control 3.12
Fi res ..... . . . . . . . . 3-12

., "..•~
o •
.:>-'

l
 SECTION 3 CESSNA
c'E1VIERGENCY PROCEDüRES -- MODEL Rl72K

TABLE
•
OF
.
CONTENTS
. .' r
(Continued)
.
Page

Emergency Operation In Clouds (Vacuum Syslem Failure) 3-13

Executing A 1800 Turn In CIouds 3-13
Emergency J)escenl Through Cloúds . 3-13
B.ecovery From A Spiral Dive 3~14
Flighl In I"ing Condilions 3-14
Static Source Blocked 3-15
Spins . - .- _- . 3-15
Rough Bngine Operation Or Loss OC Power 3-16
Spark Plug Fouling . _ . . . . 3-16
!\1agneto Malfunction '. . . 3.16
Engine.Driven Fuel Pump Failure . . . 3.16
Low OH Pressure . . ". . . . . . . . . 3-17
EJectrical Power ~upply ¡~em Malfunclions 3-17
Excesslve Ra,e OC Ch .... _ . . 3-18
Insufiicienl Rate Of C a ge _. . . . . . . 3.18

,,

. '.~

3.2 ...~
I
.
j ,
- ~
 - .
___
I CESSNA SSCTlON 3
MODEL Rl72l{ EMERGENCY PROCEDURES

INTRODUCTION
Section 3 provides check1ist and amplified procedures for copingwilh
emergencies thal may aceur. Emergencies caused by airplane or engine
malfunctions are extremely rare ir proper preflight inspections and
maintenance are practiced. Enroule weather emergencies can be minim-
ized ar eliminated by careful flighl ,planning and good judgment when
unexpected weather is encounlered. However. should an emergency arise.
t11e basic guidelines described in this section should be considered and
applied as necessary lO correet the problem. Emergency procedures
associated with ELT and other optional systems can be found in Scction 9.

AIRSPEEDS FOR EMERGENCY OPERATION

Engine Failure After Takeoff:
Wing Flaps Up .. 70 KIAS
I Wing Flaps Down 65 KIAS
Maneuvering Speed:
I 2550 Lbs -..
2150 Lbs ..
105 KIAS
96 KIAS
1750 Lbs . .- 87 KIAS
Maximum Glide:
2550 Lbs 751\lAS
2150 Lbs . _' 69 KIAS
1750 Lbs . _ 62 KIAS
.precautionary Landing With Engine Power 65 KIAS
Landing Without Engine Power:
Wing Flaps Up .. 70 KIAS
Wíng Flaps Down .. _ _ 65 KIAS

OPERATlONAl CHECKLlSTS-_

ENGINE FAllURES
ENGINE FA.ILURE DURING TAKEOFF Rr
- ~ ThroUle -- IDLE., -'
2. Brakes -- APPLY. ~
3. - Wing Flaps -- RETRACT.
4. Mixture -- IDLE CUT-OFF_

3-
r-
SECTION 3 CESSNA
EMERGENCYPROCEDURES MODELRlnK
1
5. Ignit1n Switch .- OFF.
6. Mastdr Switch -- OFF.
I
I
ENGINE FA1,LURElMMED1.ATELY AFTER TAKEOFF
. I I

1. Airspeed -- 70 KIAS (flaps UP).

: I
I . 65 KIAS (llaps DOWN) ..
. 2. MixtUl-e -- IDLE CUT-OFF. . .
.3. Fue! Shutof!. Va:!ve ,- OFF (pull out).
4. Ignitión Switch -.-.OFF.
5. Wing Flaps .. AS.:REQUIRED (fu]] down recommcnded).
6. Master Switch -"-.o.FF.

ENGINE FAILURE DURING FUGHT

1. Airspeed -- 75 KIAS.
2. Primer .. IN and LOCKED .
.3. Fuel Shutoff Valve _. ON (push fu]] in).
4. Fuel Selector Valve.- BOTH..
5. Mixture -. RICH.
6. Throttle -- 1/2 OPEN.
7. Auxiliary Fue! Pump -. LOW for 3-5 seconds then OFF,
8. Ignition Switch -- BOTH (or START if pr~peller.is stopped) •.

FORCED LANDIN,ijS ..
j EMERGENCY LANDINtVWlTHOUT ENGINE POWER
1.. Airspeed -- 70 KIAS (llaps UP)_
65 KIAS(flaps DOWN). \
2.. Seat Belts and Shoulder Harnesses __SECURE.
3. Mixture -- IDLE CUT-OFF.
4. Fuel Shutoff Valve -- OFF .
. 5. AII Switches (except master switch) __OFF.
6. Wing Flaps -- AS REQUIRED (fu]] down recommended).
7. Master Switch -- OFF.
8. Doors -- UNLATCH PRIOR TO TOUCHDOWN.
. .
.~
~
• t
1
9. Touchdown -- SLIGHTLY TAIL LOW.
lO. Brakes-- APPLYHEAVILY. ..
t
l
PREC~IONARY LANDING W1TH ENGINE POWER

1. Seat BeÍls and Shoulder Harnesses __SECURE_

,
2. Wing Flaps -- 20°. J
3. Airspee'd, -- 65 KIAS. . -~
.

3-4 .-.-
" .....•
.
'1,
.
':
1j
 CE'SSN 1\ SSCTiC':'J 3
MODEL Rl721{ .EiV1"ERGEN8Y PROCEDURES

4. Selected Field -- FLY OVER, noting terrain and obstructions, then

ret~act flaps upon reacbing a saÍe altitude and a.irspeed.
5. Avionícs Power Switch and Electrica.l Switches -- OFF.
i 6,' Wing Flaps ,. FULL DOWN (on final approach).
L 7, Airspeed .. 65 KIAS.
8. Master Switch .. OFF.
9. Doors .. UNLATCH PRIOR TO TOUCHDOWN.
10. Toucbdown .. SLIGHTL y TAIL LOW,
11. Ignition Switch .- OFF.
12. Brakes.- APPLY HEAVILY,

I .J DITCHING
1. Radio .• TRANSMIT MAYDA Y on 121.5 MHz. giving location and
. 1
,1 2.
in ten Hans.
He.avy Objects (in baggage area) _. SECURE OR JETTISON.
3. Seat Belts and Sboulder Harnesses .. SECURE ..
4. Wing Flaps -- 20° .'40°. .
5. Power _. ESTABLISH 300 FT/MIN DESCENT AT 55 KIAS.
6. Approach -- High Winds. Heavy Seas _. INTO THE WIND.
Light Winds. Heavy Swells .. PARALLEL TO
SWELLS.

NOTE
¡

t If nopower is a.vailable, approach at65 KIA.S with fiapsup

or at 60 KIAS with 10° flaps,

7. Cabin Doors -- UNLATCH.

8. Face _. C1:JSHION at touchdown with folded coat.
9. Touchdown -- LEVEL ATTITUDE AT ESTABLISHED RATE OF

I 10.
DESCENT.
Airplane -- EVACUATE through cabin doors. lf necessary. open
wiridow ando !load cabin ta equalize. pressure so doors can be
opened. . .' n
11. Life Vests and Ran -- INFLATE. ~ V

i
L
FIHES
DURING START ON GROUND
1. Auxiiiary Fue! Pump -- OFF.
2. Mixture -. IDLE CUT-OFF.
3. Parking Brake -- RELEA SE ..

3-5
r

i
SECTION :J: C¡:'~SSNA
"., EMERGENCY PROCEDURES MODEL RI72I,

4. FirerExlinguisher •. OBTAIN (have graund attendants obtain if not

inslÁlled). '. _.
I .
5, . Airplane.- EVACUATE.
6, Fire'-- EXTlNGUISR

NOTE;
\ ..
If sufficienl graund personnel are available (and fire is 00
graund and nol too dangerous) move airplane away from
the" tire by pusing rearward on the leading edge of the
horizontal slabilizer.

7. .Fire Damage -- INSPECT. repair damage oro replace 9,amaged

I

components ar wiring befare conductiJ;lg another flighl.

ENGINE FIRE IN FLlGHT

. I .... ..
1. Throttle - - CLOSE ..
2. Mixt~re -- lDLE. CUT-OFF.
3, Fuel'Shutoif Valv'e -- OFF, .
4_ Master Switch ,c.OFF.
5, Cabln Heat and Aif ~':'OFF (except overhead vents);
6, Airspeed-'. 105 KIAS (H fire is not extinguished, increase glide .
speed to find an airspeed which will provide an incombustible
mixture). . ; .
. 7. Forced Landing _. EXECUTE (as described in Emergency Landing
Without Engine Power),

ELECTRICALFIRE IN FLlGHT
'1. Master Switch -- OFF.
2. A vioriic"s "Power Switch -- OFF.
3, All dther Switc'hes (except ignition switch) -- OFF,
4, Vent~/Cabin Air/Heat -- CLOSED,
5. Fire EXtingUiShe~~. ACTIVATE (ir available).

1 WARNING ..J
After: discharging an extinguisher within a. closed cabin. \
ventilate the cabin.
..J
If rire appears out and electrical power is necess~ry lorcontinuance o(
flight: j
6. Mastr Switch -- ON,
~
..

3-6
j
I
 CESSNA SECTlON 3
. MüDEL R172K EMERGENCYPROCEDURES

7. Circuit Breakers -- CHECK for faulty circuito do nol reset.

a- Radio Switches _. OFF.
9. Avionics Power Switch _. ON.
10. RadioJElectrical Switches -- ON ane a.t a time. with delay after
each until 550rt circuit is localized.
11. Veritsl Cabin Airl Heat -- OPEN when it is ascertained that fire 1S
completely extinguished.

CABIN FIRE

L Master Switch-- OFF.

2. Vents/Cabin Aír/Heat _. CLOSED (to avoid drafts).
3. Fíre Extinguisher -. ACTIVATE (if available).

I WARNIN<;J ,

After discharging an extinguisher within a ciosed cabin,.

ventilate the cabin.

4. Land the airplane as soan as possible to inspect for damage.

~

NOTE

Perform a sideslip to keep the flames away from the fuel

tank and cabin, and land as 500n as possible using flaps
only as required for final approach and touchdown.. .

ICING
INADVERTENT ICING ENCOUNTER

1. Turn pitot heat switch ON (it installed).

2. Turn back ar change altitude to obtain -an outside ah.-temperature
that is less conducive to icing. . '.
3. Pull cabin heat control full out to obta.ín ""max'imumwindshield
defroster airflow.
4. Increase engine speed to minimize ice build-up on prapeller
blades.
 SECTION 3 CES:SNA
<', EMEH9ENCIY PROCI:~DljHES MODEL RI72K

5. \Vatch [oc slgns of lnductlOn alI filter ice and regam manifold
press1ure by Jncreasl1lg the throttle setting. '_
6. 'Plan ~ landing a.l lhe nearest airport. With é¥l extremely .:~;::~ ~::o
buildrup, seleet a suitable "off airport" landing 5iOO.
7. With an ice a~cumulation oí 1/4 iDCh or more on the wingleading
edges', be prepared for significantly higher staH speed.
8. LeavJ wing flaps retracted. With 4;1. severe ice build~up on the
horizbn tal lail, the change in wing wake a.irflow direction caused
by wihg flap extension cquld result in. a.loss oí elevator effective-
ness.1 . .
9. Open 11eft window and, ir practica!. scrape ice from a portian ofthe
wind~hield for visibility in the landing approach.
10. Perfotm a landing appfoach using a forward slip, if necessary. for
imprdved visibility.
11. Apprbach at 80 to 90 KIAS depending upon the. amount of the
accurtJulation.
12. Perfotm a landing in level attitude.

STATIC SO¿RCE BlOCKAGE

IErroneous Iloslrument Reading Suspectedl \
i. AlterJate Static Source Valve -- PULL ON.
2. Airsp~ed -- Consult appropriate calibration tables in.Section5 or
climb<a.nd approach 3 knots fa.ster than normal.
3. Altltuile -- Cruise and approach 25 ree! hlgher than normal.

LANDING WITH A FLAT MAIN TIRE

1. APpro!ach -- NORMAL ..
2. Wing Flaps .- FULL DOWN.. ... . .
I .' .
3. Touchi:lown -. GOOD TIRE FIRST. hold alrplane off nat tire as long
as poslsible witb.'aileron co~trol. . .

ELECTRIGAL POWER SUPPLY SYSTEM

MALFUNGTlONS
OVER.VOLTtGE UGHT ILLUMINATES
1. Avionics Power Switch -- OFF.

3. Mastet Switch
4. Over-Voltage Li
-:{£.
2. Mastet Switch -- OFF (both sides)_

-- OFF.
5. Avionics Power itch.-- ON.
I
.,
3-8
 .---~

~ECT1UN j
CESSi'..;!\
MODEL R172K
EMERGENCYPROCEDURES

Ir ovet-voltage light illuminates again:

5. Flight .. TERMINATE as spon as possible.

AMMETER SHOWS DISCHARGE

L Alternator .. OFF.
2. Nonessential RadiolElectrical Equipment .. OFF.
3. Flight .. TERMINATE as soon as practical.

.... , .

...~ Íi

t
..- I,
\

3-9/ (3.10 blank) --,

 CESSN.'\. SSCTION 3
MOD¡'~L Rl72K EMERGENCY PROCEDURES

AMPLlFIED PROCEDURES

ENGINE FAILURE
If an engine failure occurs during the t"akeofflFu'ln. tbe most important
thing to do is stop lhe airplaoe on the remaining r~"Kray. Those extra iteros
on tbe check1ist will provide added safety after a failure of this type.

Prompt lowering oC lhe nose to mainta.in-airspeed and establish a gl.ide

attitude is lhe first response to an engine failure after takeoff. In most
cases, the landing should be planeed straight ahead with only small
changes in directian to avaid obstructions. Alti lude and airspeed are
seldom sufficienl to execute a 1800 gliding turn necessary to return to the
runway. The checklisl procedures assúme that adequate time exists to
secure lhe fuel and ignition systems prior lo touchdówn.

After a.nengine failure in flight. 'the beslglide speed as shownin figure

3.1 should be established as quickly as possible ..While gliding toward a
suitable landing area. an efforl should be made to identify the cause of tile
failure. lf time permits, an engine restart should be -a'..tempted as shown in
the checklist. If the engine cannal be restarted, a Jo.rced landing w ithout
power rnust be complete_d. .

12,000

* PROPEllER WINDMllLlNG
t:
i• z
10,000 *FlAPSUP *ZEROWIND

;;:
a: 8000
a:
•..
w

w 6000
>
o 8EST GLlDE SPEEO
'"«
•..
;¡:
4000 WEIGHT (LBS) KIAS

~ 2550 75
w
;¡: 2000 2150 69
1750 62

4 ',6' 8 10 12 14 16 18 20
GROUNO DISTANCE'- NAUTICAl MILES

Figure 3-1. ivlaximum Glide

3-1 í
~ -- ---------------------------------------

SECTION 3
CESSNf\
'-, EME"GEi'!CY ¡'HOCEDURES ?\iOD:::L H.1721<

FORCED LANDINGS
Ir al] attcrnpts lo restarlO lhc engine fad and a. [oreed J?~ndihgis
immincnt. select a suitable field and prepare for the landing as discussed
under the Emergency Landing Without Engine Power checklist.

Befare attempting an "off airport" landing with engine ~VV\"::l Ct.",éI..Jia.-

blé. one should fly Qver the landing area al asafe but low allíLude to inspect
lhe terrain for obstructions and sürface conditions. proceeding as dis-
cussed unde:r.-the Precautionary Landing With Engine Power checklist.

Prepa.re for ditching by securing or jettisoning heavy objects loeated

in the baggage are a and calleel faldeó coats for prolection oC occupants'
f.:Lee at touchdown. Transmit Mayday message on 121.5 MHz giving
localion and intentions, Avoid a'landing !lare because oí difficu1ty in
judging height over a water sur(ace. .

LANDING WITHOUT ElEVATOR CONTROL ,I

Trim (or horizontal flight to an airspeed o( approximately 65 KIAS
with flaps set to 20° by using throttle and elevator trimcontro1. 'f.hen do nol
change the elevator trim conlrol selling; conlrol lhe glide angle by
adjusting power exclusive]y.' .

At flareout, the nose.down moment resultin'g [rom powerreduclion is

an adverse factor and the a.irplane may hit on the nose wheel. Consequent~
ly. at fI"a.reout. the .sleva.tor trim control should be' a.djusted towa.rd Lhefull
nose.up position .and t:ne'pow~radjusted so tha.t the a.irplane will rota te to
t.he .-horizont~l at.titude for.touc~d6~,:.Clo.se the throttle.at touchdown.
".<':::.:.

FIRES
Improper starting procedures involving the excessive use of auxiliary
fue] pump operalion can causeengine flooding and subsequent puddling oí
. fuel o.n the parking ramp as the excess fuel drains overboard from the
intake ports, This is sometimes experienced in difficult starts in cold
weather where preheat service is not available, It this occurs. the airplane
should be pushed away from the fuel puddle before another engine start is
a.ttempted. Otherwise, the're.is a possibility of raw fuel accumulations in .
the exhaust system igniting durlng an engine start. causing a long flame
írom lhe lailpipe. and possibly igniling lhe fuel puddle on lhe pavemenl. In
the" event that this oceúrs', proceed in accordance with the Fire During Start
On Ground checklist. .

3-12
 CESSNA SECTION :¡
"'MODEL Hl72" EJ"1~1GENCY PROCEDURES
,
1
1¡ AHhough engine fires are extremely ra.re in flighl. lhe steps of t"he
appropriate checklisl should be followed if one 15 encountered. Aiter
complelion of tbis procedure. execule a fcreed landing as soon as possible.
Do nol attempt lo restart the engine.
--1 The initial indication of an eleetriCal fire 1Susually tbe odor of burning

.J insulation. The checklist for this problem should result in elimínation DI

. lhe !ire.

J ¡
EMERGENCY
(Vacuum System
OPERATION
Failure)
IN CLOUDS

i In the event of a vacuum system failure dUflng flight. ihe directional

.1, indicalor and aHí tude indicalor will be disabled ..and lhe pilot wil). have lo
rely on the turn coordinator if he inadvertenLly ~nies into clouds. The
! following instructións assurne that only the elecliically.powered turn
~_J
!
coordinator is operative. and that the pilot is not conlpletely proficient in
instrument flying.

EXECUTING A 1800 TURN IN ClOUDS

Upon inadver,tenlly entering the clouds. an irnmediate plan should be

made to turn -back as follows:

1. Note the compass heading.

2. Note the time o~the' J?1i.nute hand and observe the position oLthe
sweep second ha.nd on the clock.
3. \Vhen the swecp second hand indica les the nearp.st hall-minute.
initiate a standard rate left turn, holding the ~ coordinator
syrnbolic airplane wing opposite the lower left inC1exmark for 60
. seconds. Then rol! back lo level flighl by leveling lhe rninialure
, !'l-lrplane. . .
4. .Check accuracy ól the "turn by qbserVing the :compass heading
which should be the reciprocal of the original heading.
5. Ir necessary. adjust heading primarily with skidding motions

J"I 6.
rather lhan rolling motions. so that the compass will read more
accurately.
Maintain altitud e and airspeed by cautiou5 application oí elevator
control. Avoid overcontroJling by keeping the hands off the control
wheel as much as possible and steering only with,rudder.

...¡
: 1
EMERGENCY DESCENT THROUGH CLOUDS

If conditions precIude reestablishmenl of VFR flight by a 1800 turno e:

! descent lhrough a cloud deck to VFR conditions may be appropriR.te. 1:
~, SSC'TION;) CESSNA
<" EMERGE'\JCy1pROCEDURES MODEL R172K

possible, obtaih r~dio clearance [ar an emergency descent through clouds.

T9 guard agaiIlst a spiral dive, choose arl' easterly'or westerly heading to
minimize compas.s card ::;wings due to changfng bank angles. In addition,
keep hands off the control wheel and sleer a slraight course wilh rudder
control by monitoring the turn coordinator. Occasionally check the
compass head.ing and make minar corrections to hold an approximate
course. Beford descending into the clouds, set up a stabilized let~down
condition as f611ows:
I
1. Reduce power to set up a 500 to 800 fl/min ra1e of descent.
2. Adjust mixture as required for smooth engine operation.
3. Adjust the elevator trim and rudder trim foi a stabilized descent al
75 KIAS.
4. Keep hands off the control wheel.
5. Monitbr turn coordinator ,and make corrections by rudder a10n(:.
6. Adjust rudder trim to relieve unbalanced rudder force, if presento
7. Check trend of compass card movement and make cautious
correc:tions 'Nith rudder to stop the turno .
S.
-=-
Upon breaking out of clouds, resun1e normal cruising flight.

R ECOVERY IFROM A SPIRAL DI VE

lf a spiral is encountered, proceed as follows:

I

1. Close 'the lhroltle.

2. Stop the turn by using coordinated aileron and rudder control to
align :the symbolic airplane in the turn coordinator with lhe
horizón reference lineo
3. Cauti?usly apply elevalor back pressure to slowly redu,;e the
airspeed to 75 KIAS.
4. Adju.il the el~vator trim control to maintain 0.75 KIAS glide.
5. Keep Ihands off lhe control wheel. using rudder control to hold a.
straig'ht heading. Use rudder trim to relieve unba.la.nced rudder
force,' iI presento .
6. Cle.arl engine occasionally. but a.void .using .enough power to
disturb the tr'irnmed gHde.' .
7. Upon'breaking
I :
out oí clouds. resume normal
•
cruising llight.
I

FLlGHT INICING
I
CONDITIONS
Intenlion'al llight into known icing. conditions is prohibited in this .
airplane. During inslrument flighl; however. icing conditions may be
encounter.ed linadvertently and therefore sorne corrective action will be
required as shown in the chec;:klists. Initiation ofa climb is usually the best
., avoldance action to take; however.
ice
au oI"to reverse course.
. alternatives are descent to warmeI"

3.14 . ....;.
 CESSNA
SECTlON 3
MODEL R172K EMERGENCY PROCEDURES

STATlC SOURCE BLOCKED

If erroneous instrument readings are suspected due to water. ice. "or

other foreign matter in the pressure lines going t() the standard external
stalic pressure sources. the a1ternate static so"~r,?~
v:a1ve should be pulled
an.

A calibration table is provided in Section 5 to illustrate the effect of the

alternate static source on indicated airspeeds. With the windows and vents
closed the airspeed indicator ina.y typically read as much as 4 knots slower
¡ and the a1tirneter 50 feet lower in cruise. With the vents apen and heater on;
"¡ these variations increase lO7 knots slower and 50 reet lower respectively.
Ir the alternate static salirce must be used for landing, airspeed errors of up
lo 10 knots slower with venls open and 4 knots slower with vents closed can
"-; be expected. Animeter errors remain 50,feet low.
¡
NOTE
.: ,
In ano emergency on airplanes nOl equipped with an
alternate !ita tic source. ca.bin pressure can be supplied to
the static pressure instruments by breaking the glass in
the face oí the rate~oI-climb indicator.

SPINS
Should an inadvertent spin occur. the following recovery procedure
should be used:

1. RETARD THROTTLE TO II:>LE POSITION.

2. PLACE AILERONS IN NEUTRAL POSITION.
3. APPLY ANO 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 elevator may be required al aH
center oI gravity loadings to assure optimum recoveries.
I
. 1 5. HOLD THESE CONTROL INPUTS UNTIL ROTATION STOPS.
p'remature -relax~tion oI the control inputs m ay..exlend the recov.
i
!
ery.
6. AS ROTATION STOPS, NEUTRALIZE RUDDER, AND MAKE A.
I,
SMOOTH RECOVERY FROM THE RESULTING DIVE.

3-h
".
,.,
¡
 SSCTION 3 I

G. EMERGENCYPROCEDURES CESSNA
MODEL Rl72K

NOTE

Ir disoritmtation precludes a visua.l determination oJ the

direetion oí rotation, the .symbolic airplane in the turn
coord'inator may be referred to for this information.

Far addi1ional inforrnation on spins a.nd spin recovery. se~ the discus-
sion under SPINS in Normal Procedures (Seclion 4).

ROUGH ENGINE OPERATION OR LOSS OF

POWER
. SPARK Plu'G FOUlING

A slighl engine roughness in flight may be caused by ane .or more

spark plugs ~ecoming fouled by carbon or lead deposils. This may be
vcrified by turning the ignition switch moment.arily [rom 80TH lo either L
0, g pasilion. An obvious power 1055 in single ignition operation is
evidence oi spark plu~magnetotrouble. Assumingthatspark plugs are
lhe more likely cause, lean the mixture lo lhe recommended lean settíng for
cTuising flight. If lhe problem dqes nol clear up in several minutes,
determine if a ri~her mixture setting wilI produce smoother operalion. If
not, proceed tb tbe nearest airport for repairs using lhe 80TH position of
the ignition switch unless extreme roughness dictates lhe use of a single
ignition position.
I

MAGNETO MAlFUNCTION

A sudden engina roughness or misfiring is usualIy evidence .oí

magneto prob:lems. Switching írom 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 BOTHlmagnetos is practicable. If not, switch to the good magnelo
and proceed lo .lhe nearest 'airport for repairs.

If ignitionlsystem malfunctions Occur al higb altitud e and high power,

as evidenced by roughness and possible ba.ckfiringon one or both magne.
tos, the power should" be reduced as required. This condition. is an
indicatiori of ;excessive spark plug gaps wbich~ in turno causes arcing
a.cr05S lhe magneto points.

ENGINE.DRIVEN
I
FUEl PUMP FAllURE

Failure oí 'the engine-driven fuel pump will be evidenced by a sudden

reduction in the, fuel .now indication prior to a 1055 of power, whiJe
operating with adequate fuel in eitber or both fuel tanks.

3.16 I -.
 .. CESSNA
SECTION 3
MODEL P,I72K EME~GENCYPROCEDURES
.!
I

In thc event of an engine.driven fuel pump fai1ure during takeoff, '

i,mmediately hoId the auxiliary fU!~l pump switch in the HIGH position
until lhe airplane is well clear of obslacles. Upon reaching el safe altitup,e,
a.nd reducing power to cruise settings ..releasing tha switch to tbe LOW
position will tben provide sufficient fuel fiow to maintain engine operation
while maneuvering lar a landing.

Ir an engine.driven fuel pump faHure OCcurs during cruising flight.

apply full rich mixture and hold the auxiliary fuel pump switch in the
HIGH posilion lo re.eslablish fuel fiow. Then lhe LOW position of lhe fueI
.--! pump switch may be usen to sustain level fiight. If neces~ary. additional
fuel flow is oblainahle by holding lhe pump switch in IheHIGH posilion.1f
either LOW or HIGH fuel pump switch positions results in rough engine
operation lean the mixture as required for smooth operation.

LOW GIL PRESSURE

lf low oi! pressure is accompanied by normal oil temperature, there is

a possibilitythe oil pressure gageor reliefvalve 1Smalfunctioning. A leaK
in the tine lO tbe gage 1S nol necessarily cause for an imm~diate precau.
tíona.ry landing because an oriiice in this line will prevent a sudden los s oí
oH fram the engine 5ump. However. a landing at the nearest aírport would
be advisable to inspect the source oí trouble. .

rr a total 105Sol Di! pressure is accompanied by a rise in oH tempera-

ture, there i5 good rea.son to suspect an engine fai1ure i5 imminEmt. Reduce
engine power irnmediately and select a suitable forced landing Held. Use
only the minimum power required to reach the desired touchdown spot.

ELECTRICAL POWERSUPPLY SYSTEM

MALFUNCTIONS
Malfunclions in the electrical power supply system can be detected by
periodic monitoring oí tJ:1e ammeter and over~vo1tage \varning light;
however. the cause oC these malfunctions i5 usuallv difficult to determine.
Broken or loase. alternator wiring is most likeiy the cause of alternator
v

failures. a1though other factors could cause the problem. A damaged or

improperly adjusted. voltage regulator can also cause malfunctions.
Problems oC this nature constitute an electrical emergency and should be
dealt '"vith immediately. Electrical power malfunctions usua.lly fall inlo
two categories: excessive rate of charge and insuíficient rate of chargc.
The paragraphs below .describe ,the recornmended remedy for each
situation.

3-17
 SECTION 3
".E:fvlERGENCY PROCEDURES CESSNA
MODEL R172K
.,,
'1
';1
EXCESSIVERATE OF CHARGE ii
After engine starting and heavy electrical usage at low engine speeds
(such as extended taxiing) .the battery condition will be low enough lo
accept aboye ~ormal charging during the initial part oí a flight. However,
aCter thirty minutes Di cruising fiight. tbe arnmeter should be indicating
less than two heedle widths oi charging curren!. Ir the charging rate were'
to remain aboYe this value on a long f1ight, the ballerywould overheat and
evaporate the ~electro]yte al an excessive raleo Electronic components in
the electrica1"$:ystem aDuld be adversely affecled by higher than normal
voltage ii a faulty voltage regulator is causing the overcharging. To
.preclude thesé possibilites, ,an over-voltage sensor will autornatically
shut down the!alternator and the over-voltage-warning light will illumi-
nate if the chargevoltage reaches approximately 31.5volts. Assuming that .
the malfunction. was only momentary. an attempt shouJd be made to
reactivate the alternatar system. To do tbis, turn the avionics power switch
off. tnen turn both sides 01 the master switch off and then on again. If :he
problem no longer exists. normal alternator charging will resume and the
warning light ~V'illga off. The avionics power switch should then be turned
on. If the light ÜluJ:Ilina.tesaga~ma.lfunction is confirmed. In this event,
the flíght should be terminated and/or the current drain on the battery
minimized beca.use the battery can supply the electrical systemior only a
limited perlad ;of time. If the ~mergency accurs atnight. power must be
conserved for later use oi the landing lights and flaps during landing.

INSUFFICIENT RATE OF CHARGE

If the".~meter indicates a continuous discbarge rate in fligbt, the ..J

a1ternator is not supplying power to the system and should be shut down
since the alterhator Held circuitmay be placing anunnecessary load on the
system. AH ndnessential equipment should be turned off a.nd the ,.flight
terminated as ~oon as possible.. .. ..i

J
3-18
 SECTION 4
CESSNA
NORMAL PROCEDURES
MODEL RI72K

SECTION .4
NORMAL PROCEDURES
TABLE OF CONTENTS Page

4-3
!ntroduction . . . . .... 4-3
Speeds Far Normal Operation

CHECKL1ST PRO CE DURES

4-5
Prefl ighl Inspection 4.5
Cabin 4-~
Empenna.ge
4-5
Right Wing, Trailing Ed~e
4-5
Righl Wing 4-~
Nose 4-6
Left Wing 4-E
Left Wing. Leading Edge
4-E
Left Wing. Trailing .Edge
4-[
BeIore Star:ting Engine
4-~
Starting Engine 4.'";.
Befare Takeoff 4.f
Takeoff 4-t
Normal Tak~off
4-~
Short Field Takeoff
4-t
E-nrou te Climb
4-t
Normal Climb 4-f
Maximum Performance Climb
4.~
Cruise 4.~
Descent 4-~
Berere Landing
4-~
Landing
Normal Landing 4 ' -.
4-1:
Short Field Landing
"
4-1i
Balked Landing
, .
,
Arter Landíng
4-1'
4-h
Se~uring Airplane
AMPLIFIED PROCEDURES

4':
Starting Engine
<'2'
 SECTION 4
l.
NORMALPROCEDURES CESSNi\
" ... i MODEL R172K

TABLE OF CONTENTS (Continued)

I
..
. Page
Taxiing . . 1. . .
Before TakeoIf .. . ",'~
,
1:
;~

Warm-Up '1' +13

Magneto Check 4-13
. Alternator; Check 4-13
Takeoff . . .; .:. . 4-14
Power Check'. . 4-14
4-14
Wlng Fl.ap rSettmgs . . . . . . . . . . . . . . . . . ..
Crosswlnd ITakeOff . _ '. 4-15
4.15
Enroute Cllmb _1_ . . . . . . . . . . . . . '. ..
4-15
cru~:am~g W;th A Ce.ss~~ Ec~n~~Y.Mix.tu~e.I~d;c~to.r (EGT) . 4.16
Stalls . . l. . 4-17
Spins. . l' 1_
4-18
Landing , l' 1. 4.18
Norm¡¡! LaI1ding 4.20
Short Field .Lahding 4-20
Grosswind Lariding . . ,.' 4.20.
Balked Lan~ing .. 4-20
Cold Weather Op.eIiation 4-21
. I
Starting . . . . .. 4-21
Warm-Up . .1 .. 4-21
In Flight ... 1 ...
4-22
Hot Weather Operation 4.22
Noise Abatement ; .. 4-22.
4-22
 CESSNA SECTION 1
.--:: MODEL RI72K NORMAVPROCEDURES

~ INTRODUCTION
Section 4 provides checklist and amplified procedures forthe conduct
oC normal opera.tion. Normal procedures associated with opUonal systems
can be raund in Section 9.

", ¡

SPEEDS FOR NORMAL OPERATION

Unless otherwise noted. thefollowing speed~ are based on amaximum
weight of 2550 pounds and may be.used for any le55er weight. However, to
achieve lhe performance spEwified. in Sectibn 5 COI' takeofr distance, the

•
speed appropriále lO the particular weighl musl be used .

Takeoff. Flaps Up:

Normal Climb Out . . . . . . . . . . . . . 75-85 KIAS
Shorl Field Takeoff. Flaps 10°, Speed al 50 Foel 60 KIAS
Enroule CI¡mb, Flaps Up:
Normal . . . . . . . . 85.95 K!AS
Bes' Rate of Climb, Sea Level . 81 KIAS
Best Rate of Climb, 10,000 Fee! 76 KIAS
Best Angle oí CUmbo Sea Leve! 59 KIAS
..J'. Best Angle oí CUmbo 10,000 Feet .65 KIAS
Landing Approach: . .
Normal Approach. Flaps Up' .65.75 KIAS
Normal Apptoach. Flaps Full Down 60-70 KIAS
Short Field Approach, Flaps Full Down 63 KIAS
Balked Landing:
l\tlaximum Power, Flaps 20° . . . . .. ..... 55 KIAS
Maximurri Recornmended Turbulent Air Penetration Speed:
2550 Lbs .'. . . . . . , , , . , , . . , 105 KIAS
2150 Lbs • . . , .. , . . . , . , ... 96 KIAS
. 1750 Lbs ..... : , . ' . , , ... '. , . 87 KIAS
Ma~imum Demonstrated Crosswind Velocity:
Takeoff and Landing . . . . . . . 20 KNOTS

-.

- "'f..
"
¡"

j
r

,SECT!ON 4
CESSNA
,e" ",ORMA]' PROG;EDURES' MODEL R172K
I '
I

NOTE

Visually I,check airplane fer general condition du~ing

walk~around inspection. In cold weather. "remove even
. small accumulations oí frost. ice or snow írom wi'ng, tail
and con troj surfaces. Also. make sure tha.tcontrol surfaces
contain'DO interna1 r:cumulations oí ice ordebris. Priorto
night, ch~ck that pit theater (il installed) is warm to touch
within 30 Iseconds w tb battery and pitot switches oo. If a
night ilight is :planned, check operation oí alllights. a.nd
, . make sur~ a fiasblight is available.
I ' -=:o.
I
Figure 4.1. Preflight lnspection

4.4
'- ..-.'
.,
~
 CESSNA SECT10N 4
MODEL Rl72K NORMf\L PROCÉDURES

,'..-,'
CHECKLlST PROCEDURES

PREFLlGHT INSPECTION
(DCABIN
1. Control Wheel Lock _. REMOVE andSTOW ..
2. Ignition Switch .. OFF ..
3. Avionics Power Switch -- OFF.'
4. Master Switch -- ON,
5. Fuel Quantity lndicalors .- CHECK QUANTlTY.
6. Masler Switch - - OFF. .
7. Fuel Sbuloff Valve .. ON (push ful1 in).
8. Fuel Selector Valve .. BOTH.

J
9. Trim Controls .. NEUTRAL.
10. Baggage Door -- CHECK for security, lock with key ir chi1d's seat
is to be occupied.

I
0EMPENNAGE

1. Rudder Gust Lock _. REMOVE.

2. Tail Tie.Down .. DISCONNECT.
3,' Control.surfaces -- CHECK freedom of movement and security,
¡
.0 RIGHT WING Trailing Edge

f 1. Aileron -- CHECK .freedom of rnovement and security.

,.l
I 0RIGHTWING
¡
1. Wing Tie-Down .- DISCONNECT.
1¡ 2. .,.Main Wheel. Tire •., CHECK Cor proper inflation,
3.
,
Before first flight oC the day and after each rehleling. use sampler'

1 cup and drain small qu'an~ity of 1ue1irom fue1 tan k sump quick.
drain valve to check ,tor water. sediment. and proper fuel grade.
I¡ 4... Fuel Quantity .. CHECK VISUALLY for desiredleveL
5. Fuel Filler Cap .. SECURE.
! o NOSE

, 1r,
1. Static Source Openings (both sides of fuselage) .- CHECK fo;
stoppage. .
2. PrepeBer and Spi.,.;;;e.r.- CHECK for nicks. secllrity and oilleaks,
3. Landing Lights -. CHECK fer condition and cleanliness.
4. Nose \Vheel Strut and Tire -.~CHECK for proper inflalion.
5. Nose Tie-Down .- DISCONNECT.

.¡-.
-rc-~~~~~~~----------------------~".
, ,
::'c-;,-----~

I 1
SECTlON I 4! CESSNi\
f\iORMAL PROCEDURES !'.WDEL R172K
'::.,

6c 'Engme 10l! Leve!

-- CHECK Do not opera te with less than six ,j ..

qU?T,tS. rill
lo eight quarts for extended flight.
7. Befare ffrsl flight'of the day. and :;.ft,p" ,:,.~.~l-lrl:f'..::::lirlg'. pull out
strainet draio knob for about [our seconds lo clear fuel strainer of
possiblé water and sediment. Check slrainerdrain closed.U water
.is ob:served, th.e-fuel system may contain additional water, and
furth!er draining of the system al the strainer, fue! tank sumps.
reserlv¡ oir drain~valve and fuel selector drain plug wiU be neces-
sary.¡ I ... c c

0LEFT WING
~ I
c' •

1. Main WJ;1eel Tire .~ CHECK for proper iilflation.

2.. Befare firs1 flighl of day and aHer each refueling, use sampler cup
and drai!n smalI quantity oI fue! from fuel lank sump quick.drain
valv~ to!check far water, sediment &nd proper fuel grade ..
3. Fue! Qu~ntity .. CHECK VISUALLY for desired Jevel.
4c Fue! Piller Cap -- SECURE. .
1l.
o LEFT WING Leading Edge
I I i1 '
1. Pitot íI'ube .cover .. REMOVE and check opening for stoppage.
2. Fuel Ta~k Vent 0tening •• CHECKfor stoppage. c . .c 1:
3. Stall Warning O ening _. CHECK for .stoppage. '1'0 check thec'
system, place a __lean handkerc~ief..c;>v"r t~e vent openi~g and .
apply suction; a sound: Ir-om.the .warnihg.born will confirm sys~em
operahon. .. .
4. Wing 'Pie.Down .- DISCONNECT.
, , c
.

@LEFTw,~~1 Trailing Edge_

c
1. AjJer~n •••CHECK heedo;;' of movement and security ..•

BEFORE JThRTlNG ENGINE

. I I
1. Preflight Inspectionc -- COMPLETE.
2. Seats. Beits. Shoulder HarnesSeS •• ADJUST and LOCK.
3. FueI Shut'olf Valve .- ON (push fúll in).
4. Fuel Selettor Valve _. BOTH.. " .
5. A vionics fower
c Switch. AutopiJot (if installed). Electrical Equip.
ment .: OFF. . .'
, I

~UTION
The avioniics power switch must be OFF during engine
start td pr1event possible damage 10 avionics.
I
4-6
, .. --0
 l...;,t;0::'"1 ~ i".~ :j::';L:TIUf\; 4-
MODEL RI72K NORMALPROCEDURES

6. Brakes. - TEST and SET.. .

7. Cowl Flap .- OPEN (move leller inboard out of locking hole lO
reposition),
8. Circuit Breakers -- CHECK fN.

STARTING ENGINE
L Mixture - - RICH.
2. PropeHer -- HIGH RPM.
3. Throttle -- CLOSED.
4. Master Switch -- ON. .' .
5. Auxiliary Fue] Pum9 Switch ~~}ÍIGH.~
6. Throttle _. ADVANCE lo o"btain 8-10 OJ6H fuel flow then return to
CLOSED posítion.
7. Auxiliary Fuel Pump Switch -. OFF.
8. Propeller Ar'ea .' CLEAR. ..
9. Ignition Switch -~ START (release to BOTH when engine starts).

NOTE

The engine should sta.rt in two to three revolutions. If it

does Det continue running. start again at step 3 above. If
lhe engine does not start.,leave the auxiliary fuel pum-p
switch off. set lhe mixture lo idl~ cut~off.open the throttle.
and crank i..mtilthe engine fires (or for"approximately 15
seconds). If sUll tinsuccessful, start again using the nor~
mal starting p'rocedure a.lter allowing lhe"starter motor lo
.ji eool.

10. Throttle .. 800 to 1000 RPM.

11. Oil Pressure .. CHECK.

t ~
BEFORE TAKEOFF
1. Parking Brake ~- SET. ~

.,
2. Cabin Doors .. CLOSED and LOCKED. V
J 3.
4.
Flight Control s .. FREE and CORRECT .
Flight Instrumen.ts .- SET.
5. Fuel Selector Valve .. BOTH.
. , 6. Elevator and Rudder Trim _. SET .
.,
i'"
J
"
7. Throttle~OO RPM. .
a. Magnetos .. CHECK (R?M drop should not exceed 150 RPM on
either magneto or 50 RPM differential between mc¥gnetos).

I
,,
il 4-1
r

SECTlON q : :
" NORMA.-I.,Pi'l:OqEDURES CESSNA
MODEL Rl72K

b. Pcopeller .. CYCLE from high to low RPM; return lo high RPM

(full in).
c. E~gine Instruments and Amineter __CHECK.
d. SJction Gage _. CHECK (4.6 to 5.4 In. Hg.).
8. AVion:icSI¡POwer Switch -- ON.
9. Radio~ -- SET. .
lO. AutopÍlot (if installed) -- OFF.
11. Flashi'ng Beacon. Navigation Lights •.nd! or Strobe Lights __ON as
required.1
12. Throttie Friction Lock -- ADJUST,

,TAKEOFF
I
NORMAL TA.KE¡OFF
;
1. Wing ~la~s -- 0° - 100 (lOo preferred).
2. Power ¡. F;ULL THROTTLE and 2600 RPM.
3. Mixture --' LEAN lor tield elevation per luel fiow plaeard.
4. Elevator Gontrol •• LIFT NOSE WHEEL at 55 KIAS.
5. Climb Speed " 75.85 KIAS. '

SHORT FIELD TA.KEOFF ,

,
1. Wing Fiap" '. lO ••
2, Brakes '.• ÁPPLY. .
3. Power -:-FpLL THROTTLE and 2600 RPM. ,
4. Mixture - - 'LEAN'for tield elevation per fuel flow plaeard.
5. Brakes f.
RELEASE. , ,
6. Elevator Control -. MAINTAIN SLIGHTLY TAIL.LOW ATTI.
TUDE. I I "'.',,' ,

,7. CJimb Spe~d .• 60 WAS (until al! obstaeles are eleared).

8. Wing Flap¡_. HET, ACT alter obstaeie.s are eleared.
L.

ENROUTE CJIMB " "

NORMALCLlMB

1. Airspeed "'7é-95 KIJ).S., --....•

2. Power --'FULL THROTTLE and 2600 RPM.
3. Fuel Selector Valve .- BOTH.
4. Mixture._ LEAN lar altitude per fuel fiow placard.
5. Cowl Flap -' OPEN as required .

. '.,.,.
4-8
 SECTION 4
CESSNA
I
"NORMAL' PROCE:OURES
MOOEL R172K

5. Touchdo"'nI .. •MAl N WHEELS FIRST,

~.
6. Landing F}oll -- LOWER NOS E WHEEL GENTL y..
7, Braking .¡MINIMUM REQUIRED.

SHORT FIElD llANDING

I
L Airspeed j.
65.75 KIAS (flaps UP). .
2. Wing Flaps •. FULL DOWN (below 85 KIAS) .
....•..3. Airspeed 1-
MAINTAIN 63 KIAS.
4. Elevator and Rudder Trim -- ADJUST.
5. Power .. REDUCE TO IDLE as obstaele is eleared.
6. Touehdowh _. MAIN WHEE'LS FIRST.
7. Brakes .. APPLY HEAVILY.
8. Wing Fla1s --
RETRACT f.or maxÚnum brake eff~ctiveness.

BAlKED LANDING
I
L Power.- FIULL THROTTLE and 2600 RPM.
2. Wing Flaps .. RETRACT to 20c.
3. AirspeefI .:.. 55 KIAS.
4. Wing Flaps .. RETRACT slowly after reaching 65 KIAS.
5. Cowl Flap .. OPEN.

AFTER LANOING .'.

I . .. .
1. Wing Flaps -- RETRACT.
2. Cowl Flap -- OPEN.

SEGURING tlRPLANE
1. Parking Brake -- SET.
2. Avionics P:ower Switch, Autopilot (if instal1ed), EJectrical Equip.
ment.- OFF.
3. Throllle -- ,IDLE.
4. Mixture -- ¡OLE CUT-OFF (pulJ full out).
5. Ignition S,¥itch -. OFF.
6. Master Switch ,. OFF. ~.
7. Control Lotk .- lNS:fALL. .
'.J!... Fuel Selector Va.lvelL RIGHT.

4-10
 CESSNA SECT10N 'j
MODEL Rl72K 'NORMALPROCEDUHE,

AMPLlFIED PROCEDURES

STARTING ENGINE
Proper fuel management and throttle adjustments are ihe determining
faclors in securing an easy start from your contip.uous-flow fuel-injection
engine. The procedure outlined in this secUoo: should be followed- closely
as it is efrective under nearly all operating condUioos.

Conventional full rich mixture and h.igh"RPM prop€dler settings an

used far st?_rting; the throttle,"however, should be fully closed initially.
When ready lo 'Slart, place the auxiliary fue! pump switch in lhe HIGL
position and advance the throttle lo oblain 8-10 gal/hr fuel flow. Then c1os•.
the throttle and turn offthe auxiliary iuel pump. Place the ignition switcf:
in the START position. While cranking,"slowlJt advance ihe throttle unti ..
the engine starts. Slow throttle advancement i~esser..tial since the engin(
will start readily when the correet fuell air ratio is obtained. When th;:
engine has started, reset the throttle to the desired idl~ speed (800-1001:
RPM), .

The eontinuous.flow fuel injection system will-injeet atomized fuel ir

the intake pprts as soon as thethrottle and mixture controIs are opened an(.
the auxiliary fueI pump i5 turned on. If the auxiliary .pump i5 turned or,
aceidentally while tha engine i5 stopped, ,"vith .the' throttle 9pen and the
mixture rich •. solid fueI will colleet temporarily in the cylinder intakt
ports, the qua-i1tity depending on the amount of thethrottle opening and lh..:
length C?f tímethe pump' has been Oper.ating. Ir tbis happens, i t i5 advisablf
to wait a few minutes until thisfuel drains away.before starting the eng_~ne
To avoid flooding. turo tbe auxiliary fue! pump switch off promptly whe,;
the fuel flow reaches 10 gallhr during preparation for engine start.

Engine mis-starts ch;araeterized by weak. ih-termitten t firing followe(~

by puffs oi bIack srnoke from the exhaust are caused by overpriming Ol"
flooding. This situation is mOre apt to develop in hot weather. ar when th(-
engine is hoto Ti it oecurs. repeat the starting routine with the throttl>:::
approximately 1/2 apeno the mixture in idle cut-off and the auxiliary iue:
pump switch off. As the engine fires. move the mixture control to fuH riel-.
and decrease the throttle to idIe.

Engine mis-starts characterized by sufficient power to take the engi nt

• ~\Vay from the starter.but dying in.3 to 5 revolutiens are the result of ar:
exeessively lean .mixture áfter the start and can occur in warm al" caJe!
temperatures. Repeat the sta.rting procedure but a.llow additiona} primin;
time with the auxiliary fuel pump switch en HIGH before cranking j:
Started. Ir extremeJy not temperatures have eatlsed vapor \vhich prevents ¡
 SECTION 4: I

" NORMAL PROCEDURES CESSNi\

I I MODEL Hin!,

. [

4f .: J

.le-, USE UP AILERON

~ff~ON LH \VING AND
"4

.
~:1
~
~/#'
~11 USE UP AILERON
",",~ON RH VlING ANO
At1w\, ~" in}
.",..:_,_:.;

~jiitJ~ NElITI'A &t ;o

'¡M;I¥%{4iv~~'i.ry;Y_I L ELEV A TOR .•,.;,'~"",=,~"~:~"E",~',,':',,lI,?:,',;.,
L.=,:~ ,.,', ',~,_,:,'"":',L",~":,",'~','''',¡,:,~,~,,,,
',~."R:,'«",.""A,L,",:L:!,:",:,,":,
,<llfh;:',:",.;","'''t/;;"{:,;;,;;;,;;",,,,!" :':,f,',_:,'_';',:';,;'.O'""""""",~""":,:",,,,,,"~~";'!;~,'":.:,'=,t,,'.,:_':~,~"~,,,:;,r,':,~L,~,,~,:'~:;,',~::.",.,

.~;.-

f~t;lñ;~;rg~~¡¡i&i~j~Xi}4¡¡
\
USE OOWN AILERON
ol'i UI WING ANO
DOÍ\'N,ELEV ATOR

COpE
WINDnmi:cTloN' •
i NOTE
Strong qhar'tering tai! winds, require 'caution, Avoid
sudden bursts qf the throttle aud sharp 'braking when ¡he
airplane iO;in this attitude, Use the steerable nose wheel
. and rudde1r 10 maintain direction. .
i

i Figure 4.2, Taxiing Diagram

I
4-12
 \
\,.
CESSNA \
'. MODEL R172K SECTION 4'
. NORMAL PROCEDURES

start. it will be necessary lO hold the auxil.iary fuel pump s\~itch in the
. HIGH posit1on [or 5 lO 10 seconds or more to flush the vapor through the
fuellines untit the fuel flow reaches 10gallhr. Then turn off the pump and
proceed with normal starting procedures.

Jf prolonged cranking is necessary. allow tbe starler motor lo cool

al frequent intervals. since excessive heat may damage tha armature ..

,.
I Alter startíng. irthe oH pressure gage do~s not begín to show preso
sure within 30 seconds in nonnal temperaturas and 60 seconds in very
cold weather. shut off the engine and 'investigate. Lack oí oil pressure
can cause serious engine damage.

NOTE

Additional details concerning cold weather starting

and operation rnay be tound- under Cold \Veather Oper-
ation paragraphs in this section.

TAXIING
-" , . \Vhen taxiing ..it is important that speed and use oí brakes be held to a
minimum and that a11controls be utilized (see Ta?Cii~gDiagram, figure 4-
2) to maintain directional control and balance. Taxiing over loase gravel or
,, cinders should be done at low engine speed lo a.\'oid.abrasion an-d stone
damage to the prop~ner tips. .

BEFORE TAKEOFF
WARM,UP

Since the engine is .closely cowled for efficient in~flight coolihg,

precautions should be taken to avoid overheating on the ground. Full
throttle check s on the ground are not recommended unless the pilot has
good reason to suspect th~t the engine ~s not turning up proper!y.

MAGNETO CHECK

The magneto check should be made at 1800 RPM as- follows. I'vlove
.ignition switch fÍrst to R position and note RPM. Next move 5witch b2.cktD
BOTH to clear the other sel of plugs. Then mOve switch to L position, note
RPM and return the switch to the BOTH position. RPM drop should not
"

, exceed 150 RPM on either magneto or show greater than 50 RPi\I differen-

4-13
 1

• SECTJON 4 ; j CESSNA
''NOHMAL PP,QC~DURES MODEL Rl72K

i I
t.ial betv..'een niag~letos. If there is a doubt concerning operatian of the
ignition systeni, R:PM'checks al higher engine speeds will usually conffrm
whelher a defiCierlcv exists.
I •

: i
An absence oí! RPM drop may' be an indicalion of fau1ty grounding of
one si de oC the ~igriition system or should be cause for suspicion that the
magneto timin~ i~8et in advance of the setting specified.
I

ALTERNATOR. I
CHECK
¡

Prior lo flilght where verificaban of proper alternator and voltage

regulator operatiqn is essential (such as night or inslrument flights). a.
positive verificati'on can be made by loading the eleclrical system mo-
mentarily (3 to:5 SfcOnds) with the landinglighl. during the engine runup
(1800 RPM). The ammeler will remain within aneedle'width of the initial
reading if the a:lternator
I
and voltage reguJator are operating properly.
I I
! I

TAKEOFF
POWER CHEGK ¡

I I
I
It ís importaor to check full-throttle engine operation early in th~
takeoff runo Any :sign oC rough engine operation or sluggish engine
acceleration is good cause for discontinuing the takeo!f."
I I
Full throttll3' r\u~ups' over 100se grave! are especial1y harmful to
prope.ller tips. \J{he:n tá.keoffs must b~ made over ~ gravel surrace. itis very
important that the throttle be advanced slowly. This allows the airplane to
start rolling bef9reitakeoff RPM is developed. and the gravei will be'b"lown
back oCthe própeller ralher than puIled into il. When unavoidable small
dents appear ln the:propellerbJades. they should be correct,ed irnmediately
as described in'SecUon 8 unde.I" Propeller'Care. .
': l' "
.~For ~a.X'im~rri !e~gi-ne.po'~er. the-~ixt~re should be adjusted during
the initial take9[f rbll to tbe fue] flow corresponding to the field elevalíon.
(Refer to the fuel Jlow" placard located adjacent to the fuel flow indicator).
The power incr1ease is significant above 3000 feet and this procedure
should always be bmployed for field elevations greater than 5000 feet
above sea level,: I
After full throttle is applied. adjust the throltle friction lock clockwise
to prevent" the :th~ottle ¡roro creeoing back froro a. maxinlum power
position. Simila'r fhction lock adjustment should be made as required in
other flight conditibns to rilaintain a fixed throttle setting.
, iI l' ''
--
'
I '
4-14 I I
, I
,
I
I
 CESSNA SECTION 4
MODEL Rl72K NOrMAL PROCEDURES

WING FLAP SETIINGS

Normal takeoffs are accomplish,=~d with wing f1aps O°. lOCl. Using 100
wing flaps reduces the ground run and total distan ce ayer an obstacle by
approximately ~ percent.

If 100 wing naps are used Cor takeoff, they should be left clown until aH
obstacles are cIcared and a safe flap retraction speed of70 KIAS is reached.
To clear an ohstaele with wing flaps 10°. an obstacle clearance speed DI 60
KIAS should be used.

80ft Cicld takeoffs can be performed with.15° Oaps by lifting the

ai rplane off the grollJld as soon as practica! in a slightly tail-Iow attitude. If
no obstaclos are ahead, the airplane should be leveled off immodiately to
accelerate lo a safer climb speed. When departing a.5'oft Cield with an art
C.O, loading. the elevator trim should be adju~ted towards the nose down
direction to give cornforlable control wheel force s d_úring the initiRoIcUmbo
Flap deOections greater than 15° are not approved for taReoff.

With wing flaps retracted and no obstructrons ahead, a takeof[ climb-

out speed oC75-85 KIAS wouId be most efficient.

CROSSWIND TAKEOFF

TakeoIfs into strong crosswinds normally are performed .with the

mínimum flap setting neces~ary for the field length. to minimize the drift
angle immediate~y aIter takeoff. The airpla:ne 1s accelerated to -a spéed

í slight1y .higher lhan normal. theri pulled off abruptly to prevenl possible
settling. back to the runway while drifting. Vfhen clear oí the graund. make
a coardinated turr1 into the wind to correc.t for drUt.

J ENROUTE CLlMB

I Normal
maximum
climbs are performed at 85-95 KrAS with flaps up and
power for the best combination of engine cooling. rate oC climb
and forward visibi1ity. Tbe mixture should be leaned in accordance with

I the fuel flow placard.

If it is necessary to climb rapidly to clear mountains or reach favora:ble

winds or belter weather at high altitudes. the best rate.of.cHmb speed
J should be used, This speed is 81 KIAS atse.alevel.decreasingto76
.10.000 feet. Maximum power should be used and the mixture
leaned according to the fuel-fjO'N placard.
KIAS at
should be

¡ Ir an obstr.uction ahead requires a steep climb angle. a best .?v!1g1e-of-

r

SECTION 4 I CESSNA
NORMAL PROCF.DüRES 1vlODEL R172K

'.., clímb sp'eed shJld be used with f1aps up and maximum power. This speed.
i. 59 KIAS al
se¡ lev.el. incraSing to 65 KIAS at 10,000 feet.

CRUISE ,
, I

Normal ci-ui~ing is performed be~ween 60% and 800/0power. The engine

RPM and corres~ponding fue! consumption for various altitudes can be
determined by using your Cessna Power Computer or lhe data in Section 5.
. ¡l. NOTE.

Cruis~ng¡ should be done aL 800/0 power until a. total oí 50

hours :has accumulated al' oi] consumption has sta.bilized.
This ls ~o ensure proper seating oí the rings and is
applicable to new engines. and engines in service follow.
ing cYlin~er replacement or top overhaul Di one al' more
cylinders!. .
I I
~
The Cruise Performance Table. figure 4-3. illustrates the advanta.ge af
higher altitude oh both true airspeed and nautical miles per.gallon. In
addition, the bim~ficial effect of lower cruise power on na.utical miles per
gallon at a givenlaltitude can be observed. This table should be used as a
guide. a19ng with¡ lhe avaílable winds a¡oft information. to detennine the
most favorable altitude Rod power se~tíng far a given trip. The seleetion of
. cruise altitudelonlthe basis of tbe mast favorable wind conditions ~nd tbe
use of 10w power settings are significan t factors tha.t should be considered
on every
. trip to reduce
.¡ fuel consulnptioo.

Far redueed nhise levels. it is desirable to select the lowest RPM in the
I . ..
;
I ¡BO% POWER 70% POWER 60% POWER
ALTITUDE ' KTks NMPG .KTAS NMPG KTAS NMPG
,
3000 Feet -'
,, 126 11.2 119 12.0 110 1
I 12.9
6000 Feet
I
130
..
11.5 122 12.3 112 13.1
9000 Feo, ¡--¡-
' I
--- 125 12.6 114 13.3
,
I 1'
Standard Conditíons i
Zero Wind

1.
Figure 4-3. Cruise Perfonnance Table.
..~
•
'.~
4-16
I ..
¡
~ • __ J
CESSNA SSCTION ~
MODEL Rl72K NORMAL PROCEDUREC'

green are range for a given percent po';"er that will provide srnooth eoginl
operation. The cowl llap should pe apened. lf n"ecessary. to maintain UH:
cylinder head temperature at approximately .two-thirds oí ihe normal
operating range (green are).

Fer best fuel econorny al 700/0 power or less, th'e engine rnay be aperatec."
al one gallon per haur leaner tban shown in .tt:iis handbook 2.nd an thE-
power computer. Th'is will result in approxirnately 80/0 greater range thar.
shown in this haodbook accompanied by approxirnately a 4.knot decree.s!;
in speed.

The fuel injection system employed on this engine is 'considered to b.

non.icing. In the event that unustIal conditions cause the intake air fiIter t.
become clogged or iced over, an alternate intake air val ve opeos automa.t.'
cally for the most efficient use oC either normal or alternale ait dependin.
on the amount of ,filler blockage.

LEANING WITH A CESSNA ECONOMY MIXTURE INDICATOf

(EGT)

Exha.ust gas temperature (EGT) as shown on the optional Cessl'~

Economy Mixture lndicator may be used as an aid for mixture leaning. i
cruising flight at 800/0power or less. To adjust the mixture, using tb;
indicator, lean to establish the peak EGT as a reference point and the
enrichen the mixture by a desired increment based on figure 4-4.

Continuous operation al peak EGT is autho.rized only al 70° power (

less. This best econorny mixture setting results in approxirnately SI
greater range than shown in tbis handbook accompanied by approximah
ly'a 4 knot decrease in speed.

NOTE

Operation on the lean 'side 01 peak EGT is not ,approved.

MIXTURE EXHAUST GAS

DESCAIPTlON TEMPERATURE

AECOMMENDED LEAN
(Pilot:s Operating .Handbook 50°F Rich of Peak EGT
and Pow~r Computed

,BEST ECONOMX
Peak EGT
(70% Power or Less)

Figure 4.4. EGT Table

'-.::;

4.
 SSCTIO'{~ : i CESSN.-\
", C:OH!vJ ..'Ú: PRÓCEDURES MODEL R1721{

When IcaninJ the mixture, j[ a dis!inct 'peak is no! obtained. use the
. correspondinO'". maximurn EGT as a referenc€. pojnt for enrichen"ing the
mixture lo the:;)des1iredcrulse setting. Any change in altitud e or power will
require a rech~ck oC the EGT indicatión.

STALLS I I .
The stall :ch~racteristics are conventional and aural warning is
provided by a"lstal1 warning horn which sounds between 5 and 10 knots
"bove the stad ini all eonfiglations. . .

Power off stall speeds al maximum weight for both forward and aft
C.O. are presentetl in Seetíoo" 5.

SPINS
InLentional SHins are approved in this airplane w..uhln certa.in restricto
ed loadings. Spin~ with baggage loadings oc occupied:!ear seat(s) are t10L
approved. 1 I .' . . ..
, ,

How.ever. 9cfóre attempting lo perform spins ~evera.l íteros shouldbe

earefully eonsidered to assure a safe flíght. No spins should be attempted
without first having received dual instruction both in spin entries and spin
recaveries from la qualified instructor who is fa.miliar with the spin
characteristic$ of,the Cessoa R172K.
I
The eabin. shbuldbe elean and .aH 1003e equipment (including the
microphone a.nd tea'f sea.t belts) should be stowed or 'secured. For a solo
flight in which spins \"fill be cond\lcted. the copilot's seat belt and shoulder
harness should aliso be secured. The seat belts 'a.nd shoulder harnesses. .:.. '

- should be adjuste~ to provid'e proper re5traintdu~ing aH anticipated flight ,'.

conditjons. Hdwe'ver,
l' I
care should be taken to ensure -that the pilot can
•

easily reach tne Hight controls and produce maximum control travels.

lt js recolm1nde~ -tha.t, where feasible. entries be ac~ompliShed at

high enough altit(,de that reeoveries are eompleted 4000teetor more above
ground level. At
Ieast 1000 feet of altitude Ioss should be alIawed for a 1.
turn spin and: recovery, while a 6-turn spin a.nd 'recovery may require
.somewhat mote tban twice that amount. For example. the recommended
entry altitude tori a 6-turn spin would be 6000' feet above ground level. ln
any case, en tries should be plaDned so tbat recoveries are completed well
above the rnin'imhm 1500 feet above graund level required by FAR 91.71.
.
. ;.
~
Another reasón tor using high- altitudes for practicing spins is that a
greater field of v1iew is provided which will assist in maintaining pilot
'if'
orientation.
Ji
l
4-16 4-""
 CESSNA SECTION 4
MDOEL R172K NORMAL PROCEDURES

The nonnal entry is made from a power-off stal1. As the stall is

approached. the elevator control should be smoothly pulled lo tbe ful! aH
position. Just prior lo reaching the stall "break", rudder control in the
desired direction of the spin rotallan should be applied so that full rudder
defleclion i5 reached almost.simultaneously with reaching full aft eleva-
toro A slightly greater rate oí dece!eralion than for normal sta11 en tries,
applicalion of aile:rons in the direction of tbe desired spin. and the use oí
power al the entry' will assure more consiStent and positive entrjes lo the
spin. As the airplane begins lOspin, reduce ihe power to ¡dIe and relurn the
aBerons lo neulral. Both elevalor and rudder controls should be held full
wilh the spin uI'l:tilthe spin recovery 1Sinitiated. An inadvertenl relaxation
of either oC these controls could result in the developmenl of a nose~down
spiral. .

For the purpose oC training in spins and spin recoveries, a 1 or 2-tur~

spin is adequate and should be used. Up.to2lurns, the spin will progress to
a fa"irly rapid rate oí rotalion and a steep attitude. Application oC recovery
control s will produce prompt recoveries (within 1/4 turn). Dl.lring ex.
tended spins of two lo three turns or more, lhe spin will tend to change iota
a spiral, particularly to the right. This win be accompanied by an iilcrease
in airspeed and gravity loads on the airplane. I[ thi"s Decurs, recovery
should be accomplished quickly by leveling the wings and recovering
írom the resu1ting dive .

.Regard1ess of how many turns the spin is held or how it is enlered, the
following recovery te~hnique should be used:

1. .VERIFYTHÁ T THROTTLE 1S IN lDLE POSITION ANO A1LER-

ONS ARE NEUTRAL:.
2. APPLY ANO HOLD FULL RUOOER OPPOSITE TO THE DIREC-
TrON OF ROTATlON.
3. JUST AFTER THE RUOOER REACHES.THE STOP. MOVE THE
CONTROL WHEEL BRISKLY FORWARD FAR ENOUGH TO
BREAK THE STALL.
4. HOLD THESECONTROL INPUTS UNTIL ROTATlON STOPS.
5. AS ROTATION STOPS. NEUTRALIZE RUOOER. ANO MAKE A
SMOOTH RECOVERY FROM THE RESULTING OIVE.

NOTE

If disorientation precludes. a visual determination oí the

direction oC rotation, the symbolic airplane in the turn
coordinator may be referred to for this inÍormation.

j Variation
installed
in basic
equipment
airplane rigging
or right seat occupancy
or in .weight and balance
can cause differences
due lo
in
¡
behavior. particularly in extended spins. These differences are normal and
i
\
.,~
i 4-19
 Sr;CTION 1
~,OrU,'íAL PR()CEO:URES CESSNA
¡ MODEL RI72K
,

I
\',:ill result in variations in the spin characteristics and in the spiraling,
tendencies ~or spin~ oí .more ~han Z"turns. Howevet, Lhe aforementioned
recovery techniquel should .a.hvays be used and will result in the rnost
expeditious recoveny frorn"any spio.

Intentional sPiJs with flaps extended are prohibited. since \he high
speeds which may o,ccur during recoverjo' a.re pv l.£nLiaily da.Jnaging to the
I
,
flap/wing slruclure: .

LAN[)ING
NORMAL lANDING
I

Normal landing :approaches can be made wíth power-on ar power-off

at speeds oC 65-75 KIAS with flaps up. and 60-70 KIAS with f1aps down.
Surface winds and !air lurbulence are usually the pr.imary factors in
determining tne most cornforlable approach speeds. Steep slips shoul~
avoided with flap set!tings great,r than 20° d.Ue to a slight tendency lor too
elevator lo oscillate under ce~a.in combinations of a.irspeed., sideslip
angle. and center of /;ra:vity loadings. '.
. I . . .'
Actual touchdow.n should be made with power-off and on the main
-vheels first lo reduce:lhe lal].ding speed and subsequentneedfor braking in
he landing roll. The {'lose wheel is lowered to the runwa.y genUy a.lter the
peed has diminished to avoid unnecessary nose gear loads. This proce-
ure is especially im~ortant in rough or 50ft rield landings.
I .
HORT FIElD LAN1DING . . .• . .

for a shortfield landing io smoolh airconditions. malee an approach at

3 KIAS with fui! ná.ps using enough power lo .control lhe glide pa.th.
SlighUy higher app'roach speeds should be used under ,turbulent air
onditions,) After all approach obstacIes are cIeared. progressively reduce
ower and ..maintain: the approach speed by lowering the nose ol the
.lrplane. Touchdowni should be made \Vit~ powei-of[ and on lhe main
heels.first. Irnmediately after ~ouchdown.low.erthe nose wheel and apply
eavy braking as req¿ired. For maximum brake effectiveness. retract the
aps, hold the control rbeel full bac~. and a.pply maximum bra.ke pressure
'ithout sliding the tires. ..
I
ROSSWIND lANlDlNG

. When Ianding in k slrong crosswind. use the minimum flap setling

quired for the fieId iength. If flap settings -greater than .200 are used in
deslips wHh full rudder deflection ..s.cme elevator oscillation may be feIt

o .., •....•
 CESSNA SECTION 4
MODEL Rl721{ NORMAL PROCEDURES

al normal approach speeds. However. this does not affecl co~trol oi the
airplane. Allhough the crab orcombina:tion Enelbod of drift correction may .
be used. the wing-low method gi ves the besl contro~. Afterlouchdown, hold '.
a straight course with the steerable nase wheel anp occasional braking if
necessary.

BAlKED lANDING
In a balked la.nding (go.around) climb. reduce the wing flap setting lo
200 irnmediately after fuH power is applied and mainlain 55 KJAS until
immediate obstacles are cIeared. Then slowly retracto the wing flaps after
accelerating to an airspeed of 65 KIAS. If obstacles must be cIeared during
the go.around climb. leave the wing flaps in the 100 lo 20° range and
maintain 55 KIAS until the obstacles are cleared. Lean the mixture
according to the fuel flow placard. Arter clearing any obstacles. the !lapso
may be retracted as the airplane accelerates to the normal flaps-up climb
speed of 85-95 KIAS.

~OLD WEATHER OPERATION

STARTING

Prior to starting on a cold morning, it-is advi.sable to pull the prapeller

through severa~ times by hand to ",break loose" or "limber" the oil. thus
conserving battery energy.

NOTE

When pulling the propeller through by hand, treat it as if

the ignítion s,witch is turned an. A loase or broken graund
wire on either magneto could cause the engine to fire.

Starting can be expedited by switching the auxiliary. fuel pump to

HIGH position and advancing the throttle for a fuel flow o[ 8-10 gal.J hr. [or
3 to 6 seconds. '

In extremely cold (-18'C and lower) w.Ather. the use of an external

preheat-er and an externa.l- ,power sou¡'cé'{re .,recornmended ,whenever
pcssible to o.btain positive starting and tó'réduce wear and ,abuse to the
engine a:nd electrical sy,stem. Pre-h~at will thaw the oil-trapped in the oil
cooler, which próba.bly witl be c~mgealed pri6r te sta.rttng in e;ctremely
cold temperatures. When using an external power source, the positien of
the master switch is .important. Refer to Section 7 únder Ground Servicf,
Plug Receptacle for operating details.

. 4-21
 SEci'ION 4 1, .' .
,', '''-'ORrVlA i,PRPC:EDU RES CESSNA
MODEL R1721,

Fer quick, stn~o~h engine starts in very cold temperatures. use si" ;
slrokes of the:m~ñual primer befare cranking, with an additional one OL :
two strokes as tne engine ~tarts_,

WARM-UP

In very cold weather. no oi! temperature indication need be apparenl r ¡

before takeoff! Afler a suilable warm.up period (2 lo 5 minules al 1000 ¡
RPM), wilh eylinder head lemperalures al bollom ot green are, lhe engine ¡
is ready for takeoff jf it accelerates smoothly and the oH pressure
. is normal
and steady.. ' ,
I

INFlIGHT

During Jel-ddwn, obsenre engine lemperalures elosely and earry

sufficienl POw~r to maintain "them in the recornmended operating rangB.
I
HOT WEATHER OPERATlON.
Refer lo lJe Jeneral warm temperalure slartlng intormalion under
Slarting Engin1e in lhis seetion. Avoid proJonged engine operalion on lhe
ground. l. i . .
-
...-:..

NOISE ABATEMENT
, I
Increased emphasis on improving the quality oí our environment
requires renewed ~ffort 01] thj part oí al} pilots te mi~imize the e!fect of
airplane noise on the .public. V . . . .

We, a~ Pilo~s.lean demonslrale' our coneerntorenvironmenlal im.

provement, by !apPlication o! the following s:uggested proced':lres, and
lhereby lend IO¡bU\ld public supporl tor avialion: .

1. Pilots ope¡;ating aircraft under VFR Over outdoor assemblies 'oC

persons; re,creational and park areas. and other noise-sensitive
are as sh'ould make every effort to fly oot )ess than 2000 feet above
the surface,l weather permitting; even though flight at a lo~er level
may be dons~stent with the prOVi5ions of government réguJations.
2. During departure trom or approaeh lo an airport. climb atter
lakeoft and: deseenl lor la~ding should be 'made so as lo avoid
prolongr t'lighl allow a:~:='near nOise.sensillve areas.

.J
The abo~e r¡ecommended procedures do nOl apply where

4-22 J
 MODBLR172K SECTION 4
NORMAL PROCEDURES

they would conf1ict with Air Traffic Control clearances or

instructions. Or where, in the pilot'sjudgment. an altitude
oí less thRtl 2000 feet .is nccessary far hin] lo adequately
exercise bis duty lo see and avoid other aircraft.

The cerlifícaled noise level for lhe Model.Rl72K al 2550 pounds

rnaximum weight i5 74.8 dB(A). No determination has beeo made by the
Federal Aviation Administration that the noise levels oI this airplane are
or should be acceptable or unacceplable for operation at, into, or out of, any
airport.

4-23/(4-24 blank.',
 CESSNA SECTION o.
MODEL R172K PERFOP..JyIANCE

SECTION 5
•
PERFORMANCE

TABLE OF CONTENTS

Introduction . . . . . .. 5.;
Use Of Performance Charts 5.-.
Sample Problem . 5-.
Takeofr 5-
Cruise 5-.
Fuel Required 5-:
5-"
Fig:r~n:~il~~i~s~e~d'C~lib;aúo~~~o~a~S'ta~i~S'o~r~e' 5-.
Airspeed Calibralion - A..lternate Static Source 5.!
Figure 5-2, Temperature Conversion Chart 5-1.
Figure 5-3. Stali Speeds . 5-1
Figure 5-4. Takeoff Distance ~ 2550 Lbs . 5-1:
Takeoff Distance • 2400 Lbs And 2200 Ü,s 5-1"
Figure 5-5. Rate Of Climb ~ Maximum :' . . . . . : 5-1
Figure 5-6. Time. Fue!. And Distance To Climb . i\-laximum
1 Rate Of Climb . .. . . . . . . . . . . . . 5.1
Time. Fuel; And Distance To Climb - Normal Climb 5-1
Figure 5-7, Cruise Performance - 2000 Feet 5-1"
eruise Performan"ce - 4000 Feet .5-1
Cruise Performance - 6000 Feet 5-1
Cruise Performance - 8000 Feet 5-2
Cruise Performance. 10.000 Feet '. 5-2
Cruise Performance ~ 12.000 Feet 5~2
f
1
Figure 5-8. Range Profile
Figure 5-9. Endurance Proflle
Figure 5-10. Landing Distance
5-2
5-~'
5.;2

, .
5-1/(5-2 blan
 CESSNA SECTION:
MODEL Rl72K
PERFORMANCL"

INTRODUCTION
Performance data charts on toe following pages are presented so tba~
you may know what to expect from tbe airplane under various conditions.
and a150. to facilitate the planning o[ Dights in detan and with reasonable-
accuracy. The data in the charts has be en computed fram actual flight test~
with the airplane and engine in good condition and using average pilotinf. I
techniques.

It sho':ll~ be noted that the performance information presented in th~

I
range and endurance profile charts .allOW~ far 45 minutes reserve fue'
based on 450/0 power. Fuel now data forcrui~ .ís based on ,the recornmendet
lean mixture setting. Sorne indeterminat variables such as mixtur,
leaning technique, fuel melering characteristics, engine and propelle
condí tion. and air turbulence may account for variatíons of 100/0 or more j,
range and endurance. Therefore, Ü is important to utilize a11 availab!:.
informatíon to estímate the fuel required for the particular flight.

USE OF PERFORMANCE CHARTS

Performance data is presented in tabular or graphical form to illus
tra.te the efiect oí different variables. Sufficient1y detailed iniormation L
provided in the tables so that conservative values can be selected and user
to determine the particular performance figu~e ~ith reasonabl.e accurac~;

I
I
 ,
SSCTlON" CESSNA
" PERFORi\1A1'ICE MODSL H172K

SAMPLE PRioBLEM
" . !

The folJowing sample flight problem utilizes information from the

various charts to ,¡determine the predicted perforntance aa~a.lUI ti. ty pIcal
flIght. The following information- is knawn:

AIRPLANE ebNFIGURATION
Takeoff w~ight 2500 Pounds
Usable fudl 49 Gallons

T AKEOFF e~NDITIONS
Field pres,;mre altitude 1500 Feet
Temperature 28°C (16°C aboye standard)
W.ind component along runwa.y 12 Knot Headwind
Field length ' 3500 Feet
¡
i '. 1..
CRUlSE CONIDITIONS'
Total disti'Jnce 445 Nautical Miles
,
Pressure a~ltitude 5500 Feet 1,
Temperatu1re . 20.e (16.C aboye standard) I
Expected Wind enroule 10 Knot Headwind 1,
LANDING eO~DITIONS
. Field pressure "altHude
Temperatu~e'
2000 Feet
25.e
l
Field length 3000 Feel

TAKEOFF

The takeoff distan ce chart. figure 5.4. should be consulted. keeping in

mind that the distances slJlown are based on the"short field technique.
Conservative dista!nces canWbeestablished by reading the chart at the next
higher value oC wéight, aJtitude and temperature. For example. in this
particular sample problem; the takeoff distance information presented for
a weight oI 2550 pounds. pressure altituae oí 2000 Ceet and temperature o( a
30.e should be used and resulls in the following:
¡
Gr.ound rol! , 1070Feel
Total disl~nee to elear a 50-foot obslaole 1820Feet

These distanoes arl well within the a~ble takeoff field length. Ho";ev-
er, a correction forltbe effect ~( wind may be made based on Note 2 oC the

takeoff ehar.t. The r:;;::;:o.r l~o2 ,k~::Qh;:::::: is:

. .,~

....J
,1 no s '

5-4 ... ..;.

. ,

_______ ---------J
 CESSNA SECT10N 5
MODEL RI72K PERFORMANCE

This results in the following distan ces. corrected for \'Jind:

Ground rollo zero win'd ~ 1070

Decrease in ground roll
(1070feet' 13%) 139
Corrected ground roll '931 Feet

Total distan ce to clear a

50-foot obstacle. zera wind 1820
Decrease in total distance
(1820 feet ' 13%)
Corrected total distance
to clear a 50-fool obslacle 1583 Feet

CRUISE

The cruising altiLude should be selected based on a consideration of

trip length, winds alaft, and the airplane's' performance. A cruising
altitude and the expected wirid enr.oute.h~ve been' given for this sam.pIe

I
problem. How~. the power setting selection for cruise must be deter-
mined based on severa.l considerations. These inelude the cruise perfor-
mance characteristics presented in figure 5-7, the ranga profile chart
presented in figure 5~8.and the endurance proCHe chart presented in figure
5-9.

The relatiOn.~hl~ between power and.ránge~S il1ustrated by the range

profile ehart. Considerable fuel savings and longer range 'resu1t when
lower power settings are usad.

The ran'ge profile chart indica!es that use of 70% power al 5500 fee!
yields a predicted range 01512 nautfcal miles withno wind ..Theendurance
proCiJe chart, figure 5-9. shows a corresponding 4.2 hours, Using this
information. the estimated distance can be determined for the expected 10
knot headwind at 5500 feet as follows:

Range. zero .wind 512

Decrease in range due too wind
(4.2 hours 11 10 knot headwind) ~
Corr.ected~a~ .470 Nautical Miles

This indicates that the trip can be made wit.hout a fuel stop using
approxirnately 700/0 power.

5-5
:3ECTION 5 CESSNA
I~ÉRFORMANCE ., MODEL RI72!{

i
The cruise performance chart for 6000 feet pressure altitllde is enlered
using 20°C above starldard temperature. These valu~:; .~h)S1.neariy l:orres.
ond lo the planned :altitude .and expected temperalure conditions. The
ower setting cho:sen is 2500 RPM az:¡d22 inches oí manifold pressure.
vhich r~sults in 111ef.ollowing:

Power
,
i
I
. 70%
True: ait;'speed 124 !{nots
Crui~e f,uel flow 9.9 GPH
. ,

rhe power computer ~ay be used lo determine power and fuel consump .
.ion more accuratJly !during the flight.

UEL REQUIREq
i
. !
The total fuel tequirement for the flight may be estimaled using the
Icrformance infortnation in figures 5-6 and 5.7. Far this sample problem.
a
igure 5.6 shows th~t normal cHmb lrom 2000 leet to 6000 leet requires 1.5
"allons al lue!. The' cotresponding distance during the elimb is 10naulical
,.iles. These .va.lues ~re for a standard temperature and are sufficíent1y
ccurate lar most fliglit planning purposes. However, a further corfection
or the effect of terrÍperature-may be made as noted on the climb charlo The

.,•
pproxirnate effect' of ~ non.s"tanda-rd temperature is to increa.se the time. .~
uel, and distance by 10%for each 10°0 above sta.ndard temperature, due te
he lower r&~e(jf c1imp. In tbls 'case, assuming ~ temperature 16°0 a.bove
tandard. the corr~cti,;m would be: .
•
1'6'C
~00C' 10% = 16% lncrease
l'
ith this factor included,
",:.
the luel estimate would
.'
be caIculated as.follows:
- ..

Fuel to clirjJb. ;standard temperatu~e' 1.5

Increase"d'1€ tpnon-standard temperature
(1.5' 16%), 0.2
Corrected f~eli to climb 1.7 Gallons

lsing a similar proc~d.ure lar the distance during climb results in 12

,autieal miles. . ,
~
'he ~esultant cruis:e dista~s:
!.
Total 'disitance 445
Climb di~tance :J£
Crujs~ d~stance 433 Nautical Miles

,6

L
 CESSN'A SECTlON"
MODEL RI72K 'P'EHFORMANCE

Wilh an expected 10 knol headwind, .the g:round speed ior e.;:ruise is

predicted to be,

\24
-10
lliKnots

Therefore. the time required for the cruise portian oí the trip is:

433 Nautical Miles - 38 H'. ,

1í4 Knots -. ~l1rs

The fu el required for cruise is:

3.8 hours • 9.9 gallons/hour ~ 37.6 Gallons

The total estimated fu el required i5 as follows:

Engir.e start, taxi, and takeoff 1.4

Climb 1.7
Cruise 37.6
Total fuel required 40.7 Gallens

This will leave a fuel reserve 0(:

49.0
.-40.7
&.3Gallons

Once lhe f1.ight i5 underway. ground speed check s \vill provide a more
accurate basis for estimating the time enroule and the corresponding fuel
required to complete the trip with ample reserve.

LAND1NG
A procedure similar lo lakeoff should be. u"sed ror estimating the
landing distance al the destination .a.irport. Figure s.iO.presents landing
distance information Jor th"e short rield technique. The distances" corre"s-

I
ponding to 2000 feet pressure altitud e and a temperature of 30°C are as
follows:

Groun.d roIl 700 Feet

'1 ~ Total distance to.clear a 50-fool obstacle 1390 Feet
¡
A ccrrection fer the effect of wind may be made. based on Note 2 of the
landing chart using tbe same procedure as outlined fer lakeoff.
¡ '-:;>

j., 5-7
.:;ECTJON 5
?E.RFCRMr\'NCC:; CESSN,\
MODEL Rl72K

AIRSPEED CALlBRATION
NORMAL STATIC SOURCE

f LAPS UP

KJAS SO 60
i 80
'O 90 100 110 120 130 140 150 160
KCAS 53 61 69 78 88
I
98 108 118 128 138 148 158
fLAPS 100

KIAS 40 50
I
KCAS
,
60 70 80 85 '. - ".
48 54 61 70 79 83 o •• ___

I
F LAPS 400
--:=- I
K1AS 40 50 60 70 BO -._---
KCAS I BS
43 SI 611 70 79 B4 __ o _ ••

---

Figure s-J Airspeed Calibration (Sheet 1 012)

. I

--.
 CESSNA SECTlON 5
MODEL RI72K PERFORMANCr;

AIRSPEED CALlBRATION
ALTERNATE STATIC.SOURCE

HEATER/VENTS ANO WINOOWS CLOSEO

FLAPS VP
V
NORMAL KIAS 50 60 70 80 90 100 .110 130 140 150 160
'20
ALTERNATE KIAS 43 57 69 79 90 100 109. 119 12R 137 147 156
F LAPS 10°

NORMAL KIAS 40 50 60 70 80 85 . - - ~~~._---- - .- - - -

ALTERNATE KIAS 32 43 56. 68 78 84 .. - - - . -----. .- - . - .
FlAPS 40°

NORMAL KIAS 40 50 60 70 80 85 --------- .. - . - . - ~

"

ALTERNATE KIAS 31 42 54 64 75 81 --- --- _.- . - . .. - - - .

HEATER/VENTS OPEN ANO WINDOWS CLOSEO

FLAPS VP

NORMAL KIAS 50 60 70 60 90 100 110 120 130 140 150 160

ALTERNATE KIAS 42 56 67 77 87 96 106. liS 125 134 144 153
FLAPS 10°

NORMAL KIAS 40 --. --- - .-

- .. -- -- --
50 60 70 80 85 --- --.
ALTERNATEKIAS 30 .41 55 66 76 81 ._------.---
FlAPS 40°

NORMAL KIAS "40 50 60 .. 70 80. 85 .- - --. --- --- --- ---

ALTERNATE KIAS 25 37 49 61 72 75 --- ------:._---- ---

Figure'~-1. Alrs~e'ed Ca.Übration (Sheet 2 oi 2)

1"
1
'-::-
5.9
1
 3ECTlON 5
.?ERPORMi,NCE CESSNA
MODEL Rl72K

120
I
100

~. 60
w
:t:
Z
w

, ,,
<r
:t:
'"
~ 40
~
w
w
<r ,
C)
w
O
20
•~
.',

.,!
o 1
!
j
1~ '." ..
.'0
I ~
.40
.'0 -20 .o
'0 40 60
f
.~ -~
. DEGREES . CElSJUS .~
i
Figure 5-;2. Temperature Con ve rsio n Chart
i
1 , --
-lO . I i~
I~
~
..
•,
:'
....J
CESSNA Sf.,CTION 5
MODEL Rl72K PERf'ORMANCE

STALL SPEEDS~

CONOITIONS,
Power Off

NOTES,
1. Maximum altitude loss during a stal1 recovery may be as much as. 160 feet.
2. KIAS vatues are approximate.

MOST REARWARD CENTER OF GRAVITY

ANGLE dF 8ANK
WEIGHT FLAP
OEFLECTlON
0° 30°
.. 45° 60°
L8S
KIAS KCAS KI,AS KCAS KIAS KCft.S KIAS. KCAS

UP 49 53 53 57 58 63 69 75
2550 10° . 41 50 44 54 49 59 58 71
40° 44 46 47 49 .52 . 55 62 65

MOST FORWARD CENTER OF GRAVITY

.
ANGLE OF 8AN K

WE1GHT FLAP
DEFLECTlON 0° .30° 45° 60°
L85
KIAS KCAS KIAS KCA5 KIAS KCAS KIAS KCAS

UP 54 56 . 58 60 64 67 76 79

.2550 10° 43 51 46 .SS 51 61 61 72

40° .46 48 49 52 55 57 65 68

Figure 5-3. 8tall Speeds

 TAI(EOFF DISTANCE
MAXIMUM WEIGHT 2550 LBS
eONOITIONS:
Flüps 100
2600 RPM i1nd Full Tnrottle .Prior lo Brake' Re/case
[ SHORT FIELD ¡
Mixture Ser al Placard Fuel Flow MIXTURE SErTING
COw/-Flap-Opcn .
PavedLevQ/._Dry
-Runway-~~~~-- ~RESSA~T_ --GPH-
-----Zero Wind
S.L. 1G
NOTES: 2000 15
4000 14
1. Short field tcchnique as specified in Sectian 4.
6000 13
2. Decrcüse distan ces 10% far each 9 knots headwind. Far opcralion with t¡¡iI win 8000 ~
10 knoú. ¡ncrease distances by lO,)fdor caen 2 knots. ds up te
3_ Fo, OP"atlon on a d,y. grass runway. Inmase distances by 15% 01 .he "g'ound roll" Ilgu'O,

TAKEOFF
SPEEO OOC 10°C
WEIGHT PRESS ,

200e
KIAS 30De
LBS ALT 40°C
TOTAL TOTAL
LIFT AT, FT GRNO TO'CLEAR GRNO TOTAL
OFF 50 FT TO CLEAR GRNO TOTAL TOTAL
ROLL 50 FT06S ROLL TO CLEAR GRNO TO CLEAR GRNO
50 FT OBS ROLL 50 FT 06S ROLL TOeÚAR
2550 '56 60 S.L. 715 50 FT 085 ROLL 50 FT 06S

ir
1225 770 1315
1000 780 1335 1410 895
2000 840 1435 5
1510 960 1625
855 1460 ' 1540 975 1655
3000 9~0 1570 5 1690 1050 17.80
935 l' 1600 1010 1070 1020
4000 1025 1725 1090 1860 1150 1960
1760 1110 1900 1175 2005 1265
5000 1125 1945 1195 2055 1290 2165
6000 1240 1220 2105 1315 2220 i390 2405
2155 1340 2280 1420 2470
7000 1365 2340' 1450 1!)30 2665
2405 1480 2540 1565 2765
8000 1610 2615 1600 2850 11:90 3015
2695 1635 2945 1730 3115 1170
1770 3225 1915
3415
3545 2C75 3920
Pigul'e 5.4. Takeoff Distance (Sheet 1 01 2)

.- .•
:.. ....-•.•.."'.,,~.,
.. ..... ...._
" ....""'- .•.:"'..-..,.:-., •....,. , '"
..,
.., 'r- "!r .•. l'- •

'_ .. ~~-
'_ .•."', ..•.•
..•.•._,~".•..~, _~
_._--~_ ,'---------------------....;----------_ ..•._-
.• .••.... ....•
___ ... ree _ .. r

TAI<EOFF DISTANCE
2400 LBS ANO 2200 LBS

I SHORT FIELD I
REFER TO SHEET 1 FOR APPROPRIATE CONOITIONS ANO NOTES ..

TAKEOFF ODC 10D 20°C 30DC e 40°C

SPEEO PRESS .
WEIGHT KIAS ALT TOTAL TOTAL TOTAL TOTAL TOTAL
LBS
lIFT AT
FT GRNO TO CLEAR GRNO TO CLEAR GRNO TO CLEAR GRNO TO CLEAR GRNO 10 CLEAA
OFF 50 FT ROLL SO FT OBS ROLL 50 FT OBS ROLL 50 FT ces ROLL 50 FT OBS ROLL 50 FT OBS

2~00 54 5B S.L. 620 1070 670 1145 720 1225 775 1315 B35 1~10
1000 660 1165 730. 1250 700 1340 U~5 1435 910. 15~0
2000 . 740 1270 800 1385 8GO 14G5 825 1575 995 1;:i90
3000 610 1390 675 1495 9~5 1605 101'5 1730 1095 . 16GO.
4000 690 1520 960 16'40 1035 1765 1115 1905 1200 2055
5000 .975 1675 1055 1805 1135 1950 122? 2110 1320 2260
1070 1850 1160 2000 1250 2165 1350 2345 1455 25~0
6000
7000 1180 2050 1275 2220 1380 2410 149.0 2620 1GlO 2950
8000 1305 2280 1410 2480 1525 2700 1650 . 2950 1780 3225

2200 S2 56 S.L. . 510 880 550 940 580 1005 635 1075 680 1150
1000 555 955 600 1025 6~5 1095 690 . 1175 740 1255
2000 655 ~115 70S 1195 755 1280 810 1370
605 1040
3000 715 1215 770 1305 825 1400 890 1500
660 1135
4000 725 1240 780 1330 8~0 1430 905. 1535 975 lG!JO
5000 B55 1460 9~5 1570 995 1690 1070 1820
795 1355
6000 10190 9.10 lG05 1015 1730 1095 1065 1175 2010
670
7000 1035 1770 1115 1915 1205 2065 1295 2235
955 1645
1 ¡'la 1965 1230 2125 1330 2300 1430 2-195
8000 1055 1815

u,
Figure 5.-'1. Takeoff Distance (Sheet 2 af 2)
 SECTTON 5
PE:Hi"OH,\1 A>, CE
.;-, .' . ,
CESSN ,'\
MODEL R172¡"; 1
RATE OFCLlMB

CONOITIONS:
,
,

I
I rviAXIMUM
I
, .-
J
Flaps Up MIXTURE SETTlNG
2600 RPM
F uJI Throttle PRESS ALT GPH
Mixture Set at Pl¡¡card Fuel Flow SoL. 16
Cowl Flap Open 4000 14
8000 12
~ 12,000 10

WEIGHT PRESS CUMB

AATE OF CLlM6 _ FPM
,
lBS AlT
FT ¡
SPEED
'KIAS ~20oC oOe 0e
t
2550
20 40oe-=
S.U 81 1040 945
2000 845 750
80 925 630 740
4000 , 79 650
810 720 635
6000 78 545
695 615 530,
' 8000; 77 445
585 505 425
10,000 76 345
480
12.000 1 75 370
400 320 --.
-29S 220 - ..
!
,I Figure 5:5. Hale 'ol CJimb
,
"

!
!

,
I
,

~
4
 MODEL Rl72K PEf(FOHMANCE~

TIME, FUEL, ANO DISTANtE TO CLlMB

I MAXIMUM HATE OF CLlMB I

CONDITIONS:
MIXTURE SETTING
FJaps Up
2600 RPM PRESS ALT GPH
Full Throttle
S.L. 16
Mixture Set at Placard Fuel Flow
4000 14
Cowl Flap Opeo .
8000 12
Standard Temperature 12.000 10

NOTES:
1. Add 1,4 gaHons of fuel for eng¡ne s,art, la'xi and takeoH allowance.
2. Inerease time. fue! and distance by 10% for each 10°C above standard temperature.
3. Distances sJlC:iwn are based on zerO wind.

-= WEIGHT
LBS
PRESSURE
ALTITUD E
FT
TEMP
Oc
CLlM8
SPEED
KIAS
RATE OF
CLlMB
FPM TIME
FROM SEA LEVEL

FUEL USED DISTANCE

MIN GALl.ONS NM

2550 S.l. 15 81 870 O O O

1000 13 BO B25 1 0~3 2
2000 11 BO 7BO 2 0.6 3
3000 9 79 735 4 1.0 5
4000 7 79 " 690 5 1~3 7
SOOO 5 79 645 7 1.6 9
6000 3 78 600 B 2.0 11
7000 1 78 555 "la 2.4 14
BOOO •1 77 510 12 2.7 16
"

9000 .3 77 465 14 3.2 19

;
10,000 .5 76 420 16 3.6 23
11,000 -7 76 375 19 4.0 26
12,000 '9 75 330 22 4.5 31

1
1
,I Figure 5~6. Time, Fuel. and Distance to Climb (Sheet 1 of 2)
i

j 5-1~
 \
:3S-CTIO,N.:J
CESSNA
.H
PF n. ¡.-e..: ;.~.[,;1..\ ~..;CE
MODEL Hl72!, ¡
.. , I
TIME, r:UEL, ANO OISTANCE TO CLlMB I
I NORMAL CLlMB - 90 KIAS 1 I
CONDITIONS,
Flaps Up
2600 RPM
MIXTURE

PRESS ALT
SETTING

C;PH
r'
FuI! Throltte
Mixture Set at' Placard Fuel Flow S.L. 16
Cowl Flap Open. 1_ 4000 14
S¡.-md~rd T~mperature: BOOO 12
12,000 10
I
NOTES, I . .

1. Add 1.4 gallons of fuel for enginc start. taxi and lé!keoff all.owance.
2. lncrease time, fuel and distance by 10% for each 10°C above standard [err;pera'!~!'"e.
3. Distances shown ~re based on zero wind.

r
I¡ .~

I
PRESSURE RATE OF FROM SEA LEVEL
WEIGHT TEMP
ALTlTUDE
LBS
Ft
Oc CLIMa
FPM TIME FUEL USED DISTANCE
I MIN GALLONS NM

2550 d. 15 860 o o o
;~~ 13
11
805
755
.
1

3
0.3
0.6
2
4
3006 9 700 4 1.0 6
I
4DOO 7 645 5 1.3 8
5000 S 595 7 .J.7 11
. I
6000 j 540 9 2.1 14
I
7000 1 485 11 2.5 17
I
8000 -1 435 13 3.0 20
900b .3 360 . 16 3.5
I 25
1O,Oap .5 325 18 4.0 30
11,000 .7 275 22 4.6
. I 36
12,000 .9 220 26 5.3
.
43
. I

Figure 5.6. Time, Fue!, and Distance to Climb (Sheet 2 012)

i _.~
5-16
 J) CESSNA
MODEL Rl72K
SECTION
PEH.FOH1'.'fANCE
5

r
J.
I
~
..

.¡
, CONDITIONS;
CRUISE PERFORMANCE
PRESSURE ALTITUDE. 2000 FEET

NOI E
2550 Pound<;
Recommended lean Mixture Far best fuel economy at 70% power or less, op-
Ca ••••.
1 Flap Closed erate at 1 GPH leaner than shown in this chart
or 3t peak EGT ii an EGT indicatar is instafled.

20°C 8ElOW STANDARD 20°C ABOVE

ST ANOARO TE M? TEMPERATUR E STANDARD rEMP
.gOe 11°C - 31°C

% % % KTAS GPH
R?M M? KTAs G?H KTAS G?H
8H? 9HP BH?

.~ 2600 2'
23
22
--
78
73
- --.
122
118
.- -
11.1
10.3
81
76
71
126
122
"9
11.4
10.7
10.0
78
73
68
127
123
119
11.0
10.3
9.6
21 68 1" 9.6 65 11. 9.3 63 114 9.0
l¡ 2500 25 ---
~¡".
- .- --- 81 126 11.5 79 127 11.1
.1 ,. 24
23
SO
75
122
119
11.2
10.6
77.
72
123
120
10.8
10.2
74
70
124
120
10.5
9.9
22 70 116 9.9 67 116 9.5 65 116 9.2

2400 25 79. 122 11.2 76 123 10.8 .74 123 10.4

24 74 119 10.5 72 120 10.2 69 120 9.8
23 70 116 . 9.9 67 116 9.5 65 116 9.2
22 65 112 9.2 63 112 8.9 61 112 8.6

2300 25 74 119 10.5 72 119 10.1 69 120 9.8

24 70 116 9.9 67 116 9.5 65 116 9.2
23 65 1.12 9.2 63 112 8.9 61 112 . 8.7
22 61 108 8.6 59 108 8.4 57 107 8.1

2200 25 69 115 9.8 .67 115 9.4 64 115 9.1

24 65 112 9.2 63 .112 8.9 61 111 8.6
23 61 108 8.6 59 108 8.3 57 107 8.1
22 57 104 8.1 55 103 7.8 53 102 7.6
21 52 99 7.6 51 98 7.3 49 97 7.1
20 48 94 7.0 47 93. 6.8 45 91 6.6

1 19 . 44 88 6.5 43

..
87 6.3 41

.'
86 6.2

1
-¡ Figure 5-~. Cruise Performance (Sheet 1 bf 6)

¡ 5-17'~::>
 ••
. SECTlON C,
PERFORMc\NCS CESSr-.I;\
ff
.::~, ':', MODEL RI72!,

CRUI~E PERFORMANCE
PRESS RE AlT-ITUDE4000 FEET

eONDITIDNS:
2550 Pounds NOTE
I
Recommended lean" Mixture
Cowl Flap Closed For best fuer economy at 70% power or Jess. op-
erare al 1 GPH leaner tnan shown in this chart
or al peal< EGT il an EGT indicator is installed.

~OoC BE.LOVy'. STANDARD 200e A80VE

STANDARD TEMP TEMPERATURE
~13°C STANDARD TEMP .
i 70e 27°C
RPM %1 , %
MP KTAS GPH %
BHP¡ KTAS GPH KTAS GPH
8HP BHP
2600 23 81 126 11.5 79 127 11.1 76 127
22 76 122 10.7
10.8 73 123 10.4
21 71 123 10.0
71 119 10.0 68 119 9.7 66 119
20 66 114 9.3
9.3 63 114 9.0 61 T.13 8.7
2500 24 ,
82 126 11.6 79
23 77 123 11.0 75
127
124
11.2 77 128 10.8 "
22 10.6 72 124 10.2
73 120 10.3 70
21 . 120 9.9 68 120 . 9.6
68 .116 9.6 65 116 9.3 63 116 9.0
2400 24 77 123 10.9 74 124 10.5
23 72 124 10.2
72 120 10.2 70 120 9.9 68 120
22 68 116 9.5
65. 116. 9.2 63
21 63 116 9.0
112 ~~ 61 111 8.6 ..110 8.4
59.
2300 24 72 120 10.2 70 120. .9.9
23 67 120 . 9.5
68 116 9.6 65 116. 9.3 63 116 9.0
22 63 112 9.0 61 112 8.7 59 11 1
21 59 108 8.4
8.4 57 107 8.1 55 106 7.9
2200 24 68 116 9.6 65 116 9.2
23 63 63 1.15 8.9
22 59 I,, 112
108
9.0
8.4
61
57
112
107
8.7
8.1
59 111 8.4
21 55 55 . 106 7.9
103 7.9 .53 102 7.6 51 101
20 51 98 7.4
7.3 49 97 7.1 47
19 46 92 95 6.9
6.8 45 91 6.6 .43 89 6.4

I
Figure 5-7. Cruise Performance (Sheet 2 al 6)
I

5-18

L
 CESSNA SECTlON 5
MODEL Rl72K ~~
..
PEHFORMANCF

CRUISE PERFORMANCE
f'RESSURE ALTITUDE 6000 FEET

CONOITIONS: NOTE
2550 Pounds
Recommeoded Lean Mixture Far best fuet economy O3t 70% power or less, op-
Cowl Frap Cfosed erate at 1 GPH leaner than shown in this chart
or al peak EGT il an EGT indicator is inst~lled.

20°C BELOW STANDARD 20°C ABOVE

STANDARD TEMP TEMPERATURE STANDARD TEMP
-t70C 3°C 23°C
% % %
RPM MP KTAS GPH KTAS GPH KTAS GPH.
BHP B.H? BH?
. .. ... ...
2600 23
22 79 126 11.2
~1
76
131
127
11.5
10.8
79
74
131
127
11.1
10.4 .!I
21 7~ 123 10.5 71 123 10.1 69 123 9.7 I
20 69 119 9.7 66 118 9.3 64 118 9.i
""';7
2500 23 80 127 11.3 128 10.9 75 128 10.6
22 76 124 10.7 73 124 10.3 70 124 9.9
21 71 120 10.0 68 120 9.6
I
66 120 9.3
20 66 116 9.3 63 116 9.0 61 11S 8.7
2400 23 75 12~ 10.6 72 124 10.2 70 124 9.9
22 70 120 9.9 68 120 9.6 65 120 9.3
21. 65 116 9.3 6:l 115 9.0 61 114 8.7
20 61 111 8.6 .59 110 8.4 57 109 8.1
2300 23 71 120 10.0 . 68 120~ 9.6 66 120 9.3
22 . 66 116 9,3 .~ 116 9.0 61 115 8.7
21 61 112 8.7 59 111 8.4 57 110 8.2
"
20. . 57 107 8.1 . 55 105 . 7.9 ¡ . 53 105 7.6
2200 23 66 116 9.3 63 116 . 9.0 61 115 8.7
22 62 . 112 8.7 59 111 8.4 57 110 8.2

,
21 57 107 8.2 55 106 7.9 53 105 7.7
20. 53 102 7.6 51 101 7.4 49 99 7.2
19 49 96 7.1 47 95 6.8 45 93 6.7
18 44 90 .6.6 43 89 6.4 41 87 6.2

j .
1
1 Figure 5-7. Crulse Performance (Sheet :3 oC 6)
j

f
 ,
.C.;EC'd!')N :j
~!~EH FO Í-~i\-br:\ N Q:E
I i
CESSNA
MODEL Rl72K

CRUISE PERFORMANCE
:í
.1
••, .1

plRESSÜRE ALTITUDE 8000 FEET

ji

CONDITIDNS: ' .. 11
2550 Pound, I NOTE
Recommended Lean' Mi~lure For best fue1 E!conomy at 70% power"or leSs.-op-
Cowl Flap crose~ I I erale at 1 GPH leaner than shown in this chart
or at peak EGT jf an EGT indicator is instalJed.

I
I ~
20°C BElDW
STA/liDARD TEMP
STANDARD
TEMPERATURE
2DoC ABOVE 1
-21°C I _1°C
STANDARD TEMP
19°C
JI
RPM MP % %
¡1
% KTAS GPK KTAS
eH? I
8KP GPK
Bt-lP
KTAS GPH
.1
2600 21
F
I
127 10.9 74 128 10.5
!I
20 7,2 I 123 iO.1 63 123 9.8
72 127 10.1 l'
67 9A
19 66 í 18 . 9.4 64 118
122
'f1.
r
9.0 62 116 8.8
18 61 113 .8.6 59 111 8.3 57 110 8.1
I
2500 . 21 ~4 I 125 10.4 .71 . 125 10.0 69 124 9.7
20 69 120 '9.7 66
I 120 9.4 64 119 9.1
19 64 116 9.0 61 115 8.7 59 113 8.4
18 59 110 8A 56 109 8.1 54 108 7.8
1:2400 21 68 120 9.6 65 119 9.3 63 118 9.0
20 63 l' 115 9.0 61 114 .8.6 59 113 8A
Hi ~ . 110 8.3 .56 . 108 . B.O 54 107 :,7.8
18 54 104 7.7 . 52 '. 103 7.5 . 50 101. : .: 7.2
I .'
2300 21 64 116 9.1 62 • 115 8.7 59 114 8.5
20 59 111 8.5 57 ' 109 8.2 55 109 7.9
19 55 .105 7.9 53 104 7.6 51 103 7.4
18 50 100 7.3 4B 98 7.0 47. 96 6.8
2200 21 60 111 8.5 57 110 8.2 55 109 7.9
20 55 106

1
53 105 7.7 51 103 7.4
19 51 100 7. 49 99 7.1 47 97 6.9
18 47 .94 . 6. 45 93 6.6 43 91 6.4
;
,

! ~
I i

Fig~re'5.7. Cruise Performance (She.et 4 oI 6)

'-,

p.ZO

I
CESSNA SECTION 5
MOOEL R172K PERFORMANCE

CRUISE PERFORMANCE
PRESSURE Al TITUDE 10,000 FEET

eONDITIONS:
2550 Pounds
NOTE
Recommended lean Mixture Far bes.t fue! economy at 70% power or less, op-
Caw! Flap Clased erate at 1 GPH leaner than shown in this ehart
or al peak EGT if an EGT indicator is installed.

200e BELOW STANDARD 20° e ABOVE

STANDARD TEMP TEMPERATURE STANDARD TEMP
-250e - 5°C 15°C
%
GPH" % %
RPM MP KTAS KTAS GPH KTAS G?H
BHP BH? BHP

2600 19
18
69
64
123
1i7
9.8
9.0
67
61
122
116
9.4
B.7
64
59
12i
. 115
9.1
8.4 i
17
16
58
53
. 110
104
8.3
7.6
56 _
51
109 B.O
7.3
54 108 7.8 I
I
10~ 49 100 7.1

2500 19
18
67
62'
120
115
9.4
8.7
64
59
1\9
113
9.1
8.4
'-=-
62
57
118
112
8.8
8.2
17 56 108 8.0 54 107 7.8 52 . 105 7.5
16 50 101 7.3 49 99 7.1 47 97 6.8
2400 19 61 114 8.6 59 112 B.3 56 111 B.l
18 56 108 8.0 54 i07 7.B 52 105 7.5 ,I
17 51 102 . 7.4 .49 100 7.2 48 99 7.0 I
16 47 95 6.8 45 94 6.6 43 91 6.4 I
2300 19 57 109 8.2 55 108 7.9 53 107 7.7 I
18 53 104 7,6' 51 . 102 7.3 . 49. 100 . 7.1 I
17 48' . 97 7.0 46 . 95 .. 6.8 45 '94 6.6

2200 19 53 104 7.7 51 103 7.4 49' 101 7.2

I
18 49 . 98 7.1 47 .. 97 . 6.9 45 95 6.7 ,I
17 45 92 6.6 43 90 6.4 42 .88 6.2 ,
I
,I
j

, . ¡
Figtire 5.7. Cruise PerÍormance (Sheet 5 of 6)

...
 i,
Sr:.:CTrON 6,
'PEHFORi\l-'\NCE CESSNA
MODEL Rl72K
.,
CRUiSE PERFORMANCE'
1

PRESSUR E ALTITUDE 12,000 FEET j

CONDITIONS:
2550 ?ounds NOTE
Recommended Lean Mix!ture
Cowl Flap Closed For best fuel economy al 70% power or Jess,op-
erale at 1.GPH leanef than shown in this.¡;)1Srt
or at peak EGT if an ~GT.¡nd¡cator ¡s'irislaJled.
1
20pC BELOW STANDARD
STANDARD TEM? 200C ABOVE
TEM?ERATURE STANDARD TEM?
I .290C -goc 110C
R?M %
MP KTAS G?H % %
- 8HP
I
8H? KTAS G?H
8H? KTAS G?H
2600 lB 67 122 64. 121 9:1 62 120 ' 8.8
17 61 115 59
16 114 , B.4 57 113 B.l
55 108 ~ 53 107 7.7
15 50 100 51 105 7.4
7.2 4B 99 7.0 46 97 6.7
2500 18 64 ' 119 9.1 62 'l1B B.8 60 117 B.5
1 . 17 59 112 8.4 57, 112 B.l 55 ,110
16 53 106 7.7 7.8
51 104, 7.4 49 102 7.2
15 47 97 6.9 45 95 6.7 44 93 6.5
12400 lB 5B 112 8.3 66 111
,17 54 B.O ,54 109 7.B
106 7.7' 52 104 7.5 50 103
16 49 100 7,1' 7.2
47 9B 6.9 46 96 6.7
15 44 93 6.6 " 43 90 6.4 41 ' 88 6.2
2300 18 55 108 7.9 53 106 7.6 51 104 7.4
17 50 101 7.3 4B
16 100 7.1, 47 98 .6.8
46 95 6.7 44 93 6.5 43 90 6.3
2200 18 51 103 7.4 49 101 7.1 47 99 6.9
17 47 1 96 6.8 45 94 6.6 44 92 6.4

Figure 51'7. cruiseferformance (Sheet 6 oC 6)

,
22 '~
 CE SS NA SECTION 5
MODEL R172K PERFORMANCE

RANGE PROFILE
45 MINUTES RESERVE
49 GALLONS USABLE FUEL

CONOITIONS:
2550 Pounds.
Aecommended lean Mixture for Cruise
Standard Temperature
Zera Wind

NOTES:
1. This chart allows for the fuel used for engine start. taxi, takeoff and climb. and the
distance during a normal c1imb as shown in figure ~6.
2. Reserve fuel is-based on 45 minutes at 45% BHP and 1s5.0 gar~ons.

12,000
I I '" I
J '--~
~i02 mis'
.'--
lO
¡lo ú'¡s
10,000 ,'"
i!

!24 100 KTAS

•... 8000
w
~ 'KTAS 113 KTAS
•..
w
f-'f-'
t-.~I
.sI
:

w
o
6000 H-~f'no
'. KTAS
~ f-'f-' li8l. 120
-' KTAS~ .••KTAS 111 KTAS I
G: 4000
{Ji !-f <r r-t- ~
I ,

.f- ~ 98 KTAS I

~I-....
I
-;< ~£ ¡-¡-- 3: 3:.'
-2 2 ~r-2 2
2000 -.. ••
g~I~ -~g ~
::f# 123'-'ii 116 .108
KTASi..;KTAS' KTAS v' i<TAS
S.L450 500 550 600 . 650
}~ RANGE - •.NAUTlCAl MilES

i
Figure 5-8. Range Profile
 SECTION 5 I
Pj::RícORMA.NCE CESSNA
. ! MODEL RI72K
,
!ENDURANCE PROFILE
45 MINUTES RESERVE
49 GAllONS USABlE FUEl ,
l.

CONDITlONS:
2550 Pounds
Recommended Lean Mixture far Cruise
Sta_ndard Tempera.tute

NOTES:

1.
•

This chan allowsiíor the lúel u~ed for engine start, taxi, t"keoff aod c[imb, aod the time
!
¡{
li
i!.
)
during a normal dimb as shown.in figure 5-6.
2. Reserve fuel is balsed Ion 45 minutes at 45% aH? and is 5.0 gallons.
i I

: I
12T "'L
-::L

10,000
Sil
"'11
.1 i!1
::jl ,
.
, I
~

,8T
1-
w I
w
u. ~
w
o Soqo rg'" <ó
::>
1-
¡::
'"I ,, 1

-' ...l
« 4006 I ~
I . ce
I
¡-
w'r. a: ¡--~ w w
ce
!
"'r o'" ¡-¡-~
o,
r!-"-Ir r?' o
'"
irrh;~ "- "-i:
2000
~'- ••
:-g " o
l ~ -:5•• o
I N I
'"
:S.L 111 _J i
3 4 5 s
ENDURANCE • HOURS

Figure 5.9. Endurance Protile

.--....,w, - ~'~rl ~ __ •••• ~lt • , _

... ,.
LANDING DISTANCE

CONOITIONS:
Flaps 40° .
I SHORT FIELD I
POWN Off
MnximlJm Br.aking :
Pilved. Level, Dry Runway
Zera Wind

NOTES: .. '.'
1. Short field te~hnique as specified in Section 4.
2. Decrc<lscdistances 10% for each 9 knots heüdwind. For operation with t¡)jlwinds u~ to 10 knots,
¡ncrease distances by 10% for ea"d1'2 knots.
3. Far operation on a dry. gr:lSS'ru~way, ¡ncre.ase distances by 40% 01 Ihe "!Jround roll" figure.

. SPEEO OOC 10°C 20°C . 30°C 40°C

WEIGHT AT PRESS
lBS 50 FT AlT tOTAL TOTAL TOTAL TOTAL TOTAL
KIAS FT GRNO TO ClEAR GRNO TO CLEAA GANO TO CLEAA GANO TO CLEAA GRNO "l£j.EAR
AOLL. 50 FTGl16 AOLL 50 FT oes A9LL 50 FT OOS AOLl 50 FT oes ROLL 50 FT 085

7.5'50 63 S.L. 590 .1225 610 .1255 G30 12B5 G50 1315 07~ 1350
1000 010 1255 630 1285 655 1320 675 1350 700 1390
2000 630 1285 655 1320 680 1360 'lOO 1390 725 1425
3000 655 .1320 080 1360 705 1395 730 1430 750 1465
4000 680 1360 . 705 1395 730 1435 755 1470 780 1505
~ 5000 705 .1395 760 810
730 1435 1475 785 1515 1550
GODO 735 1440 760 1475 .705 , 515 015 1560 840 1595.
7000 760 1480 790 1520 815 1560 8.15 1605 875 1645
8000 790 1520 820 1565 050 1010 880 1655 905 1690

Figure 5.10. Ln.ncting DisLa.ncc

j
 CESSNA SECTION6
MODELRI72K WEIGHT & BALANCEI
EQUIPMENí' LIST

SECTION6
WEIGHT & BALANCE/
EQUIPMENT LIST
TABLE OF CONTENTS
Page

Introduction . . 6-3
Airplane Weighing Pro ce dures . 6-3
Weight And Balance .. . 6-6
Equipment List . 6-13

1
I
".'
.6-1/(6-2 blank)
CESS1~A SECTlON 6
MODELRl72K WEIGHT & BALANCEI
EQUIPMENT LIST

INTRODUCTION
This section describes the procedure far establishing tbe basic empty
weight and moment of the airplane. Sample forms are provided for
reference. Procedures for calculatiilg the weight anó moment far varÍous
operations are also provided. A comprehensive 11st oC a11 Cessna equip-
roent avaiJable lar this airplane is included al lhe back al lhis section.

lt should be noled that specific informalion regarding the weight. armo

moment and inslalled equipmentlist ror this airplane can only be found in
the a.ppropdate weight and balance records carried in the airplane .

.' ~
AIRPLANE WEIGHING PROCEDURES
1. Preparation: . ~ ..'
a. Innate tires to recornmended op¥r~ting pressures.
b. Rernove the fuel tank surop quick.drain fittings and fuel
selector valve drain plug to drain al! fue!.
c. Remove oH sump drain plug to drain all oil.
d. Move sliding seats to the most forward pósition.
e. Raise flaps to the fully retracted po sitian.
f. Place a11control su.rffi,ces in neutral pos.ition .

. 2. Leveling:
a.. Place scales under each wheel (minimum scale capacity,'.500
pounds nose, 1000 pounds. each maip.).
b.. Deflate the nose tir'e and/or lower ar raise the nose strut to
properly center the bubble in the le've.l (see figure 6-1).

3, \Veighing: . ,.... . . . .
a. With the airplane level and brak~s'released, record the weight
shown on each scale.Deduct the tar.e, if any. from each reading.

4. Measuring: . .
.'
a.. Obtein measurerriei1t horizontally (along the
A'by measuring
airplane center Jine) from a Une stretched between the main
wheel centers.to a plumb bab dropped fróm the firewall.
b. Obtain rnea.surement B by measuring horizontally and paral-
lel to lhe airplane center lineo from center of nose wheel'axle.
left side, to a plumb bob drepped from the line betweén the main.
wheel centers. Repeat en right side and average tbe measure.
m'ents. .
~
5. Using weights froro item 3 and measurements froro itero 4, the
airpla.ne \veight and C.O. can be determined.
í

SECTlON f
WEIOHT & ;;!.'\LANCE/ CESS;;A
',EQUIPMENT LIST MODEL Rl72K
I
!Oatum
Sta. 0,0 A
~1{Firewall. ' V
Frent Face
lower Portioni

level al upper daor sil! or

teveJing screws on left side
of tailcone.
N L & R

Scale POslllon Scale Re¡¡ding

Tare 5Vmbol Nel Weigh!
Le/¡ Wheel ~
L
Right Wheel
R
Nose Wheel
N
,
Sum or Net Weights fAs Wejghe(j')
, W

X' ARM - IAI .INI x lB); X. I

-;-- . I. I Ixl )- ( ) IN.

¡w
Item MO'T'ent/l000
I Weigh{ (lbs,}' X C.G. Arm.(ln.) :::>. (Lbs .• ln.)
Airplane Weight {From lt~m 5, page 's..3'
Add Oil; I

No Oil Filter f8 01$ at (.5 Lbs/Ga" .

.21.5
Woth Oil Filter (9 Qts a¡ 7.5 Lbs/Gall.
.21.5
Add Un.usabh:iFuel: 1:
SIdo Tanks 13 Gal at 6 ~bslGal)' 18 .46.0 :8
EquipmcntCh~ I

Airplane Basic Empty Wei~ht

FiguJe 5-1. Sample Airplane Weighing

.4
.-- -----:0------------------------------ _
SAMPLE WEIGHT ANO BALANCE RECORD
IContinuous Hislory 01 Changcs in SlIuCtufe or E(lUipmeot AHecting Weight and Balancel

AIAPLANE MODELo
.
I SERIAL NUMBER
I PAGE NUMOER
1
WEIGHT CHANGE '
AUNNING OASIC 1
ITEM NO.
EMPTY WEIGHT
ADDED ¡.•.
) REMOVED (.J
DATE DESCRIPTIOf'll
OF AATIClE CR MOOI ¡:'CATION Moment Arm", Moment W •. Moment
Wl. A,m Wl.
In Oul (lb.l /1000
(lb.) (ln,l /1000 (lb.) \In,) 11000

- -
\
"'j----I
.
I
I
i
""'"
.. .

. . ..

-~

;Figure 6-2. Sample Weight and Balance Rc'cord

r
SECTJOi'~ 6
CSSSNI\
WE;!GH :''& HALA'J'íCEi
,J;:QlJIP¡vjENT LI,Si .. . ,vjODEL fll72l(

6. Basic E~lP y VJeight may be deterI11ined by completing figure 6.1.

WEIGHT AN0 BALANCE , I

l'
The followirig dnformation will enable yau lo apera.te your Cessna
within the presc,rib:ed weight and center of gravily limita.tions. To figure
weight. and balaI1•ce~use the Stm'ple Problem. Loading Graph. and Center
of Gravity Momenti Envelopevas follows:
. .

Take the baslc eFnpty weight and moment frpm appropri2.te weigh.t and
balance record s :catried in yaur airplane. and enter them in the colurno
tit1ed YOUR AIRPLANE ,on the Sample Loading Problem.

. I I NOTE '.

In addition to the basic empty weight a.nd moment noted on

these retodis. the C.G. arro (fuselage station) is also
shown, tiutl need Dot be used on the Sample Loading
Problem.IThe mon1ent which is shown must be divided by
1000 a"ndthi~ value used a.sthe moment/l000on the loading
problem'l I '.' .
- Use ihe LoaCling Graph to determine ibe moment/1000 for each
additional ilem i~ be carried; lhen lisl lhese on lhe loading problem.
,
I
I NOTE

LoadingtJr'fph info~malion for the piJo.",P.ass.~"gers. an.d.. ":," "

baggage ;js pased .on 'seats posilioned foraverage oec\¡- .

panls and baggage loaded in the center of lhe baggage
are as as .shbwn on the Loading Arrangements diagram.
I '.
For load-ing~ which" may difter fron1 these, the Sample
Loading Problem lists fuselage 5t3otio05 Corthese items to
indicate tbei!r forward 30nd 30ft C.G. range limitations (seat
lravel and bl..ggage arealimitation). Addilional momeni
calculalionsl based on ihe.aciual weighl and C.G. arm
(fuselage sta!tion) oC tbe item being loaded, must be made if
the position bf the load i5 different from that shown on the
Loading Gra'ph.. .
'. I
Total the wel.ghts and moments/l000 and pIet lhese values on the
Center of Gr:avity: Mbment Envelope to determine whether the point falls
within lhe envelope. 30nd iI the loading is acceptable.

" "~ .•.

6-6
CESSNA SECTION 6
MODEL Rl72J\ WEIGHT & BALANCE!
EQUIPMENT LIST

SlATlOJ'/ STAilON
IC.O. AR .••••
:, _ ¡C.C. Ax!.1.)
,.---------------,
LOADING
.37 ~~
ARRANGEMENTS
IH
l
o'.l8_---'d_
* PIlO! flor ¡.as.-".tr
••• a6j~.hblt
ul'ltr
..,au p"s1I!oft<od
01 c"ulty
[or 73
.' un fHI) 73
s••u." OCfuponl. ¡'¡urnt>tn ¡tI P:>J't •••
11>0•••• lfl<llul. "!o<wud and all 11••,l\s
"f Ote ••••" •• ( •• Iot 01 c"rult, .""'''t .
•• A" •• "'."""'1'<1 lo I!>•• (.IIt •• 01 11>_
Hn •• """'
.••• S'GC'CI
"UIl I
.~OTC: T". fU' f~b;n "'slllaw.o.tln,al. \011 ,rall,,"
O' ah ""."( •.•• a 1'~"'o_•••••••
w
<:>1\ ••••.
dH
I•• ItallOIl lOl)
C'OM.,~.Minlui4. "r.r.,,"
142.
sr ,.l..N DA
il O
'''-- OPllONAl
1"""" t ••• 'ht.',"'N"C 1M !aull" •• 01 b'nal.
HU l~ulJ,. ,'''''''''s. SEATlNG SEAT1NG

Figure 6-3. Load ing Arrangemen ts

.¡

.,
 .4

l:iSCTION 6
CESSNA
i,,\~EIGHT
& BALAN~8/
iIlODEL R172K
EQUIPMENT LIST
i
CABtN HEtGHT MEASUREMENTS 1

•• i

48"
l

I
HEICrHT
IR EA.Il)
.(1"
21"
=WIOTH=
.lWIl wfNOOW
.LINE .
*CABIN fLOOR '
I
[
'1 "

I ClBIN WIOTH MEASUREMENTS

'1 ••
,
"INSUUM-ENT PANEl REAIl .. DOORPOST BUlKH.EAD

CABIN I I 11 1 J I I
lATlONS
.G.AF:MS)
O lO 20 30 -40
'o 80 90 100 110 110 130 140

1
Figure 6-4. Internal Cabin Dimensions
: I
 ____ •• _._' ••~A •••• _ •• _ •• ,~_..-.- __ "..~. • ~ _

.:- ....•.• _-------

• SAMPLE AIRPLANE YOUR AIRPLANE
SAMPLE
Morncnt Moment
LOADING PROBLEM Wcight {lb. -¡ns. Weight (lb .. ins.
(lbs.) /10001 (lbs.! /10001

1. Basic EmptV Weight (Use the data pertaining tO yOU( ~

airplane as it is prcsently equipped. Includes unusable
, .fuel and full oH) ,. , , 1592 56,7

;l, Usable Fuel lA' 6 Lb,.lG,I.)

"
Standard Tanks (49 Gal, Maximuml'" .. 294 14.1

3, Pilol and F ront Passenger (S'tation 34 to 4i:n ....- 3~0 12,6

4, Rear P¡lSSengers , " , '.

170. 12.4

5, * [Jaggage Área 1 or Pa'ssenger on Chlid's Sea!

.(Station 62 to 10B, 200 Lbs. Mo'x,) .. ' , 15~ 14.6

6, :ji Bag~rea 2 (Stalion 108 'lo 142, 50' Lbs, Ma'x,) , I

7,

O.
';
'TOTAL WEIGIiT ANO MOMENT

Locatc this point (2550 at 110.4) on the Center of Gra •••.

t1nd sir'ce this point 1a'lIs wltnm the en •••.
itv Moment Envclopc,
elope, lhe loading is i1CccptClblc.
2550 110,4

L-1
NOTE I
* The moximum all'owablo combined woi!;lht capacity for bOO1JogenrCl':$ 1 and 2 is 200 lbs. II

l. _
 350 400

400 1+J:t::t=/ L O A O I N G "n-no: f: 200

1
GRAPH .. :-175
350

------------$-300- ---150-
a ;;¡ e
;z :; tt:
:>
g.250 125 '"
a:
<:J
o
1- .J
:c
<:J 200
¡¡¡ _ -¡:- 100 " 1-
;;: :c
a --:1-
i --.
_. -:t <:J
w
150 . :. : ..::t- 75
'"
o
..J
;:
o
1 - -----r «
100 -, --r - o
..J
-50

25
H- - - -
+- - 1--
. ¡~-..¡o-

10 15 20 25
::n~-::- "O
30
LOAD MOMENT/l00D (POUNO-INCHESI
NOTES:
Une reprl!senting odjustable scats shows thc pilot or passcngcr center ef grBv'ity on t1djuslabtc
seats positoned:'or an average occupant. .Reter to the LOilding Arrangemcnts Oiagram for
forward and ah Iimit:.. 01 occupant C.G. (ange.

Figure 6-6. Loading Gr".ph

- ••.••.
>-~••_.,.•.•.•• ~-~.'-~,,~,---_.*.~.
----_.,~.. q~(_;~
•.~•• M._•. _

LOAoeD AIRPLANE MOMENT/looo IKILOGRAM, MILlIMETEAS¡

. 2S00
600 700 800 900 1000 1100 1200 1300
l. 1 1400

:": :~'~"'~IM=E/:IHflJ(:1EflfE~~~iJ-'J!I,
'.:' ,i:,~"': ,'.1:"'150
2Soo '. : CENTER OF GRAVITY -1 '
--:i: '
2400 MOMENT ENVELOPE -:, --
¡;¡ NORMAL -r-ll00 Vi"
Q 1- _ _ CATEGOAY
Z
::> 2300 ''""
u:
Q
e, 1050 g
- -'
~.
CJ '
2200
'
- ~
1000 t-
w
:: ~ ,+- .1 '"
,el
w .. 2100,. '"_" - -'-
w
~ ,,:" -l:'
, :¡: :1' -- " -.-.--, _ 950 "
..J
~ '.. ' ''t. - -- ::' ..""': -- ": w
Z
2000 - -<,,4..J,. - p- _

'";¡ - ...>O~+ - - -- -r:- S

Q
w 1900 T - :,::,~" '1_' -:\~<v~W~=:ro,-:
v
"".:1:'"""1 1:: __".
900 ;:
;¡
Q

'" ,
• " " --
'TT
-1+
., '~++_ "r'~ " lro~+'-
"r' ""E-I-+
_1+ . -I~"_
I"r --
o
O
..J
1800 - - r- - - ti- ~- -r~ - -j- - - l=t" . - Jt, - -
850 ~
«
::>
, , ,,: ~:} ",:., :r:1: .. --1-" :,: -- r:. ., F : .. "" : .. ___ 1_ ..J

1700 - - 4. ~:t:j:''1' :I--:r'. ro ro ,--'. L,:-eoo

.H- ',1i!1 rr ", - "'1. - •

" 't, :,-21= tj:: "", ,.1 .. __ : _ ". 750

55 UD 65 70
,
75 80 e5 90 95 100 105 110 115 \20
LOADED AIRPLANE MOMENTlJOOO iPOUNO,lNCHESI

n-7. Centm' r,f Gr;'lvi~vI'vlnl1lcnt

Fi.r~l.rn~ Envelone
1000 ~ '"
:t:
."
w
950 3::
w
"
'"
-J
900. ~

'"
o
850 O
'"
o.
-J
800
 CESSNA ~.. SECTION 6
MODEL fU72K . \VEIGHT & BALANCEI
EQUlPMENT LIST

EQUIPMENT L1ST
The foilowing equipment Iisl is a comprehensive lis! of all Cessna equipment
<Jvailable for this .airplane. A separare equipment lis! of ¡tems installed in your
specific airplane 1••provided in your aircrah file. The following list and the speci{i(;
lisr for your ~irplane haye a similar arder of lisling.

This equipment list provides the following informalion:

An ilem numb~r gil/es !he idE'nlificalion nurnber ror che ¡tem. fa'eh number is
,prefixed wilh a leuer which identifies-¡he descripljve grouping (t:)(am-
pIe:' A. Powerplant & Accessories) under which ir is ¡¡sred. 5ulfix lener ••
idenrify rhe equipment as a required ilem, a standard item or an optional
¡lem. Suffix letters are a~ follow~:
.R = required items óf equipmcnt for FAA certificcHion
.S = -standard equipment items
.0'" optional equipment items reptadog required or standard
items
-A = optional equipmenl items which are in addition to
required or standard i[ems

A refetence ~r ••wing calumo provides 't~e dr~~ing n~er for ¡he ¡tem.

NOn

1Iadditional equipment is to
be ioslalled, it must be done in
accoidance with the reference dra .••...
ing. accessory kit ¡nstruc-
tions, or a separ.lle fAA approval.

I Columns showing weight (in pounds) and arm (in ¡nches) provide the weighr
and center of gravily locar ion for t~e equipment.

Non
t.inl~s olh"érwise indicaled.;lrue values '(n9r' neto -change
"values) for the weight and arm are sho"wn. Posilive arms are
distances aft of the airptane datum; negalive afms are distan-
ces for\vard of (he datum.

Non
Asterisks (.J after lhe item weight and arm i'fldieale complete
.assembly inSlallalions. Sorne major components of the assem-
1 bly are listed on the.l¡nes immediately following" The summa.
i tion oC these major componentsdoes
compicte assembly installation.
not necessarily equal the

6.13

L
r - II<~I NO.
tl)UIPMENT L1ST DESCRIPTION trJ ;:: en
REf DRAWING W¡ lOS t.\"';;G
ARM INS C:::::(J
A. POhER'L'NT, ACCESSORIES
.,,-~
-C)~
<="...L.o
•...••
>-:l¿
<Ol-P ENGIN[. CONTINENTAL 10-360K (¡NCLUOES ,5503)0 ,316.0 -20.) -;c:i
~ f"if' ~
ELECTPIC S"~TE~, VACUU" P<OI Z (.• ::JJ
_:;.
")5-0 FILTER. {NOUCT/ON ,AIR C294510-0401 1.0 -¿0.5 ~ r-'
hJ9-~ 'LTERNATOR. 28 VQLT. 38 AMP (611502-02')3 11.5 -5.5_.~.::;_
A21-A FILTE< INSrALLATlGN.
.dOñPTER ASSEM~L-Yr ENGINE FULL FLOW CIL
C-m,TlNfNTtr.L ~ ~1556019_1
~ .._~ __ ~_~_ ----4.5*-'~,---7-.-0r ~ '"

.- .-.- ---- , __
'33-~
o ~ -
FILTERELE"ENJ:J,SPI,N_ONI_IGOLD_CC(CPT
-- .. P.QQPH-L-ER,¡-.CONS7ANT SPEfO
{MCCA Ulf V lA 340 03/900CA_141
6'01574
C161009-01J6 ¡;¡
_
A33-0 P~)PELLfO.. FLOATPLANE CI6IC09-0r¡0
M[ChULFV 2A34C20310CA_IJ
')7-, r,OV~R~"p. PRQPELLE,R (~CCAULE,V C290-03l,Tl5J CI'él031-0108
hld-S SP INNEP. PPO.ELLER , 0550324-12
A61-S VAr.UUM SVSTEM I,NST'LLAnON 0501054
VACUUM P~MP IAVE,RACe. OF 41 C 31003
' -=1- FILTER 1201075
4
Jl. 70-R GAUGE C6bB509-0 10 1
A 7;-0 RELIEFSVSTEM,
PRIMER V.LVE£ HIGJNE
REGULATOR C462001-0401
OIL UU¡CK ORAIN VALVE l~fT CHANGEI 17Jli)15_3

B. LANOING GEAR G ACCESSCRIES

WHEEL.
(ser RRAKE
OF 21 G :TIRE ASSE~BLY. 600 'X 6 MAIN
WHFEL ASSFMRLV (EACH) CI63018-02-J2
42.5' 57.9.
BR'KE 'SSEMOLY'ILEFT) C1630'J5-0101
RR'KE ASSEMBLV RIGHT) 8.5
C163032-0115 58.2'
TIRE.
TUBE!
6-PL Y BLAC,KWALL
F'CH l
(e'CH) CI63032~0116 1.9 5 't • 5
C262CO,-0204 1.9
WHEEL l: TIFlE-A.5S£.v.n'LY, r-:ose: C262023-01J2 0.7
54.5
58.2
WHEH ASSE~BLY, MCCA~LEY C163018-0104 2.0
TIRE, 6 PLY ALACKWALL &. ). 50.2
B10- S TURE CI630J5-02'1
2.4 - 6. o.
C2620iJ3-C2J2 - 6.8
F.AIRING INSTALLATION. \<HEEL eS,T OF' THRFEI C26 2C2)-0 101 4.7 - 6. 8
NOSE hMEEL FAIRING 1.2
MAIN WHEEL rAlRING (EACHI 35';1215-.) - 6t 8
17. A' 46.1 •.
4.0 1A • 1
5.7 - 4.9

U:U •..lUZ¡¡;;¡¡iI", ; ., ,4 .¿¡•.. ¡. j

.. .;,
,
 .. _~--..,:->". _ '7 •. 1" ••••• ~ ••• ~~_
. _ •••••••• .--
ne' ._ "C ('-.-
-_-"'-~
__
""-__ ,__ -_' _00_=_. .-.
. ' ~:

ITEM NO EQUIPMENT L1ST DESGRIPTION REF DRAWING WT lBS ARM INS

H'AKE FA1RINGS (21 0.6 55.0

c. ELEC1RICI\L $VSTEMS

C:Jl-q-l 24 VOL'T,
t~t¡TTEf:l'(, 14 AMP HP: 0010060-1 27.': 1 15 • o
e)1-R-2 RATTERV, 24 VClLT, 14 .6MP HA.' COl4CO 1-0101 L 2. e 1 15. o
cOI-n ~ATTEPV, 7(., VOLl, 17 AMP H~ C61400 l-C 1.12 24c~ 1 15. o
r. )4-R RFGULATO', 28 VOLT ALTE~NATO. C61lC4-0101 O. 5 3. f,
e 0]- ~ r.ROu"J) SE'VICE PI.UG RECEPTAClE 050lC5U 2.7 -2.0
(.lb-O- HEATEO PITOl SYSTEM ''''El CHANGEI U422355-7 0.6 24. t.,
r..22-/\ L lGHT.S. INSTR.U"'E~T POST 0513(094-2 0.5 17.3
e 2 S-.6 L IGHT INST/lLlATlnN, Cf)NTROL .wHEEL MOUN'TEO 0760020 0.1 21. 5
MAP' .
e2e-A L tr.~T INSTALLATION, M.6P l: l/'\STALU\TICN 07001'.9 0.3 32. e
FLrOO-OflOPPQST MOUNTEO. .
(31-1 L IGHTS, COURTE~y (SEr OF TWCI )5211)1 0.5
C40-A OETECTORS, NAVlr.ATlON LlGHT (,ET OF T"OI 070lC13 0.0
e 4 3- A L IGHT INST4LLATlON, OMNIFI.ASH RE'CON 050bCJ]-3 2. l. 1 8't • 2:l1
BEACr.N LIGHT IN FIN TlP C!.2WJI-ÍJ-11J2 0.4 243.0
fLASf-IEP POWER .SUPPL'f IN VFF"TICAL TAIL CSCf4l)J2-üll)2 0.8 2.)5.U
PESISTOf'.,-."'EMCQP (1174) " OP.95-6 0.3 200.1
C4é-.\ L lGHT INSTALLATION, WING .. T1P. STRORE 050 le 21-1 ., 4.' 43.3*
FLASHER
STPOOE LlGHT,IUNG
POWfR
.T[.P (Sn
SUPPLY,.-WING' TlP
CF Twrl
P,lf.l 12) r.é 2 2oJ.J1=.¡) I J2
C6l2C,OC'=(;IO.1
2:3
D.2
47.0
40.0
e 49- S L IGHTS, LANOI NG. CO"'L 'CUNTEO - DUH euu\ 0501032. 4. 1 - 10. ó

o. JNSTRUIJENTS

fl) 1--' INOIC~TO~, AlPSP(ED CÓ61C64-0 104 0.6 1 t. • o

001-0 l'OleITO'. T~uE AIPSPEEO 0513179 . 0.7 1 (¡. 3
n )4- ti STA TIC Air<" ALTERNA.TE SCUP.CE 0501011 0.2 15 • 5
DJ 7-~ flLTlMf.TE~. SENSITlVE ITtr.CHE-S OF /r'£RCURY) C661071-0101 1, o 14.1)
!):)7-n- 1. 'LTIMElF'. SENSIT1vf IFéET &'.MILLlOlqSI Cé61071-úIJZ 1.0 14,0
(5C fT •. "I.ARKINGS)
1)')7-0-? hLT1"lETf:R, SFNSITI'yE (FfET r. MJl!.lB.A~Sl Cbé 1025-0 1)2 1.0 14. J
(2C FT. "'''I'GSI
91f.'-1l 'LT¡MFTE~ lNSTALLATION - DUAL 2JJ1015 1.0 14. o
D1ó-A-l OL TlMEHR. ENC(lOI"G IRE,CUIRES RELO~TI(N 050101,C, :;.0 14.3
 ,
r ~
IT'EMNO'
,
Ol
EQUIPMENT L/ST DESCRIPTION RH ORAWING WT lBS
....;... (1)"::;::

O¡;jt'l
{,')

ARM INS c: ~ o
:::0>-3
DÍ' REGULAR TYPE ALTlHETER! v;¡:;-
016-A- 2 ENCOO ING AL TrH¡; T¡;R. USEo II.lTH TRANSPCNo¡;A $ .0
. 18L1No ¡;NCOo¡;R - oo¡;S NoT REQUIRE 0501059
INSTRUH¡;NT PANEL ~,oUNTlNGl 14./t.~ ~;~
ENCnO¡;R C744001-0101 1.3 "'01
Q25-S
o20-R
ClOCK,
Co,~PASS
¡;L¡;CTRIC
INSTALlATION, HAGN¡;TlC
(664508-0101
0513262
0.4
0.5
14.6" >t""
16.3 (f) t""
o)o-R INSTRUHENT CLUSTER', LH t RH FUEL (669511'-0102 __ 0 .•. 5-_ >
---049-.
J~-U~.tJ~WITH
8.H~~_
INolCATOR,
~Sl.~~É'T~JLt
¡;CoNCHY
¿~~Pfl
HIX UR¡; lE.G.T.l
-nznn:g¡gr-
h-gL~E~~:-S-,-
0501043
g:~
0.6
26. O
-1-6-.--2-
16.2
-d~Z---
O
-

055-' GAGE, MANIFOLD PRESSUR¡; t FUEL FLOW C662037-0100 1.1 16.2

7 .• B l' _t'l
o64-S GYRO .INSTALLA TlON/ AHI ruOE G,oIRECTIoNAL 601' 16.5
. I NON NA V-O-HA T C 1
o.IR¡;C.TION. INoICATOR LAVo OF FOURI,
b.-.
'~?61075 2.7
"1,2 "9.• '
064-0 AlTITUo¡; INolCATOR IAV. OF THRE<1 C661076 2.'2 13 :.2 .
G~RO INST.LL.~ION FOR .300 NAV-O-HATIC 0501054 6.8' 1 3 • lf
olRíCTloNAL INOIC.TOR (ARCI 40760 3.3 12 .. 5.
06 T- A AH TUo¡; INolCATOR C661076. 2.2 13. )
062- S RECORo.ER, FLIGHT HOUR 0501052 0.5 13 .4
o05-R GAGE, OUTSto¡; AIRT¡;HP '(C668507-0IQll. 0500221 0.1 6.3
TACHOHE.TER INSTALLATlON 0506005 1.0' 28.6
RECOROING TACH HEAO C668020-0105 0.6 13.0_
088- S TACH FL<X18LE SHAFT S-1605-4 0,3 15.5
066-0 TURN COORoINA'TOR C661003-0505 1.3 2.0
Oq l-A TURN COORoINATOR (FlJ~ AUTO-PILOT USE! 42320-0028 1.,9' 15. O
INOICATOR, RATE Of CLIH8 C661080-0101 1.0 14.5
15 • 7
¡;. CA81N ACCCRHOOATIONS

¡;05-R
E05-0 S¡;AT,'AoJUSTA6L¡; FORE' AfT¡ PILOT
S¡;AT. INflNITE 'AQJUSTING, P LOT 0514122
E07-R 0514123 12.6 44. :l
¡;O7-0 HAT, AoJUSTABU FORE t AFT, CO-PILOT 23.0 4[.5
EO 9- S SEAT, INFINIT¡; AoJUSTl~G, CO-PILOT. 051't122 12.6
S¡;AT. REAR (ON¡; PIECE 6ACK CUSHIONl 0514124 44.0
¡;)9-0 051412S
23. O 41.5
¡;II-A S<4T. HAR ITI<O PI¡;CE RACK CUSHIONl 22.0 79.5
SEAT lNSTALLATlON CHILl"S fCLO-AWAV 0514125 23.0
LAP 6El T • SSEH LV é 0501009-6
0.4"
79.5
¡;¡ 5-R 6EL ~EHs~~it~~L~/l5~1 t~;s S-I746-5
0515002
S-2275-103
0.8
6.7
101.1'
lOO.8
100.'0
l. O 37. O

7mw ••'Xtn."r!?'~'g.., "~"!.fi'

p. ,'; •• , .•. ",

, t
 _--
......•..•...•.• _ . b__ ! '4 =... ...

ITEM NO EQUIPMENT L1ST DESCRIPTION REf ORAWING WT lBS ARM INS

E 15-S SHOULOER HARNESS ASSEMeLY, PILOT S-22T5-201 0.6 37.0

:.19-r)' INERTIA REEL-SEAT 8EU INSTALLATlON,. 0501046-1 2.0 02.0
PILOT t CO-PILOl (NET CHA~GEI
t:Z'3-$ RELT (; SHOULOEP HARNESS AS$.Y. CO-PtlOT 5-2275-3 1• 6 31 .0
J; 2 7-$ SEA.T ~Elr Q,sse"'SLY, REAR (SET OF.TWOI 5-1746-13 2.0 70.0
F.21::-0 F\El T (; SHOUlDEA ~ARNESS ASSY, 2ND ROW (2) S-2275-8 3.2 70.0
03"0 CARPETlNG. BLACK! NET CHANGE FOR STANOAPO 0.0
<15-A-\
E J5-A- 2
F 31-A
m~
WINOO",
m¡~I~&:~E~~~ÉR~E~e~Ht~~R'GE
RIGHT OGOR HINGEO INET CHANGEI
CES-1I51
05\IB03
0.0
2.0
2.3
ó2.
41. O
O
09- A W1NOOWS, oveRHEAOCABIN TOP INET INCREASEI 0511800 0.9 47.9
E {.3-A VEN T ¡LA 1I0N S~STEM, REAR SEAl 0700322 1.7 50.9
E 49-A CUP HOLOER, REIRACTABLE I SEr OF BOl 0501023 0.1 15.5
E50-A HEAOREST, FRONT I seT OF lWOI 1215073 1•5 47.0
E51-A HEAOREST. RE4R ISEl OF HOI 1215073 1•5 ,6.0
E53-A MIRROR, RF.AR VJEW 0500312 0.3 15 • 5
ES 5- S SUN VISORS ISET OF 21 0500040 0.9 32. B
E57-0 TINTEO GLASS IALL AROUNOI (NET CH4NGEI 0.0
E Ó 5-R a4GGAGE T lE OOWN NE 1 2015009-6 0.5 95.0
F1[-A RINGS. C4RGO TIE OOWN 0500042 1•O
E O 5- A CONIROLS. OUAL ICO~PIL01'S. WHEEL, PEOALS 0513335 4.9+ 1"2.4-
ANO lOE BRAKESl
CONTROL WHEEL "IIH PROTECTIVE PAOOING 2.0 26.0
RUOOER PEOAL I SET OF 1.01 0510402 1.1 6.8
E87-S RUOOER TRIM S~STEM .051J290 l.O -:=:-9.4
=89-~ ALL PURPOSE CONIRGL WHEEL - NET CHAN<;E . 0760020 0.0

F. PLACAROS & WARNING

F.:J l-Q. PLACARD, OPERAllONAl lI~IT~TJONS VFR DAY 0505053 .0.0

FO\-O-1 PLACARO, OPERATIONAL U"ITATlONS VFR OAY- 0505053 0.0
NIGHT
F01-0-2 PLACARO. OPERATIONAL LIMITATIONS IFR OAY- 0505053 0.0
NIGHl
F'l4-R STALL WARNING HCRN IPNELMATICI 0523112 0.5 20.5
FlO-S PILOTS CHECK LIST I STANDARD A/CIISTQWEO) 0505060 0.0
"10-0-1 PILOTS C.HECK LI"ST 12DOA NAV-C-MATICI 0505055 0.0
F 10-0- 2 PIL01! CHECK.LIST '1300A NAV-C-MATICI 0505066 0.0
•..co, I¡CM NO
r.
EQUIPMENT LiST DESCRIPTlON REf ORAWING wr lBS ARM INS
t'J~Ül
e
D M ~j
_ ()
-Q>-J
G. 4LXILIARY.EOUIPHE~T '1J:r:-
? .0
~~z
G04-A ~nnK. TOW 1 IN!TALLEO. AR~ SHChNl(NOT
0500228
Z \0'0>
FAC lOR y IN51ALlEOJ 0.5 229.0 >-J~
G07-A RINGS. AIRPLANE HOI STlNG
GI3-A CORROSION PROCFING, INTERNAL 0541115 1• I . _.4S. L_ t":P
_ t"-
G 1 6-.A __ SJA.T ICO-I-SC.HHGER I.Ns-TATLATrON Cm-OF TOI g-~8r8~~- '---1'0-.0 77.0 (J);p
Glq-A
• G22"S __
- .- -G-2"5-S" r
STAglLIlER

PA"lNT
A8RA!IC~
-1O.W-8AP.-I-HOWEO-1
SCHEME, OVERALL
8CCTS
-
EXTERIOR IACRYllCJ
---0500U41
05010lq
0.4 __
---2-:7
1.6
1!.3.2_ -=1-'7
2J6. o
Q5.0
o
t'l
.'. OVERhLL eA SE WHI TE 0504036 11.B* 91.6'" _
WASH ETCH PRIMER 10.8 QC.5
STR I PE COLCR SCHEME 0.4 90.5
G25-S-2 PAINT SCHEME',CVERALL EX~OR (MOOIFIEO 0.6 1 t3.<J
o .•.. POLY-URETHAt-.E.l . 0504036 12.H 91.8.
OVERALL BASE l/HITE
WA SH PR l ME . 11. 6 90.5
COLOR STRIPE SCHEME 0.4 QO.5
025-0 PAINT. OVERALL ExtERIOR (MODIFIEO POLY- 0.7 113.9
0504036 12.7 q¡.8
URéTHANE-,.USED wl TH I NTER'AL CORROSICN.
PROOFING, I1E~ G13-AI
G31-A CA~LES. CORROSION RESISTANT CONTROL (NET 050Je36
G55-A
CHANGE 1 '. .. 0.0 -
l. G58-A
FIRE EXTINGUISHER, HAND HELD
0501011
STEPS ANO HANOLE,REFUELING 3.0 45.5
G6 7- A 0513415 1.7
RUDDER PEOAL OTENSIONS RE~CVA8LE - SET 0701046 17.a
G8 A-A f
OF 2 I STOWABLE - I NS ALLEO ARH SHGWNl 2.3 8. o
WINTERIZATlON KI'T.INSTALLATlON, ENGINE
~m~mn: ~~gfg~t amm
BREATHER TunE INSULATION COVER
EOl
0501007-1
0552132
1552012
1. o-
0.4
0.4
-2',.3*
-32.0
Q5. o
0.4 -14.0
H._ AVIONICS & AUTOPILOTS
~
""
HO 1- A CESSNA 300 AOF INSTALLiTION o
CONSISTS OF-- 3q10159-2 7. O' tJ
21..0.
. RECEIVER WITH BFO (R-546E~11 l'1()
INDICATOR (IN-34Ml '.1240-0101 2.3 12. 1
40Q80-100 1 t"t'l
SEN SE ANTENNA INStALLATICN O.Q 14.0 ;¡len
0570400-632 0.2 . Iva.6 ~(J)
;jz
;>;;»

, Cmt'ii1 , , .... -
 _ ' r '.~~ ••• ~. :e __ '.~'~' 'M'~.~' =_""'IIQ~ .

ITEM NO EQUIPMENT L1ST DESCRIPTION RH ORAWING WT lBS ARM INS

LOOP ANTE~NA INSTALLATICN 3960104-1 1 .4 39.3

, RECEIVER MOUNT, IdRES AND MI SC lTEI<S 2.2 1:3. 7
HJ '.- A DMF. IN$TAl,LI\T1CN. NARCO 3910166-1 /' • 5* 18.5.
RECEIVEP. fDIolE-190) 4.9 1L3
MOUNTtNG ROX 0.6 11.3
ANTENNA . UDA-3 0.2 8b.l
H01-"-1 CESSNA 400 GlIOESLOPE (INCLUOES' VOR/ILS 39101S7 4.4. 81 • 1 ..•.
INOICATOR--NET CHANGE FOR veR/LOC
RECEIVERIR-44381 42100-0000 2.1 117.0
ANTENNA (LOCATEO UPPER WINOSHIELOI 1200098 0.2 1, 30. O
VOR/ILS INOICATeR IIN-386AII1NOICATOR 46860-2000 O. 1 15.5
wT NET CHANCE, ACTUAL WT 15 2.3 L~SI
H07-A-' 2 CES5Nl" I¡CO' GLJOESLOPE (INCLUOES AUTGCOURSE 3910151 4.4* ti 1 • j.'"
VORIlLS INOICATOR, wl NET CHANGE FOR
VOR/LOC INOICATe.
RECE I vER ,(,R-4438 I 42100-0000 2. 1 117.3
ANTENNA (LOCATEO U'PER WINOSHIELOI 1200098 0.2 30. O
VORIILS INOICATaR (IN-386ACI (lNDlCATQR ,1,46860-2200 O. I 1?5
WTNET CH"NGE. ACTUAL wT I S 2.3 LBSI
HI1-A-I PANTf{ONICS PTIO-A. HF' TRANSCElVER, 2t\O UNIT 3910193-2 20.1- 89.3.
TRANSCEI,VER ,IPANEL MOUNTEOI ' C58t103-0 IU2 4.2 10.4
ANTENNA LO,AO BOX C569502-o'201 4.2 1 12 • 5
HF PO"'ER SUP,PLY (REMOTEI, C5B21J3-030 1 8.5 114 • '1
PO.ER & SIGNAL CABLES 3950122-15 2.5 41.0
ANTENNA INS1ALLA1((N, 351 IN. LONG 3960\17-3 O") 144.4
':111-1\-2 SUNAIR "SA-12~ TRANSCEIVER. 2'0 UNIT 3Q10158-1 22. O' 82.9*
9QOl6 4.9 112.0
~~mN~u~~h( ~~MalEI ' , 9%83 B.5 1l',.0
TRAN!CEIVER (PANEL MOUNTEOI Q9661 4.6 10.4
AN'TENN' INSTALLATlON, 35\ IN. LONG 3960 \17-3' 0.3 144.4
H1I-A-3 PANTRONICS PTIC-A HF TRANSCEIVER, 3RO UNIT 3Q 10156-\1 20. l' 89.3*
'TRANKEIVER ¡PANEL MOUNTEOJ C562103-0102 4.2 10.4
ANTF.NN" LOAD .OX C589502-020 1 4.2 112.5
HF POWER SUPPLY, IREMeTEI C5B 2103-030 1 8.5 114.4
CABLE A'SSEMRLIES 3950122-15 2.5 41.0
ANTF.NNA, lN~lALLAlICN, 351 IN. LONG 3960117-3 0.3 144.4
SWI TCH INSTL ,'3RD UNI T 3910128-1 N EGL
1-111-A-4 SUNAIR ASB-125 HF, TRANSCEIVER, 3RO uNIT 3910158-5 2 2. o~ 82.8*
AN TENN< LOAD 80X 99BI6 4.9 112. O
POWER SUPPLY (REMOTEI 99683 8.5 1\4.0
TRANSCElVER ¡PANEL MCUNTEOI 99681 4.6 10.4
ANTENN' INSTALLATlON. 351 IN. LONG 3960111-3 0.3 144.4

,;
 ItEM NO . EQUIPMENr LlST DESCRIPTlON RU DRA\'IING \'Ir lBS ARM INS
H13-A CESSNA 400 MA~KER 8EACCN
RECEIVER IR-402AJ. 3910164-1
ANTENNA, L 5HAPEO ROO 42410-5128
Hl6-A-l CESSNA 300 IRANSPONOER 0770<81-1
TRANSCEI VER IRT-359Al. 391012T-17
AN TENNA 41420-1120
HI6-A-2 CESSNh 4CO TRHSPONOEL _ 42940-0.0.0.0_
--TR A N SCU VER. (R.T-459Al -3-910120-21
. AN TENNA ... , _ 41470-1 '-2.8~_
-H2.2-A--l- -HS.SNA--Nh-V-/COM77ZO CHA~NE LIS T UN[T --- -4-29.40;00-000
. wllH VOR/LOc.'., . )q 10183-' •
RECEIVER-TRA~SMITTER IRT-385A
VO~ ILOC.INDICArOR II N-385A) '.6660-0000 5.4
'16860-1000 11 • S
H, .••-A BASICA.VIONles KIT . 2.2 14.7
MO~ I<IRtNG .. & ."1 se HARO~ARE 3910186 7.0
.
52.9
H22-A-2 CESSNATOC NAV/eOM. 720 eH, FIRST UNIT 1,5
j.
m~ 1~~~:~~~N~~J?ml~R~~~ml
VOR/LOC lNOICATOR IIO-385ACI
eENTEP r NG
AUTOCOU~SE
3910183
46660-0000
16 .. 1.
5.4
10.7
29 •.9.
11, S
H34-A 8AStC kVIONles KIT.. 1.,6860-1200
2.2 14.7
3910186 7.0
H25-A 52.9
eEs~2~N~óol<~~~~go~.~~i~ ~~~O¡~~EUNIT 1 .5 10.7
I<!TH VOR/ILS 10; l'
RECE IVER-TRANSMITTER IRT-J85AI 13 •."•
VOR/LOC .INOICATOR II~-385AI 46660-
5.4 11, 5
H,7-A ANTENNA.& COLPLER KI T 46660-1000 2.2
MOLNT. ~IRING & MISC HARO~ARE
l't. 7
1• O 25.0
H28-A-l EHERGENCY LOCATER TRANS"ITTE~ 1• S 10.7
TRANSMITTER 10.~ .0~ELT-6) 0410419-3 1. O.
ANTENNA . (589511-0 I~ 3 116. 6'"
1.6 116:4
H28-A-2 EMERGENCY LOCATOR TRANSMITTER (USEO IN C589511-0 109 0.1
CANA DA , O .••
70419-4 122.0
1 •.8" 116 ..6.
TRANSMITTER (O t. M OMELT-6CJ
ANTENNA C589511-.0 104 1.6
H31-A-l NAV-O-MATI( 2COA .. C589511-0109 116.4
CONTROLLER & MOUNT .(CA-29581 --
3930144-2
0.1
9. S*
122.0
48.6"
TURN COORoroATOR. (NET CHNGI IG-30JAI 1.6 13. l
~ELAY INSTALLA.TlON 42320-0028 0.6.
3970128-3 12.0
I<ING INSTALLATION 0.4 4. O,
SERVO UN!T. . 0522632-4 6.1
H)l-A- 2 NAV-O-HA TIC 300A I AF395) ( PA-495AI 42730-4008 ól! 4 1
CONTROLLER-AMPL-I-FIER & HOUNT (CA-395A) --
3930145-19
3.9
11 • 5.
68.9
42.8.
1• o 13 ,,1
. ..

..---------
'M ••
---------'!""'''' ..- -~"~'''"
aL
,,.-.,...
- _.__ .------~.c~------._.
"..
~.

¡
L. .. _ L '.
 . ,
- ._ •..~
.. -_.~-__~
•...
1

'<'o
-t'l
ITEM NO EQUIPMENT L1ST DESCRIPTION REF ORAWING WT LBS ARM INS °en
°en
t'lZ
GYRO INSTALlA1"10N(OH-A-2). (NET CHNGI 0513398 l. I 10.2 ">
:J:I
TURN COOROlNATOR (NE 1 CHANGE 1 42320.~028 0.6 12.0
RElAY INSTAllATION 3970128-3 0.4 4.0 :::;
0522b32-5 6.1 68.1
wlNG IN$TAlA1ION
SERVO UNl' (PA-495A) 42730-4006 3.9 68.9
52 .•9.
'"
;>;
H34-A. BASIC AVIONICS KIT INSTlLlATlON . 3910186-3 7. O"
RAC 10 COOlING . 3930152-1 l. I 10.2
NOISE FIlTER INSTAllATlON 3940140-1 0.1 -2.0
COM AN TENNA CABLE •. LH VHF 3950122-3 0.4 27.8
OMN I ANTENNA C"HE 0.6 116.0
OMNI ANTENNA. . 3960102-10 O.B 220.8
COM AN TENNA .• LM VHF . 3960113-1 0.4 62.4
CABIN SPEAKÉR IN!!l. 3970123-5 1.2 37.9
M IKE INSTL. HANO HELO ..... 3970124-5 0.3 17. 2
~EAOPHONE IN!!l e STOloEO AM' :.lOWNl 3970125-4 0.2 14 .•2
AUDIO CONTROL PANEL INSTl'. 3970131-1 . 1.9 12.5
COM ANTENNA & OHNI iOUPLER KIT' 3910185 l. O•. 25 .•0.
tl3 7- A 27.8
COM INTENNA CABL • RH VHF '. 3950122-2 0.4
OMNI ANTENNA COuPLER (SIGNAL SPLlTTERI 3960111-3 0.2 7.0
b.2.4
• COM ANTENNA. RH VHF 3960113-2 0.4
68.2
H4 3- A . AVIONICS OPTION o
NAV-Q-MATIC" klNG PRevo 0522632-2
3970112-1
1.7
0.3 . 13 .0
H55-A MIKE-HEAOSET COM80. INSTl (HEAOSET STOkEOl
ISTOkEO .ARM SHOloNl llNCLLOES ALL'
.. PURPOSE CONTROL kHEE~l .
C594653 ~ 10'1 1.1 - -
H5 6- A N lCROPHQNE/HEAOSET. PAO EO 1 STOkEOI
..
J. SPECIAl OPTlON PACKAGE~

CONSI STS OF lTEMS 0500511 i 6 ~ 3' 45.2. ~

J01-A HAWK -)'P 1 1 EOLlPNENT 0.6 24.4 MCl
CH-O HEATEO PITOT SYSTEH 0422355-T
0521101 0.5 61.0 D:t
C~l-A COLRTE SY lIGHTS
N EGL - -
C40-A NA V .1IGHT DE TECTDRS 0701013 c::>-.l
0506003-3 2.1 184.2
C43-A
COI-O
FLASHING BEACON L1GHT
7RUE AIRSPEEO INO. (NET CHA~GEl 0513279 O. 1 18.1 ::a~
STA1IC AIR. AlTERNATE SOURCE 0501017 0.2 1 S. 5 ~td[f)
DO 4- A .1,.9 12.4 .
Ee5-A DUAL. CON TI'OL S 0506005 M~t'l
3910151-35 16. 1 29.9
l-2'¿-A-l NAV/CON 385A VOR/lCC 1.8 116.6 Z;¡,Q
"28-1-1 EMERGENC V LOCA 7ER TRANSHITTER 0470419 >-.l_
21. l' 18. ) ...
J04-A NAV-PAC INS1ALLATION (A~AILABLE XP III
"Ol-A 300 AOF (R-546-El 3910159 -2 7.0 21.0 "Zo-
-oz
O> enM
-"
Iv J
•
>el-o>
 i
ITEM NO.
EQUIPMENT L1ST DESCRIPTION V
REf ORAWING WT LBS ARM INS
Hé-A-l !OC TRANSPONOER (RT-359AI
t-:2~-A 3910127-11
Jl0-A FLOATPlANE 30C NA Y/COM 2NO UN! T
FUSELACE
T ION S & F1TTINCS SThc TURA L MOOI F I CA-
J 13-A FLOHPL ANE 0500044-41
COkLOECK y 6RACE ([ NSTALLEOI
Jl5-A CSTOWEOI 0513003
FLOATPL ANE Al L eRON-RUOOER_I ~TERCGNNEG-T--
---fLOATPLANE ONL-Y-"" - ([NSTALLEOI 0500012
UEHSJ_IO_ A--&-'-J-I-3-A-M"E
LANOPLANe OPERATIONS
Al SC (B~~~~~ O F C-R
J27-A
MOOEL 246-¡¡4C FLOATS & ATTACHMENTS
NET CHANGE BETI.EEN
GEAR IITEM NOS. BOI-R;
ANO 6RAKE&
STANOARO LANOI NG
B04-R¡
NOSE- WHEEL STEER NG SYS-
610-S
EDC-24e B2440
- - --
TEMSl ANO HOATPLANE KIT (¡ TEM NO,
J30-A-11 IS APPROXIHATELY 235 L6S AT
<J.2 IN.. . 1hE CORR ECT VALUE S OF. WT &
ARM CHANGE FOR .T& BALANCE CALCULATION
SHOULO 8E OETERMINEO FROM AC1UAl
J30- A-l INSTAlLATION WEICHING.
FLOATPlANE EQUIPHENT KIl, CCHPLETE--WI1H
PROP CHANGE & CORROSION PROOFI NG-- 0501065-1 OR-2 20.4+
A 33-0 PROPEllER HOATPlANE, EXCHHGE 58.3'
fOl-O- PLACARO, FlOATPLANE OPERATIOS
031-A CABLES, CORROSIO~ RESIS, EXCH.
0.0 - --
Gl!-A
GC7-A.
CORROSION PROOFING{
RINGS. AIRPLANE
INTERNAI
HO SllNG
0500036
0500036
NEGL
N EGL - -
- -
G5E-A STEP.4 HANOlE, REFUELlNG 0541115 10.0 77 .0
J 10-A - FUSElACE MOOIFICA TI ONS 0513415 1.1 49. I
0500044 1.7 17. B
JI3-A CO'l OECK V BRACE IINSTALlEOI 6.1
JI5-A INTERCONNECT RUOOER-AILERON 0513003 45.5
INSTALlEO ARM SHOWN (SlO"EOI 0560012 l. 1 26.2
FLOATPLANE EQ,UIPMEN1"Kll, CCHPLETE--kITH 0.4 69.6
PROP CHANCE & NO CORROSICN PROOFING-_ 0501065-2 OR-3 10.4"
A33-0 PROPElLER FLOATPLANE, EXCHA'GE 3 7.6*
F01-0- FLOATPLAN é
OPERATlONS PLACARO 0.0 - - ",.~
G01-A RINGS,AIRPLANE HOISTlNC NEeL
05e-A SIEP & HANOlE REFUE Ll NG 0541115 O
l. I
J Io-A FUSELAC STRlJCt URE HOOIFICATlCNS 0513415 1.7
49.1" lJ
J 13-A CO.L OECK BRAce--INSTAlleo 0500044 17.e
J 15-A _IN1ERCONNec T r.UOOER-AI LeRO~ 0513003 6.1 45.5 ~O
1.1 26.2
0560012 0.4 69.6 .;x¡t':l
Ul
::;Ul
",Z
;>;;»
U$Qi4 ;.IU4StPili'_ . e lii
-- ;. e 4
.. __ - - -._-._ ..
f
L._ L_
 .._..... ""'. __'".
• • .--
._-'-------------------------~---------------- 1 11

!TE M NO EQUIPMENT L1ST DESCRIPTlON REf DRAWING WT LBS MM INS

INSTAlLEO ARM !HO'N 1 STC'EO)

nO-A-l FlOATPlANE EQUIPMENl KIT--WIlH NO PROP 0501065-5 OR 6 10.4" 41. S.
CHANGE OR CORRO !ION PROOF 1 NG
FO 1-0-
CC 1- A
G5tl-A
FlOATPlANE
RINGS,
STEP
OPERAllON
AIRPl.4.NE
t. HANOLE,
PlACARO
HOI STlNG
REFUELlNG
054[115' 1,
N ECl
l. 1
-
49.1
-
, JIQ-A
J 1~-A
FUSELAGE MOOIF ICA11 ONS,
0513415
0500044
1• 7
6. 1
17.a
45.5
COkl CEC K aRACE- ,STO'EO 0513003 1.1 95.0
J 15-A INlERCONNECT SYSTEM (STOWEO) 0560012 ,0.4 69.6
)N STAllEO ARM SHCWN

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'"
w
~
~
Q;
ro.•.
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l
 CESSNA " SECTlON -
MODEL Rl72K AIRPLANE ,& SYSTEMS DESCRIPT101':

,SECTION 7
AIRPLANE & SYSTEMS
DESCRIPTIONS
TABLE OF CONTENTS
Pag

lntroduction .. 7-
Airframe 7.
Flight Control s 7-
Trim Systems 7.
Instrument Panel 7.
Ground Control 7
Wing Flap System
Landing Gea.r System
Bagg:lge Compartment 7-;
Seats . . . . .
Seat Belts And Shoú.lder Harnesses .7-1
Seat Belts . 7-1
Shoulder Harnesses . 7-1
Inlegrated Seat Belt/Shoulder Harnesses \Vith lnertia Reels 7-1
"Entrance Doors A,nd Cab.in Windows 7:1
Control Locks . . . 7-1
Engine . 7-1
Engine Controls. 7-1
Engine Instruments . ; 7.1
New Erigina Break-In AndOperation 7. ¡
Engine Oil System . . 7.1.
Ignition.Starter System 7.1
Air Induction System . 7-1
Exhaust System 7-1
Fuel Injection And Manual Priming Systems 7.2
Cooling System 7.2
Propeller 7.2
Fuel Syslem . . . . 7-2
Brake System ..7-2c
Electrical Syste~ 7-2f.
Master Switch 7.';,
Avionics ?ower Switch -r -~
Ammeter . 7-~
.::-,
SECTION 7 . CESSNA
_"'IRPLANE &- S::rSifEMS DESCRIPTlONS MODEL Rl72K
I l. _
-TABLE OF <:;0NTENTS (Continued)
I •
Page

over-Voltagl , slensor
I
And Warning -
Light 7-28
Circuit Breake~s And Fuses .. ' ... 7-29
Ground SerJice Plug Rec~ptacle , .. 7-29
Lighting ?ysL~ms ,1 ,' ... - , , , , . ,". 7-30
Extenor LIghtlhg ...,.,...., .. 7-30
Int"erior L{ghtirlg . , , .~ : . , ... , . , 7-30
Cabin Heating. We,~tilating An Defrosting System 7-32
Pitot-Static Syst1em
, ,
lAnd Instr ments" , , . . . . 7-32
Airspeed Indicator 7-34
Rate-Ol-Clirilb Indicator 7-34
Altimeter j ,¡, , , , _ . , 7-34
Vacuum SystemlAnd Instruments 7-35
Altitude IndicaUor ,. _ , , 7-35

i
Directional I'ndfca.tor 7-35
" SucLion Gage l. " "7-35
Stall Warning Syst~m 7.35
Avionics Support EquipmenL 7-37
Audio Control pane'l , ... , 7-37
Transmitter Selkctor
, , Switch 7-37
Automatic A;ud~o Selector Switch 7-39
Audio Selector Switches 7-39
T\1icrophone . Headset 7-40
StaLic Discharge'rs ..... 7-4@

. . l.,
.'

, "';"
CE SS NA ~ SECTlON 7
MODEL Rl72I< AlRPL!\NE & SYSTEMS DESCRlPTIONS

INTRODUCTION
This section provides description and operation oí the airplane and its
syslems. Sorne equipment described herein is optiona.l and may 001 be
inslalled in the airplane. Refer to Section 9. 8upplements, for det2.ils of
other aplianal systems and equipment. .

A1RFRAME
The airplane i5 au aH.metal. four~place .. high-wing." single-engine
airplane equipped with tTicycle landing gear arid is designed fUi general
utility purposes.

The construction oí the fuselage. is'a conventional" rormed shee~ metal

bulkhead. stringer. and skin design referred to as semirnonocoque. Majar
items oí slructure are the front and rear carry-through spars to which i.h-e
wings are attaehed. a bulkhead and forgings far main landing gear
attachment al the base ofthe rear door posts. and a bulkhead with attach ¡ng
plates al the base of the forward door posts for the lower attach ment oí the
wing struts. Four engine mount stringers are also atta.ehed to the fonvaró
doo.r posts and extend forward to lhe firew~ll.

The externally braced "••..

ings. containing the fuel tanks. are con.
structed of afront and rear spar with fo~ed sheet metal ribs, doublers. an'd
stringers. The e;ntire structure is covered \rnth alurninum skin. The front
spars are equipped with wing-to-fuselage and wing-to-strut attach fit-
tings. The aft spars are equipped with wing-to-fuselage atta eh fittings, and
are partial-span spars. Conventional hinged allerons and s{ngle-slotteq
flaps are attached to the trailing edge oI fue wings. The ailerons are
constructed of a fonvard spar containing balance weights, farmed sheet
metal ribs and '~V'"type corrugated aluminum ski n joined together al the
trailing edge. The fla.ps are constructed ba.sically the same as the"ai1erons,
with theexception óftlÍebalance weights and the addition of a for.med sheet
rnetal.leading edge section.. .

The empennage (tai! a.ssembly) consists of a. cohventional vertical

stabilizer. rudder. horizontal'stabilizer. and elevator. Tbe vertical stabil-
izer consists of aspar. fomed sheet metal ribs and reinforcements, a \Vrap-
around skin panel, fonned leading edge skin. and a dorsal. The rudder is
constructed of a forrned leading edge ski n containing hinge halves. a
center wrap-a.round skin panel. ribs, an aft wrap-around skin panel which
is..i:9J¿led at the trailing edge óí the rudder by.a. filler strip,-apd a graund
adjustable trim tab at the base oí the trailing. edge. The top of the rudder
incorporales a leading edge exlention whieh contains a balance v;eight.
The horizontal stabilizer is constructed of a forvo'ard and aH spar. ribs and

7-3
 -- l
Sr:CTlON 7
;\lRPLANE & SYS. EMS DESCRIPTIONS MODEL RI72K
CESSNA

,.---?

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' ....>

./ "', "
".:...' '.
......

r
f,-
•

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Figure 7-1_

-4
CESSNA SECTlON 7
MODEL Rl72K AIRPLANE & SYSTEMS DESCRIPTIONS

ELEVATOR CONTROL SYSTEl'>¡ (!:?l

, :

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Figure 7-1. FÜghl Control and "Trim Systems (Sheet 2 of 2)'

7.5'-,;;>
r 1 2 3 5 6 12 13 14 19 20 21 22 23 14 25 26
l
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.,
__ .. _Cb
.,¡., _

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"o~

3iQM,Qi&M Alb a;e" a e ttJUJiQ&i¡ ¡....... -.'''!''"~''''-'""""", , - .

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 1

"

sO
ot.";
I. Cylindor Head Tcmperature 25, O'JJ
Adctitional Radio Spaco (JJ
Gage and Ammeter 26. Map Compartment ~Z
2. Oil Temperatura and Oil
Pl'cssUl'a Gaga
27. C~\bin.I-Ieat and Air Control -::<l »
Knobs ~
3. Left Tank and Right Tank 28.
-1
Cigar Ligh ter
~
UQ
}i'ucl Quantity ~ndicatol'S 29. Wing Flap Switch and
'"
:>;
4. Suction Gage
..•roe 5. Over.Voltage Warning Light
Position Indicator
.., 6. Clock
30.
3I.
Mixture Con tr01 Knob
Propeller Control !{nob .'
f.o 7. Manifold Pressure/Fuel Flow 32, Throttle (Witl1 Friction Lock)
Indicator" 33.
!j Static Pressul'e Alternate
8. .Flight Instrument Gi'oup
In
~ SOllrce Valve
9. Airplane Registration
"
¡:;
Number
34. Instrument and Radio Dial »
;3 Lighl Rheoslats ;0
ro 10. Tnchonieter 35,
~ Microphone "O
~
~ 11. . Encoding Altüneter 36. Cowl Flap.Control Lever
"l1 12, ADF Bearing Indieator 37, Rudder Tl'ini Control Lever :"Z'
~"
ro
~
13,
14,
Omni CO\.lrse Indicato.rs .
Magnet1c Compass
38,
39.
Fuel Selector Valve Ha.ndle l'J
P."
~ Elevator Trim Control Wheel
(JJ. 15, Marl{er Beaco~icator 40, (fl
Electrical Switches
"." 16,
Lights and Switehes 41. Cil'cui t Bl'eal{crs -<
CJJ
~' Rei.\l' View Mil"l'Ol' 42, Parking Brai{e Handle ...J
ro 17, Audio Control Panel C'l

-
o
!:9
18,
19,
20,
Radios
Au topilo! Control Unit
Tra.nsponder
~ ~3, Avionics PO\NCr Switch
4 '1. Auxilia.ry Fuel Pump Switch
'J5,
'lG.
Ignition Switch
Master Switch
"'
~
(JJ
C1
C'l
21. (JJ
Secondary AlLimeler ji?~ Auxiliary Mike Jack
22, ~(JJ
,j Aclditional ¡nstrument Space ~8. Phone Jack >~
23,
24.
ADF Radio
Flight Hour Recorder
'lS!. Prilner ~0
--,""
50. Fuel Shutoff Control Knob
..., 00
.:, ZZ
(JJ...,
 II

"
SECTION 7
AIHPLP;}'JE ¡
'A
SrSTEMSVDESCRIPTlONS .
CESSNA
MODEL Rl72K ¡.

stlff~ners. ceJ?ter. left, ~nd nght.wrap~around skm panels. ~nd formed

¡
¡
leading edge 'skiins. The horizontal stabilizer a150 contains the elevator ".,.
trim tab actua:to~. Construction oC the elevator consisls oí formed leading
edge skins, a f9rV¡rard spar. aft cha.nnel, ribs, torque tube and bellcrank, left
upper and lo",!er '(V" type corrugaled skins, and righl upper and lower "V"
type corrugat~d skins incorporating a tra.i.ling edge cut-out for tbe trim
tab. The eleva~orltrim tab CODsists oí aspar, ribo and upper and lower "V"
type corrugatéd skins, The leadíng edge of both left and right elevator típs
incorporate extehsions which .contain balance weights. .

FLlGHT COi'lJTROlS
The aírpl~ners f1ight control 'syslem (see figure 7-1) consísts 01
conventional aileron. rudder, and elevator control surfaces. The control
surfaces are fnahually operated through mechanical linkage using a
control wheel fer the ailerons and elevator. and rudder/brake. pedals for
the rudder. !

. Extensions are available for the rudder/brake pedals. They consist of a

rudder pedal fa.ce) two Spacers and two spring clips. 'To instal1 an exten-
sion. place the ¡clip on the '1?ottom oC the extension under the bottom oí lhe
rudder pedal and snap the top -clip over the lop of the rudder pedal. Check
that lbe extension is finnly. in place. To remove the extensions. reverse lhe
aboye procedures!
I I
TRIM SYSTEMS
I I .. ." .
Manually-operated rudder and elevator trim syste~s are provided.
Rudder trimmingl isaccomplished Ihrough a..bungee con.oecled to the
rudder control s'ystem and a. trim lever, mounted OIi-thecontrol pedestal.
Rudder trirnming ~s a.ccomplished by lifting lhe trim lever .uP to clear a
detento then rnqvi.hg it eilher 1eft or right to lhe desired trim position.
Moving lhe tritn lever to' the right will tri m' .the a.irplane nese-right;'
cODversely. mO\ririg ths lever to the left will trim the airplane nose~Jeft.
Elevator trimrriing is accomplisbed through the ~levator trim tab by
Ulílizing the vertically mounted trim control wheel. Forward rotation of
the trim wheel \~ill :trim nose-1own; conversely, aft rotation will trim nose~
up_ l' u. ,
I

l.

INSTRUMENf PANEL .
. The instrum'ent panel (see figure 7-2) is designed around the basic "T'.
co~_!.iguration_ The gyros are located irnmediately in front oC the pilot, and

7-8 ,. ...;.

I I
 CESSNA SECTlON 7
1 MODEL RI72j, AlRPLANE & SYSTEMS DESCRIPTIONS

i
arranged vertical1y ayer the control column. The airspeed indicaior and
altimeter are loeated to tbe !cft ar:d right oC the gyros respectively. The
remainder oí thc f1ight instrurnents are localed around tbe basic "T".
Engine instruments and ~uel quantity indica:tors are Dear the 1eft edgé and
lower portian of the instrument panel. Avionics equipment is staeked
approximately on the centerline of the panel, with (he righl side of (he
panel containing space for additional iDstnunents and avionics equip.
mento A subpanel under the primary instnunenl panel contams the fu el
shutoff valve knob. primer, master switch •. auxiliary fu el pump and
ignition switch es. circuit breakers. avionics power switch, and electrical
switches on tbe leH side, witb tbe engine controls,light intens"ity control s,
and alternate 5tatic air conlrol in the center, over the conlrol pedestal. The
right side oí lbe subpanel contains tbe wing flap switch lever and position
indicator. cabin heat and air controls, cigar lighter. and map comparlment,
Apedestal, installed below lha subpanel, contains the elevator trim control
wheel and indicator, microphooe brackét, cowl flap control lever. and
rudder tri m controllever. A fuel selectorvalve handle i5 loeated al lbe base
oCthe pedestaL A parking brake handle is mounted below (he subpanel in
front of the piloto

Fordetails concerning the ínstruments, ~vitches. circuit breakers. and

controls 00 this panel, referin this sectioo to~he descríption of the sy~s
lo which these items are related.

GROUNDCONTROL
Effective ground cootrol whi1e.laxiing is accomplished lhrough nose
wheel steering by using the rudder pedals; left rudder pedal to steer 1eft and
right rudder pedal to steer right. When a rudde.r pedal is depressed. a
spring-loaded steering bungee .(which is connected to the nase gear and to
the rudder ba.rs) will turn the nose wheel through an are oí approximately
10° each side of center. By applying either 1eft or r.igbt brake~ the degree oí
turn may be increased. up to 30° each side of -ceriter.
Moving lhe airplane by hand is mosteasi1y accomplished by atta.ching
a tow bar lo lhe nose gear s~rut. If a tow bar lS.i10~available, or pushing.is
required. use the wing struts as push poin15, Do not use the vertical or
horizontal surfaces lo move the airplaD.e. If the. a;ítpla.ne ís to be towed by
vehicle. never turn tbe nose whee1 more t::han 30° eitber side oí center or
structural damage lO the nose ~ear could result.

The mínimum turnin.g radius" of the airplane, using differentlal .

braking and n6se \•..
~heel steering during tax.i, i5 approxirnately 27 feet 5 and
1/2 inehes. To obtain a minímum radius tUTn during ground handling, th~
airplane may be rotated around either rnain landing gear by pressing down
 .3ECTJON 7
;\'IRPLAN8 '& SYSTEMS DESCRIPTIONS CF:SSNA
I
, MODEL RI72K
,

on a tailcone
• bulkhead
• -1 just fúrward _ Di the horizontal stabilizer to raise lhe _ "
ncse wheeI off the g,round. .'. .
[1
I
WING FLAP SrSTEr6I
The wing flaps ¡tre of the single-slot type (see figure 7.3). and are
extended or retracteq by positioning the wing flap switch lever on lhe
instrument panel to tbe desired flap deflection position. The switch lever is
;moved up or down in la slotted panel that provides mechanical stops at the ¡
10° and 20° positions\ Far flap settings greater than 100, move the swit~h
'ever to the right to dIear the stop and position it as aesired. A seale and
ointer on the left sidb of the switch lever indieates flap travel in degrees ..
he wing flap systeJl"i circuit is protected by a 15-ampere circuit breaker,
abeled FLAP. on the Ileft side of lbe instrument panel.
i
.
1.
11
I
i
¡
NDING GEAiR SYSTEM
The landing gearik of the trieyele type with a steerabIe nose wheel,'two
ain wheels, and wh~el fairings. Shock absorption is provided by the
bular spring-steel I'liain landing gear strJ..lts and the a.ir/oil nos e gear
. I
i
~.)7 ~

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~ - ~.----::?-=-/~~---- -.,
. --::d~,
'---,', ',>
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\\,~:

n \ '::.~
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// ::--~',

':">",
..~
..•..• ~',,~, ,/ "'~,.......

A!----¡'.-:--. !~;:;
¿"~"\_"'........ /r
--.'''i~tb;.__.....
,..... ", '
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'''-¡'' ..,-,,.
_,'

,:~ \ -j '~---.--..::---
(~,. ,
't.....:>.-----.íl- .. ,: _ ~ \-\. "-., ",
j,' ~., - \\.--::: ~"" '~
'.í C,y) ~ . , __/'---' ,
'-'1 . .. -.-..__<::~..-
__ ;

Figure 7-3. Wing Flap System

CESSNA SECTION 7
MODEL Rl72K AIRPLANE & SYSTEMS DESCR!PTIONS

shock strut. Each mata gear wbeel is equipped with a hydraulically

actuated disc-type brake on the, inboard side of each wheel, ana an
aerodynamic fairing over each brake.

BAGGAGE COMPARTMENT
Tbe baggage compartrnent consists oí lwo areas, one extending from
the back o[ the rear passenger
additional area aft of the bulkhead. Access ttoth
seats to the aft cabin bulkhead. and an
baggag.e ~rea.s i5 gained
through a lockable baggage daor on the 1eft ide of the airplane. OI from
within the airplarie cCtbin. A baggage nel ilh eighl tie-clown straps is
provided for securing baggage and i5 attached by tying the straps lo tie-
down rings provided in the airplane. When loading the airplane. children
should nol be placed or perrnitted in the baggage eompartment, unless a
ehild's seat is installed, and any materi"al that rnight be hazardous to the
airplane or occupants should :1ot be placed anywhere in ihe airplane. FOl"
baggage area and daor dimensions, refer to Seetion 6.

SEATS
The seating arrangement consists oí two separate adjustable seats for
the pilot and front passenger, a split.backed fixed seat in lhe rear, and a
ehild's seat (if installed) afl oí the rear seats. The pilot's and fronl
passenger's se~ts are available in two difierent designs: four-way and six.
way adjustable. .

Four-way seats rnay be moved forward OI-aft, aild the seat back anglc .
changed. To position either seat, lin the tubular handle under the center of
the seat, slide the seat into position, release the handle, and check that the
sea.t is loc~ed in place. The seat back is spring-loaded to the vertical
position. To adjust its position,lift the lever under the rightfrontcorner oi
the seat, reposition the back, release the lever. and check that the ba.ck is
locked in place. The seat backs will also Iold ful! forward.

The six.way seats may be moved forward or aft, adjusted for height
~nd the seat-báC:k angle is infinitely adi.ustable. Position the seat by lifting
the tubular haridle,. under the.center oí the seat bottom. and slide the sea!
into'.position;.-t:h~ri .reléase the Jever and check that the seat-is locked in
place. Raise or lower.the. seat."by rotating a large crank under the righ~
corner oí the leH seat and the.left carner ofthe right seat Seat back angle is
adj~stable QYrofating a small cr~nk under the left cerner oI the leH seat
aod the right cerner ofthe right seal. The seat bottom angle wil! change as
the seat b2.ck angle changes, providing proper support. The seat backs \Vil.
aIso [old fulI [orward.

7-,
 -.t;'CTIru'
,,~
,'1
".
7 II ..

c '.-\IRPLANE & SYSTEMS.DESCRIPTIO?\'S CESS?\'A

MODEL R172K
! I

The rear passehger's seats consist of a fixed one-piece seat bolloro with
individually adjus:table seat'baeks. Two adjustment Jevers. under the left
?~ndTjght corn~rs br the seal bottOllJ. ar~ used lo adjust the angle oCthe
respective seat backs. To adjust either seat back.lift the adjustment lever
and.reposition the back. The seat backs a.re spring-loaded te the vertical
position. I '. . . .
A ehild's seat may be inslalled aft of the rear passenger seats. and.is
held in place by t:Wo brackets mounted on ihe floorboard. The seat is
designed lo swingl upward iota a. stowed position against the 20ft cabin
bulkhead when rtot':inuse. To stow the seat. rolate the seat bollom up and 20ft
as far as il wilJ 'go'lWhen not in use. lhe seat should be stowed.

Headrests are available Jor any Di the seat configurations except the
chi1d's seat. Te adj¿st the he~drest. apply enough pressure to it lo raise ar
¡ower it to the desited level. The headrest may be removed at anytime by
c2.ising it until i',t dIsengages'from the top DI the seat back.
¡

SEAT BELTSI AND

'
SHOULDER HARNESSES J
AH seat pOSltiJns are equipped with seat belts (see figure 7.4). The
pilot's and fron:t ~assenger's seats' az:e a150 equipped with separa te . l.
.3houlder harnesses; shoulder ha.rnesses are ava.ilable for the rear seat
positions. Integratep sea.t belt/shoulder harnesses with inertia: reeIs can
oe fumished for the'pilot's and front passenger's seat positions, if desired.
I

SEAT BELTS I
The seat bel Js at al!' seat positions areatlached to fittings on the
;loorboard. The bUcklehalf of the seat.belt is in'board oC each seatand has a
[ixed length; the link half ofthe bel! is outboard and i';the adjustable partof
lhe bel!.!" .

To use the seat belts for thefront seats. position the seata.,s desired. and
then lengthen the 'adjustable half oC the belt as needed.-lnserl and'lock the
1
bel! link into the bilcJile. Tighten tbe bel! to'a snug fitby pulling the free end
or the bel!. Seat bells lor lhe rear seats. and the child's seat(if.instal!ed). are
"sed in the same marlner as the belts for!he front seats. To release the seat
:,elts, grasp the top df the huckle opposÚe the link and pull upward.
• • I I .
HOUlDER HAfN¡ESSES .
" Each front sea-,tshoulder"harness is attached lOa.rear doorpost aboye
he window line aJhd lis
slowed behind a stowage shealh aboye the cabin
1oor. To slow the ha""ess. foId it and place it behind the sheath. When rear
f . ~
[-12
CE:SSNA SECTION 7
MODEL Rl72K AIRPLANE & SYSTEMS DESCRIPTIONS

STANDARD SHOUlO£R
HARNESS

"'v"''''
1""11 .,,,," sm. p -~
up ",~~n l~"~lh~n'''t
i
h"" •.nl
, (PllOn SEAT SHOWN)
FREE [:>rO or
HII~!;SS :
(P'ull d_n'o tl;hlfnt -
!
SHOULDER HAItNESS
COW,"l
~CTl~C J,.1~K

~~~'~~~l'~i::;~~t~::~.~~.n'
I \

f
S.fA.T BHT/sHOULDER

( .HARNESS WITH INERTIA

,1\
"'~.
R EE l

.~., ..... ,
............. ,

/
S.tAT 9ELT UN'K ""L1"
"'/'lD SHOOLOER ltARNE~.
n£TAll'l'Iro:C STl1t:l

FREE::::-rD 01" S£A1 ilELT

(PIIl1to tlCf>l:lffil

SEA. DELTiSHOU1.OER ,i"'fI:fE'sS'

",o..H.'sr" BU UN'"
rPJ>sII¡•..••li,,~ ,us! ~Iu ••.$h•••••
lt1f~
t •• HI: "..11Ij,,~ ,,,,ti "'"r"Uf ""'•..n_
••..H<1 tu •.'""",el t•• SC"l hell .,•••.\1 •.1

StA T DrL', BUe" U:

11"<,n.''''I",''''''I.1

Seat Be1ts and ShOUldeb Harnesses

, "

7-13
 SECT~0>J ".'
CESSNA
c/llHPLl\NIc '& S¡YSrEMS DESCRlPTIONS MODEL Rl72K
I !

seat shoulder h<irn~sses are furnjshed. tbey are attached adjacent to the
lower corncrs of tbei real' window. Each rear seat harness is stowed behind
a stowage sheat~ above an aft side window. No harness is availablefor ¡he
chMs seat. ! l. .... . .
To use a front or rear seat shoulder ha.rness, fast~n and adjust tbe seat
beJ t first. Lenglhen Ilhe har'uess as required by pulling on lhe connecling
link on the end ~f the harness and the narrow release strap. Snap the.
connecting link fintl1y onlo lhe retaining stud on the seat belt link'half.
Then adjust to lenglh. A properly adjusted harness will permit the.
occupant to lean forward enough to sit complelely erecto but prevent
excessive forwatd inovemetlt and contact with objects during sudden
deceleration. AIsb, Uhe pilot will wan-t th6 freedoro to reach all controJs
easiJy. : I .
Removing tha shoulderharness is accomplished by pullingupward on
the narrow releas1e strap. and removing the harness connecting link from
Lh~stud on the se~t b~1t 1i nk. In an emergency, the shoulder harness may be
removed by releasi~g the seat belt !irst and allowing the harness. still
attached to the link.half of the seat bell, to drop to lhe side of lhe seat.
I
[

INTEGRATED S!E~T BELT/SHOULDER HARNESSES WITH

INERTIA REELS 1 . .

Integrated sea.t belt/shou~der harnesses with inenía reeIs a.re a.vaila.

blefor lhe pilol ani:l ftonl seal passenger. The s~al belt/shoulder harnesses
extend from inert!ia ~eels lacated in the cabin ceiling to attach points
inboard of the two fi:-onl seats. A separale seal bell half and buckJe is
lacated outboard of th1esea1s. Inertia reeIs aUow cumple te freedóm ofbody
oveme!1t. Howe~er.lio the eyent o.f a. sudden deceIeration. thf!l:Y ,~i1l1~k
utomatlca.lly to P1rotect the occupa.nts~. .
,
NOTE
The inertial reeIs are Iacated fer rnaximum shoulder har-
ness cornfort ~nd safe retentiaD oC the seat occupaiús. This "
location requilres that the shoulder-hamesses cross nea.r
the top so that the rigbt hand inertia reel serves tbe pilot
and the left hand reel serves lbe front passenger ..When
fastening t.tie Harness. check te ensure the proper harness
is being USéd'l '. ':

To use the seat beltl shoulder harness. posítion the adjustable metal
nk on the harness ju!st below shoulder leve!. pull the link and harness
D:'iNnward. and inseh the link into the seat beH buckle. Adjust beH tension
cross the lap by pulÚng upward on tbe shoulder harness. Removal is
ccomplished
.••••.
by rele~siDg lbe seat be!t buckle, which will a.llow Ihe
I

-14 . -
 CESSN.'\ SECTION 7
MODEL Rl72K AIRPLANE & SYSTEMS DESCRIPTIONS

inertia. re el to pul! tbe harness inboard Di the seat.

ENTRANCE OOORS ANO CABIN WINDOWS

Eotry to, and exit írom the airplaoe is accomplished through eitber oí
two eotry doors, ODe on eaeh side oi the cabin at the front seat positions
(refer lo Sechan 6 for cabin and cabin deor _dimensions). The doors
incorporate a 'recessed exterior daor handle, a .conventional interior da O!
han dIe, a key-operated door lock (left door.o'oly), a door stop mechanism,
and an openable window in the left dOOT. An openable right doorwindow is
also available.

To apeo tbe doors froro outside the airplane. ulilize the recessed deor
.handle near the 30ft edge oí either door by grasping the forward edge oC the
handle and pulling outboard. To elose or open the doors from inside the
a.irplane, use the combination deo! handle and.ann' resto The inside dcor
handle has lbree positions and a placard al its base which reads OPEN, 1

CLOSE, and LOCK. The handle is spring-loaded to the CLOSE (up)

position, When the door has been pulled shut and latcbed. lock H by
rotating the door handle forward to the LOCK position (fiush with the arro
rest). When. the han dIe is retated to the LOCK position. an o'•.er.center
action wil! hold it ~n that position.

NOTE

Accidental opening of a cabin deor in flight due to

improper .clos.ing does 'nol cónstitute a need to land the
airplane. The best proeedure is to set up the airplane in a
1 trirnmed condUion at approximately 75 knots, momentar.
By shove the dooroutward slightly, and foreefully close
.and lock the door.

Exit írom the airplane 15 accoD1plished by rotating the door ha.ndle

from the LOCK position,past the CLaSE position, aft to the OPEN position
and pushing tbe daor open. Tú lock the airplanft.lóek the right cabín doar
with the inside handle, clase the left cabia door.~nd using the ignition key.
lock the door.

1 The left cabín door 1s equipped with an°openable windowwhich is held

in the closed position by a. detent "equipped latch on the lower edge "ofthe
1 window frame. To open the'window, rota te the lateh upward. The window is
1 equipped with a spring-Ioaded retaining arm which wíll help rotate the
f
window outward; and bold it there. An openable window is
al50 available
for the right door. and funetions in the' same manner as the left window. If
required. either window,may be opened al any speed up to 163 knots. T~e
 Sl:~CT!O!"7 j .
I
CESSNA
", AlRPLANE & SjYSTEMS DESCR1PTlONS
,
MODEL R172K
j
.¡~
cabin top widdo~s (ii instailed). rear side windows. and ~ear windows are
of th'e fixed t~pel and cannol be opened,' " , j.

CONTROl ~OCKS
A control'110Ck is provided t. o look .the ailerons and elevator control
surfaces in a ne~tral position and prevent damage to these systems by
wind buffeting wbile the airplane is parked. The lock consists oi a shaped
steel rod with a red metal Oag attached to it. The flag is labeled CONTROL
LOCK. REMO VE BEFORE STARTING ENGINE. To install the control
lock, align theihoie in the top of the pilot's control wheel shaft with the hole
in the top-oC the snaft collar on the i~strument panel a.nd insert the rod into
the aligned hol.es.iProper installation Di the lockwill place the red flagover
the ignition switch. In areas where high Dr gusty winds occur. a control
surface loo k sHould be in'stalled over the vertical stabilizer'and rudder. The
controllock aMd ¿ny other type oClockiDg device should-be removed prior
to sta:rting the engine. .

--1
ENGINE, .
The airPla~e is powered by a horizontally-opposed, six-cyllnder.
overhead.valve, a:ir.cooled. fuel.injected engine with .s. wet sump ojJ
system. The engüJe is' a Continental Model IO-36o-K and is rated at 195
horsepower at 2600 RPM_ Major accessories include a propeller governor
on the front 01 tite ~ngine and dual magnetos, sta.rter, gear.driven alterna.-
to~, &ndvacuum p*iiip On the re~r al tbe engine. Provisi9_~S ar.e'alsa rilade
. for a. full fiow oi! Hlter_ ' ..
1I
ENGINE CONTR¡OLS .' ~ .

, Englne manifold pres$ure is controlled. by a throttle located on the

lower center portión oí the instrument panel. The throttle oper:ates in a .
conventional mano!er; in the fuil forward position. the tbrottle is opEiIi. and
in tbe íuIl aft positibn. it is closed. A friction lack, which is a.round kn\lrled
disk, is located at the base of tbe throUle and is oper,ated by rotating. the
Jock clockwise t6
o • I irtcrease
I - [deUon ar counterclockwise
.. 10 decrea.se .¡l.

. The mixtur~ cJntr~'I, moun.ted "abóve th'e ~ight corner of the control
pedestal, ís a.red. ~Ob with .raised points around the circumference and is .
equipped with a.loc~ button in the end of the knob. The rich position is lull
forward. and fuUiaftis the idle cut-off positíon. Fol" small adjustments. the
control may be movied forward by rotating the knob c1ockwise. and aft by
rotating the knob counterclockwise. For rapid or large adjustments, the
.! .
7-16

-; ,
 CESSNA SECTION 7
MODEL Rl72K AlRPLANE & SYSTEMS DESCmPTIONS

knob may be moved fonvard or aft by depressing 'the lock buttoi1 in the end
oí the control, and then posif.ioning the control as de si red.

ENGINE INSTRUMENTS

Engine operation is monitored by the following instruments: 9il

.pressure gage, oH temperature- gage. cylínder head temperature gage,
tachometer, aod manüold pressurejfuel flow indicator. An economy
mixture (EGT) indicator is also available.

The oi! pressure gage, located on tbe left si de of the instrument panel.
is operated by Di! pressure. A direct pressure Di] tine írem lbe engine
delivers oi! at engine operating pressure to lhe oH pressure gage. Gage
markings indicate that minimum idling pressure is 10 PSI (red line), lhe
normal operating range is 30 lo 60 PSI (greeo are). and maximum pressure
is 100 PSI (red line).

on temperature is indicated by a .gage adjacent to the oH pressute

gage. The gage is aperated, by an electrical.resistance type temperature
sensor which receives pawer {rom the airplane electrical system. OH
temperature limitations are the normal operating range (green are) which
is 38°C.(100°F) to 116°C(240°F), acd the maximum (red line) which is 1160C
(240°F).

The cylinder head temperature gage, lacated on tbe left side of the
instrument panel, is operated by ao electrical-resistance type temperature
sensor on the. engine which receives power from ¡fhe airplane electrical
system, Temperature limitations are the normal ~erating range (green.
are) whicb is 93°C (200°F) to 238°C (460°F) and the maximum (red line)
whieh ís 238°C (460°F).

The engine.driven mechanica.l tachometer is loeated near the lower

portian oíthe instrurnent panel to therightofthe pilot's control wheel. The
instrument 1s .calibrated in iricrements oí 100 RPl\t1 a.nd indica.tes both
engine alu:Lptopeller. speed. An .hour met.er below. the center oí tbe
tachometer dial recoros ela.p~~ engine time in hours atid tenths.)nstru_
ment markings inelude a normal operatin.g range (green ar'e) oí 2200 to
.2600 RPM,and a maximum (red line) of 2600 RPM: .

The manifold pressure gage is the left haH oí a dual~iodieatiDg

.instrument and is loeated near the 10wer portiOD of th~ instrument panel to
the left ol the.piIot's control wheel. The gage isdirect reading and indieates
induction air manifold. press:ure in inches oí mercl,lry, I~ has a normal
operating range (green ~rc) al 15.ta.25 ioches oí mercüiy.
.• ~ ...' ;

The fuel 00\'7 indicator i5 the righ t hait of a dual.¡n'dlcating instrumen t

and is located to the 1eft of the pilot's cont~ol wheel. The indicator is a fuel

<-:>
'c' 7.17

L
 ~
. ~';T'IO . ~
~~ ~.L:>\.J N ,(
I l. . .
'1
CESSNA
. AIRPLANE & SYSTEMS DESCRIPTIONS MODEL R172K !
. , I
. 1 I •

pressure gage' ealibrated to indic~~e the approxirnate gallons per hour of

-.'fuel beiDg met~red lo the engine. The normal operating range (green are) is
fram 4.5 te 11.5 gclnons per oour, the minimum (red Une) 15 3 PSI. and the
ma.ximum (red lihe) ls 17 ga.llons per hour (17 PSI). ,
An econo~y kiXlure (EGT) indicalor is avaÍ!able for Ihe airplane and i
.is located on Iherigbl side of Ihe inslniment pa.nel. A Ihermocouple pro be II
in the left e~haOst collector measures exhaust gas temperature and
tra.nsmits it to:thd indicator. The indicator serves as a visual aid to the pUot
in adjusting crui~e mixture. Exhaust gas tempera.ture va.ries with fuel~to.
air ratio, power, ánd RPM. However. iha difference between the peak EGT
¡
and Ihe EGT at Ih:e cruise mixture selling is essenlia.lJy consta.nl and Ihis f
provides a. useful1lea.ning a.id. Tbe indicalor is equlpped with a ma.nually 1
positioned reference paíoter.
1
NEW ENGIN~ B REAK.'N AN~ OPERATION
1,,
i
The engine uJderv,rent a run.in at the factory an~ is.ready for the fuIl !
range of use. I~ is', howev~ggested that cruising be accompIíshed al
65% lo 80% pbw~r unli! a lotal of 50 hours has accumulaled or oi!
consumption h'as ktabilized. This will ensEre proper seating oí the :rings.

The airplane lb
delivered from the factory ~ithcorrosion 'preventive
oH. in the. eogide. lf¡ duríng tb:e first 25 hours. oil must be added, use only
aviation grade 5tr~ight riÚneral oi! con!orming to Specification No. MIL.
L.6082. . .1. I .... ...
ENGINE Oll SYSTEM
,1 . .
OiJ for engi,ne Ilubrication' and propeller govemor opez:ation is supp-
lied from & sump on
the bottoro of tbe engine. The capacity of the engine
sump is eighl qua.hs (one addilional quil.rt is containe,¡ in Ihe engine oi!
filter, ifinstalJeil). Oi!isd.rawn from the sump Ihrough a.fillerscreenon Ihe
end of a. pick.up t.lhe lo Ihe engine.driven oi! pump. Oi! from Ihe pump
passes through, •. ¡pressure screen(fulJ fiow oil filler, ir insta.lJed). a
pressure relief ~alve.and a tbermosta.tically controlled oH coo~er ..OH from
the cooler is tben ciirculated to the oi! galleríes andpropeller governor. The
engine parls are Ih~n lubricaled by oi! from the galJeries. After lubricaling
Ihe engine, the oil j.eturns lo the sump by gravity. Ir a.ful! flow oi! filler is
instalJed, Ihe fUlel- is equipped with a bypass valve which will cause
lubricating oi! lo bypass the filler in the event the filter becomes plugged,
ar the oi! temperature .ís e~tremeiy cold. .
! 1 V'
.. An oil.filler cap and oH 'dipsti.ck are loeated at the rear ofthe engineon
the left side. The filler cap and dipslick a.re accessible through an access
door in Ihe engule <!owling. The engine should nol be opera.led on less Iha.n
six qua.rts of oi!. T6 minimize loss of oi! through Ihe brea.lher, filJ lo seven
I I . .~,
, ,
••.!
7.18 !
 CESSNA
S:C;CTiON '7
MODEL Rl72K A1RPLANE & SYSTEMS DESCRIPTIONS

quarts far nennal flights Di less than .three hours. For extended l1ight, fi11
to eight quarts (dipslick indication only). For engine Di}. grade and.
specificatiODS, refer to Section 8 ol this handbook.

An Di] qUick.drain valve i5 available to replace the drain plug in the Di!
sump drain port and provides quicker, cleaner draining oí lbe engine oE.
To drain the oil with this valve, slip a hose over the end of the valve and
push upward on the end of tbe valve until it snaps mto the apeo position.
Spring clips will hold lhe valve open. After draining. use a suilable 1001 to
snap lhe valve into lhe.exlended (closed) position and remove lhe drain
hose.

IGNITION-STARTER SYSTEM

Engine ignition is provided by ttvo engine-driven magnetos, a.nd two

spark plugs in each cylinder. The righl magnelo fires lhe lower left and
upper righl spark plugs. and lhe Ieft magnelo fires lhe lower rigbl and
upper left spark plugs. Normal ope:ration: is conJtiucted with both magnetos
due to the more complete burning of the fuel-airtmixture with dual ignition.

Ignition and starter operation is controlled by a rotary type switch

located on the left switch and control panel. Tbe switch is labeled cIock.
wise. OFF. R. L, BOTH. and START. The engine should beoperated on bolh
magnetos (BOTH position) excepl for magnelo checks. The R and L
positions are for checking PUrposes and emergency use only. When the
switch i5 rotated,to the spring-loaded START position. (with tbe master
switch in the ON ,posftion). the starter contactor i5 energized and the
starter wilI crank the engine. When the switch is released. it will autornati.
calJy return to the BOTH position.

AIR INDUCTlON SYSTEM

Ram air entering the openings in the frontof.the engine cowlingserves

as induction air for the engine. The airis drawn through a cylindrical filter
on lop oC'the engine and into the induction airbox, The induclion airbox'
conlains an aJternate air 900r which i5 spring.loaded to the closed
position. Ifthe induction air filter becámes blocked-.suction'crealed by tbe
engine \viU open the alternate air door,and dra.w unfilteted air froro inside
the cowling. An open alternate air dóor will result in negligible variations
in manifold pressure and power. After passing through the airbox.
induction air enters the fuellair control unit. mounted to the induction
airbox and i8 then delivered to the engine cylinders through the induction
manifold.

EXHAUST SYSTEM

~xhaust gas from each cy1inder passes lhrough r;.ser assemblies lo a

, , 1':>

7-19
 !I
CESSNA II
AfRPLANE <jo SrSTEMS DESCRIPTlONS MODEL Rl72K

rnuffler. and lltlJ,pe.

, .
The rnufner is construcled with a sllroud around the
outside WhlCh forms a beatmg ehamber ter cabm heater a.ir.
I I .
FUEL INJEC:TI(DN ANO JANUAL PRIMING SYSTEMS

The engide il equipped with a fuel'injeCUOn system. The system is .

comprised o!- a~ engine-driven fuel pump. fuel/air control un::~. f~'~l
distribu tor m~nifold. fuel flow indicator and air.bleed type injector DOZ-
zles. .: I

Fuel is delive~ed by the engine-dri~en fuel pump lo Ihefuell aircontrol

unH on the engine. The fuel/ajrconlrol unilcorrectly proportions the fuel
flow lo lhe induttion air 'f1ow. Alter passing through the conlrol unil.
induction air ilsd~livered lo lhe cylinders through intake manifold tubes.
I
and melered fuel Is delivered lO a fuel distribulor manifold. The fuel
manifold. through spring tension on a diaphragm and valve. evenly
distribu tes thel fuél to an air-bleed lype injector nozzle iD lhe intake val ve
cha.mber o[ ea,ch Icy1inder. A pressure Hne is a150 attaehed to tha fuel
ma.nifold, a.nd !is connected 10 the fuel flow indiCliOr on ihe instrument
panel. "
l
. The engine is bquiPped wilh a manual priming syslem fo; starting in
exlremely cold w~,ather. The primer is a small pump labeled PRIMER, and
is lacated on the left subpanel below the fuel shutoff valve-knob. The
primer dra s tue~ ft:om the fue} strainer when tbe plunger is pulled out,
and injects it into the inlak. manifolds when lhe plungér is pushed in. The
. plunger is equipp'ed with a lock, and alter being pushed full in. must be
rolated eilher Ú,ft 'or.righl unlil the knob cannot be pulled oul.
. I I '. ..' . ..
COOLlNG SYSTIEM .

Ram air fO~en~ine .cooling enters Ihrough two intake openings in the
fron t of Ihe engine cowling.The cooling air isdlreeted around the cylinders
and other a.reas ol 'the E!;ng.~neby baffling. and is then ex~a.~stedthrough a
cowl fla.p on the ldwer a.ft edge oí the cowling. The cow1 nap is mechani-
ca.lly aperated ftoni the eabin by means óí a cowI flap leveron therightside
oí the control pedestal.The pedeslal Is labeled COWL FLAP. OPEN.
CLOSED. Durirlg takeoff and high power operation. the cowl flap lever
should be placed in the OPEN position for maximum cooling. This is
accomplished by .rtoving thelever lo the left to elear adetent, then moving
Ihe lever up to the' OPEN position: Anytime the lever Is repositioned. it -= ..
must first be moved to tbe left. While in cruise-night, the cowl fla.p should
be adjusted lo k~~pthe cylÍDder beaq. temperature at approximately two-
thirds oí the norm~l operating range (greeo are). During extended 1et-
downs. it may be nbcessary to completely close the cowl flap by pushing
the cow! flap leveridown to the CLOSED position.
~ , .

.' -.;.
 CESSNA SECTION7
MODEL Rl72K AIRPLANE & SYSTEMS DESCRIPTIONS

A winterization kit is available and consists oí two baffles which

attach to tbe air inlakes in the cowling nas e cap, insulation for lbe
crankcase breather lineo and a. p.l¡:¡,cardto be llstalled near lhe map
compartrnent door. This equipment should be insla:Iled for operations in
temperalures consistently below .¡oC (20°F). Once insta.lled. lhe cra.nkcase
breather insulation is appro\ ed for permanent use in both hol and cold
.weather: . .

PROPELLER
The airplane has an al1-LletaI, two-bladed, constant-speed. governor-
reguJated propeller. A setting introduced ioto tbe governor with the
propeller control establishes the propeller speed. and thus the engine
speed to be maintained. The governor then control s flow oí engine oil,
boosted lo high pressure by the governing pump. to or from a.piston in the
propeller hubo Oil pressure acting on lhe pistoD..twists the blades toward
high pitch (low RPM). When oi! pressure to the pistoD.in the propeller hub
is reJieved. centrüuga.l force. assisted by an internal spring, twists the
blades toward low pitch (high RPM).

A control knob on the loweréenler portion of the inslrumenl panel is

used to set the propeller and control engine RPM as desired for various
f1lght condltlons. The knob Is labeled PROP RPM. ;PUSH INCR. When Ihe
Control knob is pushed in, blade pitch will decreas.~. giving a.higher RPM.
When the control knob is pulled out, the blade.pitch. increases. thereby
decreasing RPlvL The propeller control knob. i5 equipp"ed with a vernier
feature which allows ~low or fine RPM adjustments by rotating the knob
clockwise to in crease .RPM. and counterclockwise to decrease it. To make
ra.pld or large a.dj,!stments; depress Ihe button on lbe end ofthe conlroi
knob and repositio'n the control á.s desued.

. !\. r.
/ . .
.',r.' .

FUEL SYST,EM
The fueí Jys~tem(figure 7-6) consists ~rtwo vented fuel tanks (one in
each wing)~ a fue] selector .valve, fuel reservoir tarik. fuel shutoff val ve,
auxiliary fuel pump, fuel strainer. manu'al primer. engine-driven fuel
pump and mixture unit, fuel/air control unit. fuel manifold, and fuel
injection nozzles. Refer to figure 7.5 for fuel quantity data.

Fuel "flows by- gra.vity from the two wing' ta.nks lo.a three-posilion
selector val ve. labeled BOTH ON. RIGHT TANK, and LEFT ~K. Wilh
the selectorvalve in eilher the BOTH ON;RIGHT TANK. or LEFTTANK
position. fuel nows through a fuel reservoir tan k, fue! shutoff val ve. a

7-21
.-
 SECT!O\' ;. CESSNA
" . '\PI>.':,E i'.' .'.YSTEMS .DESCRlPTlONS MODEL Rl72K

b
ypassJn
. th f . I.¡. .
e aUXI lary uel pump (when it is not in operation), and the fuel
strainer lo the' ~pgine.driven fuel pump .. The engine~driven fuel pump
delivers lhe fuel to the fuel! air control unit where it is metered and routed
lo a fuel manifold¡ which distributes it to each cylinder. Vapor and excess
fuel.from the engi'ne~driven fuel pump a.ndmixture unitare returned to the
fuel reservoir tan;k by a check vaive equipped vapor return line, and fram
the reservoir. tank to the wing tanks." .

Fue! system ~enting is essential to system operation. Blockage ofthe

system will result in decreasing fuel f]ow and.eventual engine stoppage. I
Venting is accom1plished by an interconnecting !ine fram the right- fueI ,
.I
tank to (he left taUk. The left fuel tank isvented overboard through a vent
line, equipped w!th a check valve., which protrudes from tbe bollom
surface of the ¡eft ;l,ing near t,pe wing strut. The right fuel.tank filler cap is
also vented. I V
Fuel quantíty i5 measured by two float-typefuel quantity transmitters
(one in each tank) ~nd indicated by two electrically~operated fuel quantity
indicators on the Ileft side of the instrument panel. An empty tank is
indicated by a red line and the letter E. When an indicator shows an e1fij1ty
tank, approxima.te)y 1.5 gallons rema;;, as unusable fue!. The indicators
cannot be relied upon for accurate r'i'adllgs during skids, slips,.or unusual
attitudes. . I . '.
The fuel selector valve should be in the BOTH posilion for takeoff.
climb, landing, amI maneuvers tbat involve prolonged slips or skids ..
. I NOTE
Wh&n the fuel selector valve handle isin the BOTH
position in:¡cruisiDg fl~ght. unequa.l fuel ~f1ow irom ,ea.ch
tank ma.y occur if tbe wings a.re not ma.inlained exa.ctly
level. Resuiting wing hea.viness.caD be allevia.ted gra.du.' .
ally by. tunjing the selector vaive handle lo tl¡e tank in the '.
"heavy" wing. .
. 1

I . . .
,
fUEl QUANTITY DATA (U.s. GAllONS)
..
I'. USASlE
TOTAL
FUEl TOTAL TOTAL
.

TANKS UNUSASlE
All'FLlGHT FUEL
FUEl VOlUME
I CONDITIQNS -
•••••
STANDARD
126 G.1. E.ehl I, .49 3 52

~igure7~5.FueJ Quantit~.Data
I '.
I

7.22 "
 CESSNA SECTlON 7
MODEL Rl72K AIRPLA1'lli& SYfEMS DESCRIPTlONS
\
flLLER CAP VENTED FlLLER CAP
-!-

VENT
LEFT FUEL TANK

ro t:cs:Ufl.£ M",X::)IUM rtltL CAPAcrr'f

WH£l'llltrutUtoC. PlACE TK£ rUfa.
SELECTOR \lAt.VE lf'l tlTK£!l w:rT
OR IUCKT f":lS;ITtOtt ro PR.l!:vtI'fT
CROSS- Ftt"OINC.

FUEL t
SHUTOFF
VALVE'
CHECK .••..
AUXILlARY VALVE. T'
FUEL PUMP
SWITCH AUXILlARY
FUEL PUMP

T
",:.>:«,:<,»:<,~••....w<-.<",•.~ .•:..,.."".,,,,_ • FUEL
• EN~~E <",' STP.AINER
'ENCiINE PRIMER

£NGINE-ORIVEN
;~
FUEL PUMP
ANO MIXTURE
MtXTURE UNIT - - - - i CONTROL
~ KNOa

I caDE
I
FUEL I .n~::;:ik,~1 rUEL SUPPLY .
INJECTtON
NOZZLE
~ . a:m:o EXCESS FUEL ANO
VAPOR RETURN

c::::::J YENT
MECHANICAL
.FUEL FLOW
INDICATOR LrNKAGE
(Rlght Half of Dual tnst:-umen!) ELECTRICAL.
CONNECT.ION

7-23
 SECTlON 71
CESSNA
AIRPl.,~.',""""'1" '--,'', ,,"""'S
..,,' DESCRIPTIONS
"

" MODEL R172K

NOTE

. It is~ot ~ractical to me~surethe 'time reqUired to co~sume

j
I
aH of lhe fuel in one lank, and, after switcbing lo Ihe
opposité tank, expect an equal duration from the remain~
ing rtiel.! The airspace in 'both'fuel tanks i5 interconnected
by a ~ent Une and ..lh,ereCare, sorne sloshingoffuel between
lanks calo be expecled wben Ihe lanks are nearly fuI! and
Ihe wings are no! level.
'1 I '
The auxiliary fuel pump switch. labeled AUX FUEL PUMP. is lacated
on the left sid~ofl the instrurnent panel and is a red and yeJlow split-rocker
Iype switch, Tbe red left baH. labeled HlOH, is spring.loaded in lhe off
(down) position ':nd the yelJow rigbl baH ISlabeledLOW. When Ihe red haH
i5 placed in 'the HIGH position. an interlock withiri the switch 'wiU
aUlomalically, tri'p lbe yellow ball of Ihe swüch lo Ibe LOW pos ilion. When
lhe red haH oflhelswitcb is released, Ihe yellow halfwill remain in Ihe LOW
position until ,maiDua.lly retufned to the off pesition. The,:HIGHpasillon i5
used primarily fo'r engine starting and extreme vapor purging, and is also
used in t.he eVi;mt: oi an engine-d.Iiven fuel pump faBure during takeoff or
high power op'era.tions.
I •
, NOTE
lA' ""
If the aU:x~liary'fu'e1lPump switch iS,accidentally placed in
the HIGH or LOW position- with the master switch on~
mixture rich;-'and the engine stopped. the intake"ma.pifolds
will be, f¡doded. ,
I I ," ' ,
The LOW pos ilion ofthe switch'is used for minor vapor purging and
contlnued eng~ne \op~r'a.iio~ in tbe' event f?f an engine-driven fuel pump
fallure. Wben Ihe switch is placed in the LOW posiüon, Ibe auxlliary fuel
pump will operaleial one of two flow rales depending on Ibe posllion of lhe
throltle. Witb llie lhrottle in a cruise nighl posil¡o;" Ihe pump will provide
a high enough f¡uellflow lo mainlain fligbl in lbe evenl 01an engine.driven
fuel pump faHure! As the 'throttle is moved toward ,the .closed position
(during leldown, ll..nding, or taxiing), fuel flow provided by lhe pump is
automaticalIy r\ed~ced by a throttle.a.ctuated switcJ1,. preventing an exces-
sively rich mixture during periods oi reduced engine power.
I
NOTE
I

If the ehgipe-driven fuel pump is fuliCttoning and Ihe

au~iliar~ fuel pump switc;h i5 placed in the LOW positit?fi,
an excessi-Jely rich fuelJair ratio is produced unless the
mixture 'is leaned. Therefore. this switch should be turned
off duriJig
, lakeofL
,
,

, '"'

i
CESSNA SECTION 7
MODELRI72K AIRPLANE & SYSTEMS DESCRIPTlONS

Ir it is desired lo completely exhausl a fuel tank quaotity in night. the

auxiliary fuel pump will be needed tQ assist in restarting the engine when
fuel exhaustion Decurs. Therefore. it is recomroeoded that proper opera-
lion oC the auxiliary luel pump be verUled prior to running a fuel tank dry
by placing the auxiliary fuel pump switch in theHIGH position moment-
arily and checking for a slight rise in fuel flo\V indication.

To ensure a prompt engine reslar!in flighl a.fterrunning a fuel lank.

dry. immediately switch lo the tank containing tuel at lhe fi.rst indication of
fuel pressure f1ucmation andl or power loss. Then place the auxillary fuel
pump switch in the HIGH positlon momentari1y (3 to 5 seconds) with the
throttle at least 1/2 opeo. Excessive use of the HIGH position a.l high
altitúde and full rieh mixture can cause fiooding af the engine as iDdicated
by a shor! (1 to 2 seconds) period of power Collowedby a loss of power. This
can later be detected by a fuel flow indicatlon accompanied by a lack of
. power. ICflooding does occur, turn off the auxiliary fu el pump switch. and
normal propeller windmilling should star;ttbe angine in 1 to 2 seconds.

Ir the propeller should stop (possible at very low airspee:ds) befare the
tank cantainingfuel is selected, place the auxi1iary fuel pump swi tch in the
HIGH positioa and advance the throttle promptiy until the fuel OO\'l
indica.tor registers approximately 1/2 way into the green are for 1 to 2
seconds duratiOF."rhen retard the throttle, mm off the auxiliary fuel pump
switch. and use the.sta.rter to tUTntha ~ngine over until a start is obtained.

/l'be fuel.system is equipped with dra~nvalves-to provide a means rOl"

. the-examination oCfuel in tbe system far contamination .and grade. The
. sysiem should De examined before the !irst flight of every day and alter
each refueling. by usin~ the sampler cup provid~d lo drain fuel from tbe
wing tank sumps. and by utilizing the fue1 strainer dr!1oinundar an access
daor on the 1eft sida of the engine cowling. A quick-drain valve is also
provided for tbe fuel reservoir tank. Tbe valva is lecated under a plug
butten in the beIly skin.of tbe a.irplane, and is used to facilitate purging of
the fue} system in tbe event water is discovered during the preflight fuel
system inspection. Tbe fuel tanks sbould be filled after each flight to
prevent condensatioD.

BRAKE SYSTEM
The airplane has a. s~gle-disc.hydrau1ically-actuated brake on each
ma.in landing gear\vheel. Each bra.ke is connected. by a hydraulic lineo to a
ma.ster cylinder attach~d~ch of tbe pilot's rudde"rpedals. The brakes
are operated by applying pressure to the top of eitber tbe left (pilot's) or
right (capilat's).set ef rudder pedals. which are interconnected. When tbe
airplane is parked, both main wheel brakes may be set by utilizing the

7-25 '"
 SECTION7 ¡

'.~':\lRPLANE & SYSTEl'vlS DESCRIPT10NS CESSNA

MODEL Rl72K

k. b k I hl h. -
par mg ra. e w lC lS operaled by a h",ndle under Ihe lell side 01 l/le
inslrumenl panel.ITo -apply Ihe parking hrake, sel the brakes wilh Ihe
rudder pedals, puU Ihe handle aft, and rolale il 90. down.
. I _
For maxirnum bra.ke life, keep tbe brake system properly maintained.
and minimize bfakb usage durin:g taxi operations a.nd landings~

Sorne 01 th~ jymptoms ol Impendin~ brake lailu're are: gradual

decrea.se in, braking action after brake ápplication. noisy or dragging
brakes, 80ft or ~pdngy pedals~ and excessive tra.vel a.nd wea.k braking
action. If any ali
thbse symptoms appear. the brake system is in need oi
irnmediate atte~tio:n. I~. durin-g taxi or landing rollo braking aotioo
decreases. lel up on Ihe pedals and then te-apply the brakes wilh heavy
pressure. re the brak!es hecome spongy or pedal travel increases. pumping
the pedals should bbild brak.ing pressure. If one brake beco mes weak or
íails. 'use the othet brake. sparingly while using opposite rudder. as
required. tú offse't tfie good brake.
I I .
, I
ELECTRICAIL bYSTEM
Electrical en1er¿y (s~e figure 7-7) is supplied by a 28-volt, direct-
current system powered by an engirie~dr.iven. 38-amp aJiema.tOr and a.24-
voJt: 14-amp hour b.lttery (or.17-amp bour ba.ttery,i! iJistalled) Íocated all
ol Ibe ¡'ear cabin waÚ. Po.wer is supplied lo most genera.l electrical and aH
avionics circuils Ilhtougb the primary bus bar and the avionics bus bar.
which a.re intercohnected by an avi~mics pawer switch. The primary bus is .
on anytime the mast~r sw:itch i5 turned an. and is not affected by starter oro
external power usage.- -Botb. bus bars aTe 00 anytime tb"e master a.nd
avionics power s~itches turned a.re on ..
I . kAUTION . . ...

Prior to turning tbe masler switch on or off. starting the

engine, ar apP1Ying an external power sauree, fue avionics
power switcb. labeled AVIONICS POWER. should be
turned off to prevent any harrnful transient voltage: from
damaging ¡th~ avionics e.quipment.
I i . .

¡MASTER SWITCH

The masler swilc/\ is a splil-rocker Iype switcb labeled MASTER. and

is ON in the up pos~tidn and is off-in the down position. The righthalf of the
switcb, labeled BAT. ¿onlrols al! eleclrical power lo the airplane_ Tbe left
I I .
hall, labeled ALT. conlrols Ihe alternalor.
. ._+,.
26 .....;.
r-
 CESSNA SECTION 7
MODEL Rl72K AIRPLANE & SYSTEMS DESCR1PTIONS

"lT[ll1O"'Oil

OI"Jl.IIOHIoGf
•••• "'.It!'tG
~" TO ,CHI "OH SWITCH
OY["'.VO~h.GI
lO"lt "tlo
" .••••••••
c tl"'C\JIT M[.uCUI
ro '''''l OU.•.••Jtr'r ,,,o.CUOII$
lU;:HT
ro Cyu"Otllt ••( .••0 T["'[""'T\lIl.[ 4IlGt

'o
ro 000'" I"OST ••.••• Llt"T

10 oe••{ ."0 cov"'nST uc ••n

c••u'e
Ill'HJIIU
I"OlJ,IIIT1' ","","o
$(ll"'t[ I'I.UG
10 'NSTllVMEHT. ""010 ••••••
CO'oO"AU .••• o 'OST lleMnlO"
COfoUCfO," JIIfcvrA(;lT

ShllTU

--'-"-"J])
r
( i¿

TO 'l,uMtHCi 5IACON

""'.
TO HAOlt I.ICHTS

ro CICA;i\ VCNT[II

lO u.J.t ..•.••o UNO'1'tG ••, ••••TS

,.
,~.
C>"CU,t
lO tu",,, (OOllo,••.•ro ••

'''('''CUt
-, 10 .•UTO••.• TI(; "'lOT

• -, ,.
••••••
'OOtOCSI'O'o'f(II
$'>WIttwtlltCUlT
....,.•..
1011•••0.0

'11.1«1111 ro llAOIO O. n ••.••?Q ••blJII ••"O

IONun ""'Te •••••••O ["'COO'''(; Al T."'U''''
C(I/olJlO\. ••••"'f~1
<001
o. C,.C••" ."oO'" l1'V1M,IO."U'l
• '1111 1+ "11100.
"","'Utlo'O'~

Figure 7-7. Electrical System

':
 'SECTIO:< 7
CESSNA
AIRPLA"NE & Sr'STEMS DESCRIPTIONS
MODEL R172K
,
NormaJly, b¿th side~ 01 lhe master switch should be used simultane-
ously; however, ¡be BAT si de 01lheswilch could be luroed ON separateIy
to check equip~ent while 00 the ground. To check or use avionics
equipment or raqios wbile 011 tbe ground, the avionics power switch must
be lurned on, The AL T side oí the swilch, when placed in lhe off posilion.
remo ves the altetna.tor írom ibe electrical system witb: this switch in the
off posilion, lhe énlire eleclrica.lload is placed 011 lhe balte,.y. CODliDued
operalion.wilh lheI alternalor switch iDlhe offposilión wil! reduce hallery
power low enough to opeo the battery contactor rernove power from tbe
alternator field, and prevent alternator restart.

AVIONICS POlER SWITCH

I
Electrica.l power from the airplane primary bus te the avionics bus
(see figure 7-7) is controlled by a toggle-type circuit breaker~switch
labeled AVIONICiS POWER, The switch is Iocaled on the lell side of lhe
switch and control panel and is on in the up positioD aod off in lbe down
position. With thd switch in the off pa~ition, no eJeclrical power wiU be
á.pplied to the 'avidnics equipment, regardless af tbe position ofthe master
,switch or lbe indiVidual equipment.switches. Tbe a.vionics power switch
also functions as la circuit brea~er. If an electrical ma.líunc~ion should
oacur and cause the circuit brea.kerto opeo electrical power'to ~heavionics
p

equipmenl will bd inlerrupted and lhe switch IoggIe wil! aulomalically

move to the off pOSition. Ir this occurs ..allow the circuit breaker approxi.
mately two minutbs too copl petor"e.placing tbe toggle in tbe on position
again.lfthe circuit breakeropens a.gain. donot reset it. Tbe avionics power
switch should be placed in the olf posilioD prior lo lurning lhe masler
switch on or off, starting the.engine. or applying an external power source,
a.nd may be utili~ed in' place ot the individual aviOI.lic~ eq~ipmerit
switches ..

AMMETER

"The arnmeter indicate's the fiow ol' current, in amperes. from the
alternator to tbe battery. ar froID the. battery to the airpla.ne electricaJ
system. When the e1ngineis ope.rating and tbe master switch is turned oo.
lhe ammeter indica:les lhe charging rale applied lo theballery.lD the eveDt
tbe alter-nator is not functioning or the electrical load exceeds the outp~tor
the alternator. tbe ~mmeterindicates the bat.tery discharge rate ..

OVER-VOlT~ SENSOR AND WARNING lIGHT .

The airplane is eqUippe~ with ~n automatic over-voltage protection

system consisting ~f a.nover-voltage sensor behind the instrument panel
;e~~ a red warning rhl.laheled HIGH VOLTAGE. adjacent lo !he amme-

7-28

J_
 CESSNA SECT10N 7
MODELRl72K . AIRPLANE & SYSTEMS DESCHIPTIONS

In the event an over-voltage condition Decurs. the over-voltage sensor

automatically removes a.lteroator field current and shuts down the alter- .
nator. The red warning light will tlien turo on. indicating to the pilot that
the alternator is not operating and the battery is supplyiog a11eleetrieal
power.

The over-voltage sensor may be reset by tun:ting off the a.vionicspower

switch and then turning the master switch off and back on again ..Jfthe
warning light does" not illuminale. normal alternator charging -has
resumed: however. if the light illuminates again. a malfunction has
occurred. and the flight should be terrninated as soon as practica!. In either
case. the avionics power switch may be turned on again-if required.

The warning ligbt maybe tested by momentarily turning off the ALT
portian of the master switch and leaving the BAT portion turned oo.

CIRCUIT BREAKERS ANO FUS.ES

~
Most of the electrica.l circuits in the airplane are protected by "push.to~
reset" circuit breakers mounted on the lower left side oC the instrument
panel. In addition to t~e individual circuit breake:s, a toggle type circuit
. breaker-switch.labeled AVIONICS POWER. on tbe left"switch a.nd control
.panel al so protects the a.vionics sytems. The cigar ~ ter is protected by a
manually-reset type circuit breaker on lbe hack of the Iighter. and a fuse
behind the instrument panel. The control wheel map Iight (U installedl is
protected by tbe NAV LT.circuit breakerand a.fuse behind the instrument
. paneL Electrical circuits which are not protected by circuit breakers.are
the battery contactar closing (external power) circuit, 'clock circuit, and
flight hour recordar circuito These circ"uits are protected by fuses rnounted
adjacent to tbe battery. ..

GROUNO SERVICE PlUG RECEPTAClE

. .
A gtourid service plug receptacle may be in~talled to permitOthe use of
anexternal power source (generator type or battety can) for.cold weather
starting and during lengthy maintenance work 00 t-heairplane electrical
system. The receptacle is located behib.d a doo!' on tbe left s'ide of tbe
fuselage near fue aft edge of the cowli~g.
NOTE
Ií no avioni~s equipment is to be used or wórked on, tbe
avionies power switch should be turne<i"off.ir maintenance
is required on .the avionics equipment. it 'is advisable to.
utilize a batteiy .ca.rt external ppwer sourée. to preven't
da.mage to the avionics equiprnent by transient voltage. Do
not' crank or start the engine' with tbe avionics power
switch turned on.

7-29
'"
1
 I!-I
I

,SECTION ,7' I I ... ,',,,.,, ' CESSNA

AlRPLANE & SYiTEMS DESCRIPT:ONS,. .MODE~ R~72K

Just befor~ co¡nnectmg an external power souree (gene.r:ator type or

battery c3ort), the;aviomcs power switch should'be turned off. and lhe
master switch turhed on, ~ ._.

The grounJ, s~rvice plug receptacle circuit in'corporatesa polarity

reversal protectloD.
1 Po\ver from tbe external power source will now only if
lhe ground service plug is correctly connected to tbe airplane. !fth'eplug is
accidentally cOIlnécted backv.:ards. no power will flow to the électrical
system, thereby p1eventing any damage lo the electrical e<¡Uipment.

The batteryi an:d external power circuits ha.ve been designed 10 COffi-
pletely eliminate lhs Deed lo "jull1per" across the battery contactor lo clase
it for charging ~ cdmpletely
I ••••
"dead" battery. A special fused circuit in lhe
external power sy~tem supplies the needed "jumper" across tbe contacts
so that with a "dead:" battery and a.nexterna.l power source a.pplied:-tu"rning
on the master S~it?h will close the baLtery contac~or.
I

! I
L1GHTING S~STEMS
. EXTERIOR lIGnING. ........• ..... _ .... '.' ._' ...•.,
Conventional navigalion lighls are localed on the wing tips and lop oí
the rudder, and dtial,landingl taxi lights are installed in the cowl nose cap,
Additional lightinglis available and'includes a flashing beacon motinted
. on top of the verÚca'1 fin, a strobe light on eacb wing tip 'a.ndtw~ courtesy
ligbts. one under~eabh wing. just outboard oí the cabin dooT. The courtesy
lighls are operaled ~y lhe dome ligbt switch on the overheadcons!'.le',All
exterior lights, e¡ccept lbe courtesy lights; are conlrolled by rocker type
switches on the lelt switch and control panel.
, .... l' ..
The switches
. .
are ON in .lhe up
posilion a.nd OFF in, thé down position, : . .

The nashing'beacon ~ho~id~ot be used when fiying thróugb clouds or ,

overc~st; the nasliing llght ren~cted from waterdroplets
atlnosphere,
lion, l' .'
Dr particles in the
pa.rticularly aL'night, can produce vertigo and lóss ol ohenta-
I
j
.: The high inlensity strobe Üghts will enhance anti,collisionprolection, 1
However, tbe ligllts should be turned off when taxiing in the vícinity oí
olher airplanes, or diJring nighfUight through clouds, fog or haze, j
TERIOR UGH~I~G ...,." " .. i

. Instrument and d,ontrol panel lighting Js provid~d by flood IighÚ~'g..

i
integrallighting, and post lighting (il installed). Two concentric'rheostat>
control knobs below the engine contro;s, labeled PANEL LT and RADIO 1
. : ,

I
- ..
'-. ~
,

7,30

\.
i
 CESSNA SECTlON 7
MODEL RI72K. AIRPLA,,'E & SYSTEMS DESCRIPTIONS

LT, control intensity of the instrument and control panellighling. A slide-

type switch (i! installed) on the overhead eonsole. labeJed PANEL
LIGHTS. is used to seleet flood l\¡,hting in the FLOOD position. post
lighting in the POST position. or a combination ofpost-and Oocd lighting
in the BOTH position.

Instrument and control panel nood 1ight~g consists oí a single red

flood Jight in the forward par! of the overhe~ eonsole. 1'0 use the flood
Jighting.rotate lbe PANEL LT rheostat control knob eloekwise to the
desired intensity. '

The instrument panel may be equipped 'iiV.ith post.lights whic~ are

mounted al the edge Di each instrument or control and pro vide direct
lighting. The Jights are operated by plaeing the PANEL LIGHTS selector
switch in the POST"pasitian and adjusting light inteosity with the PANEL
LT rheostat control knob. By plaeing tbe PANEL LIGHTS selector switch
in the 80TH position. the post lights can be-used in combina~ion with the
standard !laod lighling.

The engine instrument cluster (ir post lighting is installed). radio

equipment, and magnetic compass have integral lighting and operate
independent1y of post or Hood ligbting. Light intensity of the engine
instrument cluster and radio lighting is con.trolled by the RAIJ+e-.LT
rheostat controi k.flob. The integral compass-light intensity is controlled
by the PANEL LT rheostat control knoh. .

A cabin dome_light •.in the a.ft part of lhe o~erh-ead console. i5 operated
.by a switch near the 1ight._Totúrn the light oo. move the switch to lhe right.

A control wheel map light fs available aod is mounted 00 the bottom of

the pilot's control wheel. The iight il1uminates the lo\ver portion oí the
cabin jusUorward oí the pilot and i5 helpful when checking maps and oilier
flight data during -night operations. To aperate the light, first tum on the
NA V LT switch; theÍ1adjust th~-map light's intensity with the knurled disk
type rheostat controllocated at the bottom of the control wheel.

A doo"rpost map light, located 00 the left fonvard doorpost. contains

both red a.nd white bulbs and may be positioned to illurninate a.ny area.
desired by lhe piloto The light is controlled by a switch, below the light,
which is labeled RED, OFF. and WHITE. Placing the switch in the top
_position wiU provide a. red light. In the bottom position. standard white
lighting is provided. In the center position. the map light is turned !Jf!'

-The most probable cause of a light failuré is a burned out bulb;

however. in lhe event any of lhe lightÚlg systems faU to iHuminate when
tUrned on, check the appropriate circuit breaker. If the circuit breaker has
apened (white bullon popped out). and there is no ohvious indlcation of a

"
, ,
7-31
 I
I •

I I .
SECTlON
c.;..lRPLAN£
7
& ~Y'TEMS DESCRI?TlONS CESSNA
MODEL RI72K
1
short ClrCUlt (~mokf or Odor). turn off the llght switch oi the affect.ed llghts.
,1
•
reset the breaker:. and tUI"n the SWHchon agá.in. II the breaker opens again;
do not reset it. ' .
,t
I I

CABIN HEATING, VENTllATING ANO

DEFROSTING SYSTEM .
The temperalLrJ and volume ol airflow inlo the cabín can be regulaled
to anY,degree desiréd by manipulalion of lhe pusb.pul! CABIN HT and
. CABIN. AIR conl~OllknObS (see figure 7.8).
: I .
Fo;' cabín verililation. pjl the CABIN AIR knob out. To raise the air
temperature. puJ] th~ CABIN HT knob out approximalely 1/4 lo 1/2 inch
far a small amount dr cabin heat. Additiona.l heat is available by pulling
the knob out farthbr; hIaximum heat i5 available with the CABIN HT l{nob
pulled out and lhe 'CABIN AIR knob pushed fu 11in. When no heat isdesired
in the c",bin. the CABIN HT knob is pushed lul! ín.

. Front cabín hjat lnd ventilaling air is supplied by oullet hales spaced
across a cabin manifÓld just forward el the-pilot's and copilot's feel Rear'
abin heat and air is supplied by two ducts irom the manifold. one
xtending down e~ch ISide" oC the cabin to an outlet at the front doorpost at
oor level. Windsh~elddefrosl air is supplied by lwo ductsleading from lhe
abin manifold to outlets near the lower edge ol lhe windshíeld.

Separate adjuJtaJle ventilators supply addítional air; one near each

pper corner ol the .wlndshield supplies air lar the pilot and copilot, and
wo ventilators are avallableforthe rearcabin area to supply airto the rear
eal passengers. I
I ,

ITOT-STATlt ~YSTEM ANO INSTRUMENTS

l
The Pítot-statíc sJstem supplíes 'ram aír pressure to the airspeed
dicator and static pressure to tbe airspeed indicátor. rate~of.climb
dicator and altimetet; The system is composed of either an unheated ar
ated pitot tube mou!nted on tbe )awer surface ol the left wing. two.

l
ternal sta tic port~qn the )ower. 1eft and right sides al .lhe forward
selage, and tbe assoCiated plumbing necessary to connect the instru-
ents to tbe sources.
I .
. . .
The heated pitat sys em consists of a heatiog element in the pitol tube.
rocker.-type .switcll Jitbeled.PITOT HT on (he lower left side ol, the
trument panel. a 5~arAp circiJ"itbreaker on lhe switch and control panel.
'~ ' .

2
' ...;.
L;t.:~.:it;;\¡ A
MODEL Il172K
dl SECTlON 7
AIRPLANE & '1" STEiVIS DESCRIPTIONS

EXHAUST
MUFFLER
SHROUD

FRONT CABIN
A[R OUTLE:T HEATER
YALVE
DEfROSTER
OUTLET (2) VENTlLATING
AlR DOOR

CAB[N HSAT CABIN AIR

CONTROL CONTROL

~''''---REAR CAB<N~ ¡( t
AIR OUTLETS

COOE
'<) RAM,AlR 'FLOW

~ VENTlLATJNG AIR

+- HEATED AIR

~ BLENDEDAffi

MECHAN1CAL
, CON'NECTION

Figure 7-8, Cabin Heating, Ventilating, and Defrosting System

~ "

7-33
 SléCTION 7 i

A IRPLANE &o S!YSTEMS DSSCfUPTIONS CESSNi\

MODEL RI72K

and.assoeiateld ~irin¡;-_ When the pitot heat switch isturned on, the element
.ln tne Pltot lube 15 beated eiectricall-y to maintain propar operati-on in
possible icing' cdnditions.
,
Pitot heat should be used on)y as required.
, !

A static pressure alterna"te "source valve may be instal1ed adjacent lO

the throttJe, aild dan be úsed ifthe externaJ statie souree ismalfunetioning.
Tbis val ve suppÚes static pressure from inside the cabin inste3.d of the
externa! static_p¿rls. . . . ,
I '
If erroneous instrument readings are suspected due to water or ice in
the pressure line going to the standard externa1 static pressure source. the
alterna te statit saurce valve should be pulled on. .
! 1

Pressures within the cabin will vary with open cabin ventilators and
windows. Refer tolSections 3 and 5 forthe effectofvarying ca.bin pressures
on airspeed an~ a~tirneter readings. '
AIRSPEEO INDI!¡CATOR
I .
The airspeed .indicator is calibrated in knots and miles per hour.
Lirnilation and radge markings inelude.the white are (46 lo 85 knots), green
.are (54 to 129 knots~,
I I
yeJlow are (129 to 163 knols), and a red.Jine (163 knots).

Ir a true airspebd indicJtor is installed, it is equipped w1th"a rotatable

ring which wotksl in conjNnction with the airspeed indicator dial in a
manner simíla~ to the operation of a. fiight computer. To opera te the
indicator. first rotk.te the ring until pressure altitude is aligned with
outside air temper1t.ture in degrees Fahrenheit. Pressure aJtitude should
not be canfused ~ith indicaled altitude. To ohtain pressure altitud e,
momentarily set: the b:,lrometric scale 'on the alUmeter to 29.92 a.tid read the
pressure a.ltitud~ on
the altimeter. Be sure lo return the a.ltimeter baromet.
ric scaIe lO tbe origi~nalbarometric setting afterpressurealtitude has been
obtained. Having s~t the ring to,cOr'rect far altitude and temperature, read
tbe true airspeedi shbwn on the rotatable ring by the indicator pointer. For
best accuracy, the indicated airspeed should be corrected to calibrated
airspeed by referrihg to the Airspeed Calibration chart in Section 5.
Knowing the calibr~ted airspeed, read true airspeed" on the ring Opposite
the calibrated airspeed.
. I I ,

. 1
RATE-OF-ClIMB INOICATOR
I !
The rate-of-eJimti indieator depiels airpJane rate of ~Jjmb or deseent in
feet per minute. Tbe pointer is actuated by atmospheric pressure changes
resulting from changes of altitude as supplied by the sta tic source.
ALTIMETER I
- I
AirpJane altitlld~ is depicled by ~ baromelrie lype altÍIi1eter. A knob

7-34 j
I
 CSSSNA SECTlON 7
MODEL Rl72K AIRPLANE & SYSTEMS DESCRIPTlONS

near the lower left portion oí the indicatór provides adjustment oí the
instrument's barometric scale lo the current altinleter setting.

VACUUM SYSTEM AND INSTRUMENTS

An engine.driven vacuum system (see figure 7.9) provides tbe 'suction
necessary lo aperate lhe attitude indicator and d~rectional indicator. The
system consists oi a.vacuum pump mounted on the engine, a vacuum reHe!
valve and vacuum system air filter 00 the aft side oí tbe firewall below the
inslrument panel. and inslruments (including a suctian gage) on the left
side of the instrumeot panel.

ATIITUDE INDICATOR
The attitude indicator gives a visual indication oí aigot attitude. Ba.nk
attitude is presented by a pointer a.l tha top of the indicator relative lOthe
bank scale which has iodex marks at 10°,20°.30°.60°, and 90° either sideof
the center ma.rk. Piteh and roIl altitudes are presented by a miniature
airplane in relalian to tbe horizon bar. A knob at the bottam of the
instrument 1S provided for in.flight adjustment of the miniatl1re airplane
lo lhe horizon bar for a more aceurate night attitude indication.

DIRECTIONAlIND1CATOR
A directional indicatordisplays a.irplane heading.on a compass ca.rd in
relation lO a. rixed simulated airplane image and indexo The indicator wi11
precess slightly over a period of time. Therefore, the compass card should
be sel in accordance with the magnetic compass just prior lo takeoff. a.nd
occasionally re.adjusted on extended fiights. A knob on the lower leftedge
of the instrument i5 used to adjust the compass card to correet for
precession.

SUCTION GAGE
'The s~ction gage, loca.t~d 6ri tb'e left s.ideofthe instrument panel above

¡
;
the fuel gages. is calibrated. in inches of mercury and indicates suction
.available fo.r operation oC the .attitude and dirltional indicators. The
desired suction range i5 is 4.6 to 5.4 ioches of mer ury. A suction reading
below this range may indicate a. system malfunc on or improper adjust-

I
ment, and in this cas.e. th.e iridicators should not be considered reliable.

STALL WARNING SYSl'EM

The airplane is equipped with a pneumatic.type stall warning system
consisting of an inlet in the leading edge of the left wing. an air-operated

. .-
7-35
 SE;CTION 7 :
.- AIRPLANE & 'S Y¡STEMS DESCRIPTIONS CESSNA
MODEL RI72K

CODEI

C=J INlET AIR OVERBOARD

¡:.:;:.:::.:::::¡ VACUJM I VENT UNE

~ OlSCHARG'E
I

AIR
/)\
l. VACUUM
PUMP

VACUUM RElIEF VAlVE

I
,

Ib~:~~ER

SUCTION
\1/
GAGE

.~
- ....
0"0
. o o o o
0"0
o o o o
o o
o
o.
o
o •• o
;.:. .;.

ir
1111
DIRECTlONAl

iNDICATOR I::: It\

. VACUUM
AIR FllTER
SYSTEM

o!: :i.

::\.:::::::::::::::'::::::::::: ..... :.... ~ .:.o::::::::::::::::::::::: ::: ... t...

f.:.:::::::::::::: ::::::/::

Figure 7-9. V,,-cuum System .

!,
7-36

L _1
 L.t;:.:;:.:;Nf\ . SECTION 7
MODF;L Rl72!{ Aml'L.ANI~ & SYSTEMS DESCRIPTlONS

horo nearthe upper Jeft corner of tbe windsbield, and associated plumbing.
As the airplaoe approaches a stall. tbe low pressure on tbe upper surface of
thc wings movcs forward around tb~ leading edge oí tbe wings'-This low
pressure crea tes a differential pressure in the 5ta11warning system which
draws air lhrough thewarning born, resulting io an audible warning at 5 to
10 knots above slall in aH flight conditi~ns.

The stalI warning system should he cheeked during the preflight

inspection by placing a clean hand.kerchief over the vent opening and
applying suc.t1on. A sound from the warning horn will confirm that tbe
system is operative.

AVIONICS SUPPORT EQUIPMENT

The airplane may, al tbe owner's discretion. ~e equipped with various
types oC avionics suppod equipment such as ffU1 audio control panel.
rnicrophone-headset, and static dischargers. TlVefQllowing paragraphs
discuss these items.

AUDIO CONTROL PANEL

Operation oí radio equipment is cov"eredin' Section 9 oC this handbook.
When one or more radios are installed, a transmitter/audio switching
. syslem is -províd~d (see figure 7-10). The operatibn of this switching
system is descriqed 'in the following paragrapbs.

TRANSMITTER SELECTOR SWITCH

A rotary type transmitter selectcr switch, la.beled XMTR SEL, is

provided to connect the m"icropbone to the transmitter the pilot desires to
use. To seleet a transmitter. rolate tbe switch to the number corresponding
to tbat traosmitter. The numbers 1. 2 and 3 aboye the switch correspond to
ihe top, second and third transcdvers in ibe avionics stack. .

The audio amplifier in the NA V /COM radio is required for speaker and
transmitter'operation. The amplifier i5 automa.tically selected, along with
the transmUter, by the transmitter selector switch. As an exarnple, if the
. number 1 transmitter is selecled. the audio amplifer in the associated
, NA VICOM receiver is a1so selected, and functions as the amplifier for ALL
speaker audio. In the event the audio amplifier in use fails. as evidenced by
._1 'loss oí"all speaker audio and transmi.tting.capa.bility ofthe selected'
¡ transmil.ter, select another .transmitter. This should re.establish speaker
~ audio and transmitter opera~ion. Since headset audio is not affected by

7-37 .~,
 SECTIOJ\" 7
,,\jRPLAi\'E & S\iSTEMS DESCRIPTIONS CESSNA
< ,
MODEL hl72},
" ~
AUTOMATlC AUDIO ,SElECTlON

~----- SP EA K ER - _
NA V /COM ADF
Atrro J 2 J 1 2

~- 0-0-0-0_ 00FF
TRANSMITIER I PHONE I
SELECTOR
SWITCH

AUTOMATlC AUDIO AUDIO SELECTOR

I SE LECTOR SWiTCH SWITCH (TYPICAL)

As illustraled. the number 1 lransmrtter 1$ selected. lhe AUTO selector switch is in

¡he SPEAKER pO+I10n. and the NAV/COM 1, 2 and 3 and AOF 1 and 2 audio
selector sw'tches are In the OFF pOslllen. Wllh the 5Wllches set as snown. the pilo1
wilJ transmit on thb number 1 rransmiuer and near the number 1 NAV/COM re-
ceiver Ih~ (he rirPlane speaker. .
,
,

INDIVIDUAL AUDIO SElECTlON

------SPEA KER
-- _
I NAV/COM AOF
AUTO 1 2 J 1 2

' - 0- 0-' ,~-' 00FF

TRANSMJTIER --/ PHONE I
SELECTOR
SWITCH
AUTOMATlC AUDIO AUDIO SELECTOR
SE LECTORSWITCH SWITCH ÚYPICALl

As illustrated, the nutnber 1 transmittér is selected, .he AUTO se~ctor switch ís

in the OFF position. :the number. 1 NAV/COM feeeiver is in the PHONE:position.
and the number 1 ADF is in the SPEAKER position. With the switches set as
shown. the pilOI Jvill transmit on the number 1 transmitter and hear the"number
1 NAV/COM rec~iver~on él headset; while the passengers are Iistening to the AOF
audio ¡hrough thJ airphine speaker. If another audio selector switch is placed in
either the PHONE or SPEAKER posilion. it will be fleard simultaneously with
either the ~umbe/ll N~ V/CO~ or number 1 ADF.,espectively.

FilgUre 7-10. Audio Control Panel

'-,
-38
',,-
.....;.
 SECTION 7
11 n;SSNA
MODEl. Hl72K AIflPl.ANE & SYSTEMS DESCRIPTIONS

audio amplifier operatioo, the pilot should be aware that. while utHizing a
headset. the only indication of audio amplifier failure is 1055of the selected
lransmitter. This can be verUied by.s.wilching to the speaker Cunction.

AUTOMAT1C AUDIO SELECTOR SWITCH

A toggje switch, labeled AUTO, can be used to automaticalIy match the

appropriate NAV¡COM receiver audio to the transmitter being selected.
To utilize this automatic feature,leave aU NAVACOM receiver swi.tches in
the OFF (een ter) position, "and place tbe AUTO"splector switch in either the
SPEAKER or PHONE position. as desired. Ooce tbe AUTO selector switch
is positioned, the pilot may then 5e1e9t apy transmitter a.nd its associated
N A VICOM receiver audio simultaneously with the transmitter selector
switch. Ir automatic audio selection is not desired. the AUTO selector
switch should be placed in the OFF (center) positioD.

NOTE

Cessna radios are equipped with sidetone capability (mon.

itoringo! the operator's own voice transmission). Sidetone
will be heard on either the airplane speaker or a headset as
selected with the AUTO selector switc~. sidetone ma.y be
eliminated by placing the' AUTO selector switch in the OFF
position, and utilizing the individual radio selector
switches. .
,1
AUDIO SELECTOR SWITCHES
Tbe audio selector switches, labeled NAV I COM 1. 2 and 3 and ADF 1
and 2, allow the pilot to initially pre-tune a11 N AV I COM and ADF
receivers, a.nd then individuaIly select and listen to any receiver or
combination oC receivers. To listen to a specific receiver~ first check that
the AUTO selector switch is in the OFF (center) position, \hen place the
audio selector switch corresponding to that receiver in eitber the
SPEAKER (up) or PHONE (down) position. To turn oCf the audio of the
seleeted receiver. place tbat switch in the .OFF (center)-position. If desired,
itches ca.n be positioned to permit the pilot to listen to
the audio selector s\ •.•.
ane receiver'on a headset while the passengers listen to another receiver
on the airplane speaker.
J
The ADF t and 2 switchesmaybeused anytime ADF audiolsdesired. II.

I
,
the pilot wants only ADF audio. lar station identification

is acceptable

position
orotber reasons,
the AUTO selector switch (i! in use) and aH other,audio selector switches
.should be in the OFF position. If simultaneous ADF and N A V I COM audio
to the piloto no change in the existing switch positions
required. Place the ADF 1 or 2 switch in either (he SPEAKER or PHONE
and adjust radio.volume as.desired.
is

." 7.39 ..'

 I ' )
SECTIOi\' 7 ' 1
'_-;.iRPLA,,;¡:: & SYSTEMS DESCR1PTIONS' CESSNi\
MODEL R172K
. '1 I,
JI
[. NOTE
I
lf lhe NA VI/COM audio selecior swilch corresponding to
the seletteq lraosmitler is iti the PHONE position with tbe
AUTO selector swilch in the SPEAKER posilion, all audio
selector I svlilches placed in the PHONE position will
)
aulomalically be connecled to bo!h !he airplane speaker
aod any beá.dsets iD u~e.
I IV'
I I .
MICROPHONE-HEADSET
l 1
The microPh6ne -headset combinalion consists of the micropbone and
headset combined inla single unit and a microphone keying switch lacated
on the left side ~f Ilhe pilot's conlrol wheeJ. The microphone-headset
permits the pilot'to ponduct ra.dio communications without interrupting
other control opera.tions to bandle a. hand-held microphone. Also, pas-
sengers Deed not l~sten to aH cornmunications. The microphona and
headset jacks are lacated oear the l~ leftcornerof the instrument panel.
I . ,',

STATIC DISCHlARGERS , ,

I I
lf frequenl IFR Ilights are planned. installalion of wick-lype slalic
djschargers is reconiniended to improve radio communica.t~ons during ¡
flight through dust dr vaiious forms oí precipita.tion (rain, snow or ice
crystals). Under these: conditions. the"build-up a.nd discharge of static
eleclricity from!he tr'ailing edges ol the wings. rudder. elevalor, propeller
tips and radio anlen:d •.s can result in loss of u'sa.ble radio signals on all ..
communicatlons ahd ¡'avigatlonradio .,qulpment. Usu •.lly lbe ADFisfirst
to be affected and ~, communicatidn equipment is !he lasl lo be affected.

Installation"oC kta:tic dis'chargers reduces interference from precipita.-

tion static, but it lis Ipossible to encounter severe precipitation static
...onditions which might cause the 1055 al ra.dio 5ignals, eVen with static
"ischargers installed.¡\VheneVer p05sible. avoid known severe precipita-
ion areas io prev~nt 1055 oC dependable radio signa.1s. If avoidance is
mpractica1. mininiize airspeed and anticipate temporary 1055 oí ra.dio
ignals while in these' are as.
. . J . '

-40
I
SECTION 8
CESSNA W\NDLING. SERVICE
MODEL Rl72K
& MA1NTENANC)O~

SECTION ~
AIRPLANE HANDLING)
SERVICE & I\l\AINTENANCE
TABLE OF CONTENTS Page

8.3
Introduction, .....
8-3
Identification Plate
Owner Follow-Up System 8-3
8-3
Publications .
8-4
Airplane File .....
Airplane Inspection Periods 8-5
F AA Required Inspections 8-5
Cessna Progressive Care 8-6
Cessna Customer Care Program 8-6
Pilot Conducted Preventive Maintenance 8-7
Alterations Or Rep'airs 8-7
Ground Handling 8-7
8-7
Towing
Parking 8-8
Tie-Down 8"8
Ja.cking 8-8
Leveling . 8-9
Flyable Slorage 8.9
Servicing . . . . . 8-10
Engine OiD . . 8-10
Fuel ..... ' 8-11
'Landing Gear 8-11
Cleaning And Care 8-11
W i ndshieId-\Vindows 8-11
Painted Suñaces 8-12
Propeller Care 8-13
Engine Care 8-13
Interior Care 8-13

8-1ic8-2 blanl'J' ..
 CESSNA SECTlON 8
MODEL R172K HANDLING. SERVICE
& MAINTENANCE

INTRODUCTION
This section conlains factory-recommended procedures fer proper
graund handling and routine ca.re and servicing oí your Cessna. Il also
ídentifies certain inspection and maiti.tenance requirements which"must
be followed if yaur airplane is lo retain thal new-plane performance and
dependability. It is wise to follow a planned scl;1edule of lubrication and
preventive maintenance based on climatic and (lying conditions enceun.
tered in your lo.cality.",-

Keep in louch 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
AH correspondence regarding yaur airplane should inelude the SE.
RIAL NUMBER. The Serial Number. Model Number, Production Certifi.
cate Number (PC) and Type Certificate Number (TC) can be Íound on the
Identification Plateo loca.led on the lawer pan o[ theleH forward doorpost,
Located adjacent to the Identification Plate is" a Finish .and Trim PI ate
which, contaíns a. cade describing the interior color scheme and exterior
paint combination of the airplane. The' cade may be used in conjunction
with an applicable Parts Catalog if finish and trim information is needed.

OWNER FOLLOW-UP SYSTEM

Your Cessna Dealer has an" O~ner Follow-Up System to notiíy you
when he receiv,es informatian that app1ies lO your Cessna. In addition, if
you wish. yau may choose to receive similar notification. in the fO!"ffi oC
Service Letters, directly from the C.essna Customer Senrices Department.
A subscription form is supplied inyour Customer Care Program book foro
your use. should you choose lo request this service. Your Cessna Dealer
will be glad to supply you with details concerning lhese follow-up
programs. and stands ready. through his Ser¡tice Department, lo supply
you with fast, efficient. low.cost service. V '
'. '. .

PU811CATIONS

Various pubJications and flight operation aids are furnished in the

. ,

8-3
 SECTION 8 I
HANOLlí'iG, SERVICE
.', & MAINTENANCE CESSNA
MODEL R172K
. 1 I l.
.
alrplane W .len. dellvcred
I . from .the ractorv,
'o These items :are .listed below.

• CUSTOMER
', CARE
,
PROGRAM BOOK
,

• PILOT'S OPERATlNG HANOBOOK/SUPPLEMENTS FOR YOUR

AIRPL~* .
AVIONICf AND AUTOPILOT

• PILOT'S CHECKLISTS
I '
• POWER CO,MP1UTER."
I . '.
• SALES ANO SER VICE OEALER OlRECTORY.
. l. .
• DO'S AND DON'TS ENGINE BOOKLET
II " ., .
The folJowing ~dditional Publications, plus many other supplies that
are applicable td Y6u r airplane. are available from yo"urCessna DeaIer.
I 1

• SERVICE MAN¡UALS ANO PARTS CATALOGS FOR YOUR

AlRPLANE .

~~?ci~~~~~~~~~S;~~~~S
.
¡l'. . .
Your Cessna De~ler has a Cuslomer Care Supplies Calalog Coverlng
al! avaiJabJe !tenis, zhany oí which he keeps'on hand. fu will be happyto
pI ace an arder to~arÍy item which is not in stock.
. I I
,

, I
AIRPLANE FILE

There are misc~llteous data, inIorm~lion and licenses lhal are a part
oI the airplane me: TiJo fol!owing is a checklisl for that file. In add!tion. a
eriodic check shotJld: be ¡nade oi the 1ate5t Federal Avia.tion Regulations
o ensure that al} dataJrequirements are meto ..

. To be disPIayed inl the airplane at al1 times: .

L Aircraft Airwórthiness Certificate (FAA Form 8100.2).
2. Aircraft Reg'islration Certificale (FAA Forro 8050-3).
3. Aircraft Radio Station License. iI transmitter inslalled (FCC Form
556), . I I' . '.

To be carried in:th~ airplane at aH times: .

1. Weight and ,Balance. and associated papers (latest copy ol the
Repair and Alteration Form, FAA Forro 337, if applicab1e).
2. Eqüipment rJist! .
~
.

4
.. ....:,
CESSNA . SEC'1'ION 8
MODEL Rl72K HANDL1NG, SERVICE
& MA1NTENANCE

c. To be made a.vailable upon req~est:

1. Airplane Lag Book.
2. .Engine Lag Book.

Most of the items listed are required by the Uniled Stales Federal
. A viation Regula.tions. Since the Regulations oí ather nations may require
other docurnents and data, owners oí airplanes not registered in the United
States should check w1th their own aviation officials to detennine their
individual requirements.

Cessna recornmends that these items. pl~s the Pilot's Operating

Handbook, Pilot's Checklists. Power Computer, Customer Care Program
book and Cus(omer Care Card,-be carried in the airplane at aH times.

AIRPLANE INSPECTION PERIODS

FAA REQUIRED INSPECTIONS
~ required by Federal Aviation Regulations, a11civil aircraft oí U.S.
registry must undergo a complete inspection (annual) each twelve calend-
ar months. In addition to the required ANNUAL inspection. aircraft
operated cornmercially (for hire) must have a coro'plete inspection every
100 hours of operation.

The FAA may require alher inspections by the issuance of aiIWortbi~

ness directives applicable to the airplane. engine. propeller and compo-
nents. It is the responsibility of the owner/operator to ensure compliance
wi th 8011 applicable airworthiness directives a,p.d. when the inspections are
repetitive. to take appropriate steps to prvvent inacivertent noncom~
pliance. .

In lieu oC the 100 HOUR and ANNUAL inspection requ.irements. an

airplane may be inspected in accordance with a progressive inspection
schedule. which allows the work load to be divided into smaller operatjons
thal can be accomplished in. shorter tim~ periods.

The CESSNA PROGRESSIVE CARE PROGRAM has been developed

lo provide a modern progressive inspection .schedule thal satisfies tbe
complete airplane inspection requirements of both the 100 HOUR and
ANNUAL inspections as applicable to Cessna airplanes. Tbe pr9gr~
assists the owner in his responsibility to comply with aH F AA inspection
requirements. while ensuring timely replacement oflife.limited parts and
adherence-to factory.recommended inspection inlervals and rnaintenance
procedures. .
"

8-5
 SECTlON ~..\
HANDLING. SERVICE CESSNA
(¿ MAINTENANCE
MODEL Rl72K

CESSNA 'pROyRIESSIVE CAHE .. '. .:_

~ " I •
The Cessna Progressive Care Program has been designed to help yau
realize maximuz!t y~ilizatjon ai your, airplane al a "minimum cost and
downtime. Undet¡ this programo your airplane is inspected and maintained
in Cour operations lat 50-hour intervals during a 200-hour periodo The
operatlons are rec:ljcled each 200 hours and are recorded.in a speciaJly
provided Airerafit lnspection Lag as each operation is conducted ..

The Cessna ~Jcraft Company ~ecommends Progressive Care Cor

airpl¿2nes that ar~ behng flown 200ho~rs or more per year. and the lOO-haur
i nspeclion for al1 otHer airplanes. The procedures for the Progressive Care
Program and the ¡lDG-haur inspection have be en c.arefully worked out-by
the factory and arel
followed by Lhe Cessna Dealer Organization. The
complete famili¿rity of Cessna Dealers with Cessna equipment and
.factory.approved prpcedures provides the highest level of service possi-
bIe at lower cost to ([;essna owners.
!, I . .

r
Regardlcss of:th i~sp~ction.me~hod selected by the owner. he should
keep in mind that F AR Part 43 and FAR Part 91 estahlishes the requirement
that properly certiCie.d agencies or personnel accomplish aH required FAA
inspe-clions and Irtost of the manufacturer recommeoded inspections.
! 1

CESSNA CUSTOMER CARE PROGRAM

I l...
. SpeCiCic heneC¡ts and provisions oC the CESSNA WARRANTY plus
.
other important be.nefits Coryou are contained in your CUSTOMER CARE
?ROGRAM book supplied wIth your airplane. You will wantto thoroughly
review your CustobeJr Ca re Prograni book and keep.it in.yol:1r airplane a.t
al! times. I I .
Coupons attached to the Program book entitle you lo an inítial
inspection and eitl1-erla Progressive Care Operation No. 1 or
the first lDO-
our inspection within the !irst 6 months of o.wnership atno charge to you.
..-'
i you take delivery fr9ffi yaur DeaIer, the initial inspection w.ill have been.
erformed before deHvery oí the airplane to you. lf. you pick up your
. .

irplane at the, (actory~ plan to tkte it to your Dealer reasonably soon alter
ou take delivery, So the initial M-tspection may be performed allowing the
eaIer to make any rtiinor a.djustmeots which ma.y be necessary. .
1 .. ,
You wilJ also \.\tant to return lo your Dealer either at 50 hours for;{f5<1r _.-J
irst Progressive Ca.ré Operation, oc.at 100 hours fo~ your first 10G-hour
nspection dependittg bn which program you choose to establish for your
irpIane_ While these i!mportant inspections will be performed for you by ,
,
.ny Cessna Dealer.:in ;móst cases you will prefec to have the Dealer from _J
vhom
. .you purcha.s~d, the airplane ,accomplish this work.
,
-6 .- .J
 CESSNA SECTION 8
MODEL Rl72K HANDLING. SERVICE
& MAINTENANCE

PILOT CONDUCTED PREVENTIVE

MAINTENANCE
A certified pilot who owns aI' apera tes an a.irplane not used as a.n-3.ir
carrier isauthorized byFAR Part43 10perforro limited maintena.nce on his
airplane. Refer lO FAR Parl 43 foro a list of Ihe' specifíc mainlenance
operations which are allowed. .

NOTE

PilOls operating airplanes oí ather. than U.S. registry

should refer to the regulations of the country of certifica-
tian foI' information on preventive maintenance that may
be performed by pilots.

A Service Manual should be obtained prior to performing any preven-

tive maintenance lo ensure tha.t proper procedures are follO\ved. Your
Cessna Dealer should be contacted for further information oI' for required
maintenance which must be accomplished by appropriately licensed
personnel.

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 easi1y and safely m'aneuvered by hand with the

!
1,,
tow-bar altached to the nose wheel. When towing with a. vehicle, do-not .
exceed tbe nose gear turning angle of30~ either side'of center, or-damage to
the gear will resulto If the airpla.ne is towed or pushed over a rough surface
during hangariHg. wa_tchtbat the normal cushioning~ion
strut does not causc'excessive
of .the nose "
vertical m9vement of the tai1 and the
resulting contact with low hangar doors ar structure. A nat nose lire or ..
deflaled strut will also increase tail height.

8.7
 SECTlON 8 : .1
" ~~':,.~~~~~;~g~JCE CESSNA
MODEL Rl72K
i I
PARKING i l. ~...' .. , , .
When par.kiryg the airplane, head into the wind and set the parking
b.z:oakes.Do nO,t s~t the parking brakes during cold weather when accumu.
lated rnoisture may freeze the brakes. or when the brakes are overheated. ,I
Install the coritrdl wheel Jock and check the wheels. In severe weather and
I .
high wind conditions. tie the airplane down as outlined in the foJlowing
paragraph, I

TIE-DOWriI j , l... , . .
Proper tieldown procedure is the best precaution against damage lO
the parked ai~pl~ne by gusty or strong wínds. TQ tie'.down the airplane
securely, proceed as IOllows;
I I
L Set the parking brake and instaJl the control wheel lock,
2. Install a ~urface control )ock over the fin and rudder ..
3. Tie sJffi{:iently strong ropes or chains (700 pounds lensile
strength) I'to
the wing, tail. and nose tie.down fittings and secure
each rope or chain to a ramp tie-down. .
,q. InstalJla pitot tube cover. '
ji.
JACKING I
When a req'uit.ement exists lo jack the eolire airplane'ofHhe ground. or .
when wing jack POints are used in the ja.cking.operation. ret~r lo lhe
Service Manu3.J lor specific procedures and equipment required. '

Individual;mLn gear. may: be jacked by using the jack pad which is

incorporated in trie majn -landing gear strut step brackel. When using th~
in,dividual gear strut jaék pad. flexibility ol Lbegear Slrut wiJl caUSe .the
main wheel lo slid'e inboard ,aslhe wheel is raised, tilt:ingthejack. Theja.ck .
._ ..J
must then be lo'we~ed lor,a.secondjacking operation:'p'onotjack bC?thmain
wheels simuIt.a.neously using .lhe individual maio gear jack pads. '.

If nose gea~ mLntenance is required, the nose wheel may be raised off
the ground by preksing down on a Laileane bulkhead, just forward of lhe
horizon tal s"tabiliter. and aJlowing the tail lOrest on lhe tail lie.down ringo
. I! .
__ . .J
NOTE
I
Do nol ~PPly pressure on the elevaloror outboard stabiliz-
er surlllce.!. WIien pushing on the lailcom;;'1>lways apply
pressureI at, a , bulkhead 10avoid buckling the skin.

. To assist inlraising and holding the nose wheel off the ground. weight
down the tai1 by:p14c~ng sand.bags. or suitable weights. on each side oí the

8-8
 CESSNi\ ~. SECT[ON 8
MODEL Rl72K HANDLING, SERVICE
& MAINTENANCE

ho:rizontaI stabilizer, next to the fuselage ..Jf graund anchors are available.
the tail should be securely lied down.

NOTE

Ensure lhal lhe nose will be held off lhe grotind under al]
conditions by means Di suitable stand s or supports under
weight supportingbulkheads nearthenose oí the airplane.

LEVElING
Longitudinal leveling ol tbe airplat:l8 is accomplished by placing a
leve! on leveling screws located on lhe left s~dE1Pr lhe tailcone. Deflate the
nose tire andl or lower Dr raise lhe nose strut toij,roper1y center lhe bubble
in the leve!. Corresponding points on both upper daor sills may be used to
level lhe airplane laleralJy.

FLYABLE STORAGE

Airplanes placed in non~operational storage for a maximum of 30 days

or those which reeeive only intermittent operational use for the first 25
hours are considered in flyable storage status. Every seventh day during
these periods. lhe propeller should be ros;ated by hand lhrough' five
revolutions. This action "limbers~' the oH and prevents any accumulation
oC corros ion on engüi.e cylinder ••va115.

f WARNING
Fer maximum safety. check that the ignition switch is
OFF. the throttle is cl05ed. the mix~urecontrol is in the ¡dIe
cut-off position. a.nd th~ airplane i5 seeured beCore rotating

Ij
the propeller by hand. Do not stand within the are of the
propeller.blades -whíie turning the propeller.

After 30 days. the airplane should be flownJor 30 minu tes or a ground

runup should be made just long enough to produce an oil temperature
wilhin the lower green are range. Exeessive ground runup should be
avoided.

Engine runup al so helps to eliminate excessive accumulation ofwater

I in t~e fuel system and other air spaces in.the engine. Keep fuel tanks ful! to
minimiz~.condensation

stored temporarily.
storage procedures.
in the-"tanks. Keep the battery fuUy charged to
prevent the electrolyte from freezing ~ld
or indefinitely.
weather.1f the airplane is to be
refer to the Serv ice Manual for ptoper

, .' '" -~
8.9
 I
,SECTION,B i I
HANDLING, S,ERIVICE CESSN.'\
& MAINTENANCE MODEL Rl72K
!

SERVICING
l. - - . ....
In addilion lo Ihe PREFLIGHT INSPECTION covered in Section 4,
COMPLETE setviting. inspection, and testrequirementsforyourairplane
"are detailed in thelService Manual. The Service Manual outlines aH items
which require á.ttention at 50,100, and 200 haur i~t('I""'¡~J.s p]U!5 thnse llems
which require ~erYiCing. inspection, and/oi- testing at special intervals.
I I
. Since e.essna Dealers conduct aH service. inspection. and test proce~
dures in accord"ante with ap'plicable Service Manuals. it 18 recornmended
that you contadt ybur Ce"ssi1a Dea.ler concerning these réquirements alió
begin scheduhng your airpVane for service al the recornmended intervals.
- I I .'
Cessna Progressive Care ensures that these requirements are accomp-
lished al lhe rei:¡ui~ed intervals to comply with the lOO-hour or ANNUAL
inspection as pteV/'iOUSIY covered.
I •

Depending iO~ various fhght operations. your local Government

Aviation Agency may reguire additional service, inspections. OI" tests. Fax
these regulatory .réquirernents. owners should check with local a.viation
officials where 'the]airplane is being operated. .

Forquick ~ndlreadY reference. q~antities. materials. and specifica-

tions for frequently used service items are as follows. .
! . . .'
ENGINE Oll I
]
i
GRADE -- Avi"¡Uoh Grade SAE 50 ";Oove 4°C (400F). .
. Aviatioh Grade SAE lOW30 or SAE 30 Below 4°C (400F).
Mu1Li.viscosity, oH with a ranga of SAE 10W30 i5 recommeilded for
improved stk.rtÍng in cold weather. Ashiessdispersa.ntoil, conlorming
to Continen~al Motors Specifica.tion MHS-24A, must be used.

NOTE

Yout Cessna was delivered from the factory with a corro-

sjon pre:vetttive aireraft engine oi1. If oil must be added
during the hrst" 25 hours. use only aviation grade straight
mineral1oiljconforming lo Specification No, MIL-I,,.6082,
, , .
': l.' .
CAPACITY OF ENGlNE SUMP...,a Quarts,
Do nat operate bu less U1an6 quarts. To minimize 1055 oí oi! lhrough
breather. filllto" quart level for normal flights ol less than 3 hours. For
extended flight, fUI to 8 qu-arts. These quantities refer to 011dipstick
level readings. IDuring oi! and oil filterchanges. one additional quart is
required when the filler is ch.anged.
i 1 __
 L:ü~:SN.'\ SECT10N S
--. MODEL Hl72K HANDLING. SEHV!CE
& MA!NTENANCE

O!L AND OlL F!LTER CHANGE--

After the first 25 hours of operation. drain engine oi1 sum.p and c1ean
both the oi! suction strainer ane ~he oH ~essure $creen. lf an oi! fi1ter'
is installed. change lhe filler al this li . Refill sump with straight
mineral oH and use until a total oC 50 h urs has accurnulatedfor oil
consumption has stabilized; then change to dispersant oil. On air-
planes not equipped with an oi! fiIter. drain the engine oil sump and
clean both the oi! suction strainer and the oH pressure sereen eaeh 50
hours thereafter. On airplanes which have an oi! filter, the oil change
interval ID?-Ybe extended to lOO.hour intervals, providing the oH filter
is changed at 5D-hour intervals. Change engine oH at least every 6
months even though less than the reeornmended hours have aecumu~
lated. Reduce interva.ls for prolonged operation in dusty areas. cold
climates, or when short Oights and long idle periods result in sludging
conditions.

FU EL

APPROVED FUEL GRADES (AND COLORS) '"

100LL Grade Aviation Fue! (Blue). .
100 (Formerly 100/130) Grade Aviation Fuel (Green).
CAPACITY EACH TANK -- 26 Gallons.

NOTE
To ensure maxImum fuel ca.pacity when refueling. place
the fuel selector valve in either LEFTor RIGHT position to
preyent cross-feeding.

LANDING GEAR

NOSE WHEEL TIRE PRESSURE .• 45'PSI on 5_00-5.6-Ply Rated Tire.

MA!N WHEEL TIRE PRESSURE -- 38 PSI on 6.00-6. 6-Ply Raled Tires.
NOSE GEAR SHOCK STRUT --
Keep filled wlth MIL-H-5606 hydraullc f!üid and in!laled wiih air to 45
PSI. Do 'net over.irih.ate.

CLEANING AND CARE

WINDSHIELD-WINDOWS

The plastic windshield a.nd windows should be cleaned with an aircraft

windshie~d cle~ Apply the cleaner sparingly with soft cloths, and rub
with moderate pressure until aH dirt. oH seu m and bug stains are removed.
Allow the cleaner to dry. then wipe it off with 50ft flannel cloths.

8-11"
 SECTION 8 : I
HANDL!NG, SER¡VICE CESSNA
..& MAINT8NANCE MODEL Rl72K
I I
If a windshield cleaner is nol available. the plastic can becleaned with
50ft cl01hs mOlstened wlth Stoddard solvent to remove od and grease.
' I "

" NOTE
I ' ", ,
Never use
gasoline. benzine. alcohol, acelone. carbon
tetrachlor'i'de, !ire -extinguisher or anti-ice fluid;lacquer
lhinner!or Iglass cleaner lo clean the plastic. Tbese mate-
riaIs WYlittack the "plastic and rnay cause it lo craze.

Follow by carefu]~'y washing with a mild detergent and plenty af water.

Rinse thoroughly,i then dry wilh a clean moist chamois. Do nol rub the
plastic with a dt-y cloth since this builds up an electrostatic charge which
atlracts dust. Waxihg with a good commercial wax wil! finish the cleaning
job, A thin. everi cdat oi wax, polished out by hand with cleari soft flannel
CIOLhs, will fUI in fuinor scratches and help prevent further scratching.
" I ,

Do not use l
cÁnvas Caver on the windshield unless lreezing rain or
sleet is anticipated since the caver rnay scratch the plastic surface.
' i I
PAINTED SURFA-CES ~,

The painled bxterior surfaces of your new Cessna have a durable, long
lasting finish andl. under. normal conditions. require polishing or no
buf!ing. Approxim1ately 15 days are required for the paint to cure com-
pletely; in most 9a~es,the curing periad will have be en completed prior to
delivery ef the airP:lane. In the event that pOli5hing or bu!ting i5 required
within the curirtg period, it i5 recommended that the work be done by
sorneone experienc'ed in handling uncured paint. Any Cessna Dealer ca.n
accomplish lhis1wdrk.., , .

Generally, lhe ~a!nted surfaces can be kept brightby washing with

water and mild soap, followed by a.rinse with water alid dryingWith cloths
or a chamois. Hatsh10r abrasive soaps ordetergents which cause corrosion
r scratches Shouldl never be used. Remove stubborn oH and grease with a
10th moistened iWi~h
Stoddard solverit.. .

Waxing is un(nedessary to keep the painted surfaces bright. However, if

es-ired. the airpl'anb may be waxed with a good automotive wa.x. A heavíer
eating ef \Vax en th1eleading edges Di the wings and tail and on theengine
ose cap and pro:peÚer spinner wiU help reduce the abrasi9n encountered
n these afeas. I I

, When lhe airJ~ is

parked oulside in,cold climates and it is necessary
o rem~ve ice beIo~le flight,~ ~are should be taken to protect the painted
urfaces during lice removal with chemical liquids. A 50-50 solution oí
opropyl aJcohol and water will. satisfactoriIy rernove ice accumuJations
)
-12
 CESS¡,A ::::d
...;L
. l"lUl'i ti
MODEL, Rl72K HANDLiNG. SERVICE
&, MAlNTENANCE

without damaging the paint. A solution with more than 500/0alcohol is

harrnful and should be avoided. While applying the de-icing solution. keep
it away from the windshíeld and ~abin windows since the alcohol wiU.
a~tack the plastic and may cause it lO craze.

PROPELLER CARE

.Preflighl inspection oC propeller blades "tor nicks. and wiping thero

occasionally with an oily cloth te clean off grass and bug stains will assure
long. trouble-free service. Small,nicks OIJ. the propeller, particularly near
I;} the tips and on the leading edges. should be dressed out as soon as possillle
since these nicks produce stress concentrations, and if ignored. may result
in cracks. Never use an alka:ifle cleaner on the'blades; remo ve grease.and
dirt with carbon tetrachloride oc Stoddard solvei'1t.
,1
ENGINE CARE

The engine rnay be cleaned with Stoddard solv'ent. or equivalent. then

dried thoroughly.

CAUTION

Particular care should ~~ giv-en to electrical equipment

before clea.ning. Cleaning fluids should not be allowed to
enter magnetos. starter, alternator and the like. Protect
these components before saturating the engine with sol.
venls. A11 other openings should also be covered befere
cleaning the engine assembly. Caustic cleaning solulions
should be used cautieusly and should always be properly
neutralized after' their use. .

INTERIOR CARE

Te remo ve dust and 100se dirtfrom the upholstery anó carpet, clean the
interior regularly with' 3..vacuum cleaner.

1 Blot up any spilled liquid promptly with cleansing tissue or rags.

Don't pa.t lhe spot; press lhe blotting material firmly anó hold it Íor several
seconds. Continue blolting until no more liquid is taken up. Scrape off
1 sticky materials wilh a dull knife. lhen sp~t-cr~ the area ..

.1 i sparingly.
Oily spots may be cleaned with household spol
Béfore using any solvent, read the instructions
removers, used
on the container
. and test 1t 00 an obscure. place on..the Cabric lo be cleaned. Never. saturate
~ the fabric with a volatile solvenl;'it may damage the padding and backing
• materials. .

8-13. _
r
l

•
I
.. ,
'''TOO"'
HANDLING,
& MAINTENANtE
, ,1
j
i I
SERVICE

Soiled uPj1.lolstery and carpet may be cleaned with foam-type

gent. used accotding to the ma:nufacturer's instructions.
deler.
To minimize
CESSNA
MODEL Rl72K

•
•
wetting the fabrico keep the foam as dry as possible and remove it with a
vacuum cleaAerJ
, , . .
, I

1f yaur aitplane is equipped with leather seating~ c1eaning oC the seats

is accomplisHed iusing a soft cJoth or sponge .dipped in mild soap suds. The
soap suds. uS,edsparingly, will remove traces oC dirt and grease. The soap
should be remo-ved with a clean damp clolh.
, I
1 ,

The plasl!jc trjm. headlin'er; in~t¡-umeot panel and control kC10bs need
-11
only be wiped1off,willl. a damp clolh. Oil anó grease on lhe control wb~~! >=.::.":
control knobs clan be removed with a cloth moistened with 810ddard J'
solvento VolaÜld sOh!enls. sucb as mentioned in paragraphs on care DI the'
'windshield. rhust never .be, used since they sorten and craze the plastic.
I 1

11

"
!

"¡I

S-.14
! ¡,
L:
 SECTION 9
CESSNA
SUPPLEME~TS
MODEL RI72K

SECTION 9
SUPPLEMENTS
(Optional Systems Description
& Operating Procedures)

TABLE OF CONTENTS
Introduction
Supploments:
Emergency Locator Transmittor (ELT) (4 pagos)
Cessna 300 Nav/Com (Type RT-385A) (8 pagos)
Cessna 300 ADF (Type R-546E) (6 pages)
Cessna 300 Transponder (Type RT-359A) And Optional
Eneoding Altimeter (Type EA-4ii"ñt) . . - . . . . (6 pages)
~

I
Cessna 300 Transponder (Type RT-359A) And Optional
Altitude Encoder .(Blind) ... - . . . . . - . . (6 pages)
Cessna 400 Transponder (Type RT-459A) And Optional
Encoding Altimeter (Type. EA-40IA) . . . . . . . (6 pages)
Cessna 400 Transportder (Type RT-459A) And Oplional
Altitude Encoder (Blind) ., - . .. ... (~ pages)
Cessna 400 Marker Beaeon (Type R:402A) . . . . (4 pages)
Cessna 400 Olide Slope (Type R-443B) . ',~ . . . (4 pages)

i
DME (Type 190) ... - . . . - . . . . ~ , . . (4 pages)
HF Transeeiver (Type PTIO-A) .... '. " . . (4 pages)
SSB HF Transceiver (Type ASB-125) .... (4 pages)
Cessna 200A Navomalic Autopilot (Type ÁF-295B) (6 pages)
Cessna 300A Navomatic Autopilot (Type AF-395A) (6 pages)

"
9-1
 SECTION 9
CESSNA
SUPPLEMENTS ~
MODEL Rl72K

I
INTRODUCflON __ . _ _ . _
This section CODsists oí a series of supplements, eacli covering a single
optional system ~hich may be installed in tbe airplane.:Ea.ch supplement
contains a brief description, and when applicable. operating lirnitations ..
emergency and normal procedures, and performance. Olher routinely
installed items O,f optional equipment. whose function and operational
procedures do not require delailed instructions. are discussed in Section 7.

-',

9.2
 PILOT':; OPERATING P.ANDBOOK EMERGENCY LOCATOR
SUPPLEMENT TRAl"lSMITTER (ELT)

SUPPLEMENT

EMERGENCYLOCATOR
TRANSMITIER (ELT)
~
. SECTION 1
GENERAL

The ELT consists of a self.conta.ined dual.frequency radio traosrnitter

and battery pewer supply, llnd is activated by an impaet of 5g or more as
may be experienced in a:cra.sh landing ..The ELTemits a.n omni-directional
signal en tbe internlltlonaI distress 'frequeneies oí 121.5 and 243.0 MHz.
(Sorne ELT units in export airaraft tránsmit only'on 121.5 MHz.) General
aviation and commercial aircraft ..the FAA. and CAP monitor 121.5 MHz.
and 243.0 MHz is monitored by the military. Following a crash la.nding. the
•1 ELT will provide line-of-sight transmission up t~100 miles al 10,000 feet.
'- The ELT supplied in domestie aireraft transmits 'Y.' both di stress frequen-
,cies simultaneously a.t 75 mw rated-power output for';:'8 cont'ñittous hours
in the temperature r.ange ol .40°Fto"'131 °F (.40°C.to +"S5°C).The ELT unit in
export aircraft transmits on 121.5MHz at 25 mw raOt.ed power output for 100
continuous hours in the temperature range oí. _40o~ to +131"'F(-40°C to
+55'C). .

Tbe ELT is readily identifiéd as a bright oraoge unit mounted behind

the baggage compartment wall in the tailconeo To gaiIi access to tbe unit.
remove the baggage compartnient wall. Tbe ELT is opera.ted by a control
panel at the forward "tacing end oí tbe unit (see figure 1.)

1
1
I SECTION 2
1
1
j lIMITATIONS
! There is no change to t'he airplane limitations when this equipment is
installedo .

¡ 1 of 4

. ,
EMf~HG¡c",;í' LQCATOR PIL01"S OPERATING HANDBOOK
TRANS?~¡'lT¡i:R ,(ELT)
, SUPPLEMENT

i "'='-
1. FUNCTION SELECTOR SWITCH (3'position IoggIe switch~

ON . AcU'vates transmitter insta.n"tly. Used Cortest purposes and U"g" switch

18 inoperative.
I I .
OFF . Dea.etivates tr~nsmitter. Used during sh1pping. stora.ge and !ollowing
resdue. . I
I
AUTO . ~cti;"'e.tes tra.nsmitteranly when "g" switch receives Sg armore impacto

2. COVER _! Reinova:bIe Cor ILccess te battery pack.

3. A~TENN~ iEC~PTACLE • Connects to antenna mounted'on top of tailcone.

I
Figure I. ELT Control Panel

'j SECTION 3
. I=MERGENCY PR'OCEDURES
Irnrnediately. jeter a forced landing w-here emergency assistance is
required. the ELT :Should be utilized as follows. I

j - i .".. '. i
I. ENSURE ELT ACTIVATION --Turn a radio transceiver ON and
select 121.5 MHz. 'If the ELT can be heard tran~mitting. it was
activate,d by the "g" switc:;:h and is íunctioning properly. If no
emergency: tone is a.udible, gain access to the ELT and place the
functlOd selector switch in the ON position. .

I ~
2
 - ..
PILOT'S OPERATING HANDBOO!{ EMERGENCY LOCATOR
SUPPLEMENT TRANSMITTER (ELT)

2. PRIOR TO SlG HT1NG RESCUE AIRCRAFT -- Conserve airplane

battery. Do Dol activale radio lransceiver.

3. AFTER SIGHTING RESCUE AIRCRAFT -- Place ELT lunction

selector switch in the OFF position. preventingradio inlerierence.
Attempt contact with rescue aircraft with the radio lransceiver sel
lo a Irequency 01121.5 MHz. IJ no contact is established, return the
lunction selector switch to ON irnmedlately.

4. FOLLOW1NG RESCUE -- P.lace ELT lunction selector switch in the

OFF position. tenninating emergency lransmissions.
. .. ~

SECTION 4
NORMAL PROCEDURES
As long as the function selector switch remains in the AUTO position,
the. ELT automatically activates following an impact of 5g or more over a
short perlad 01 time. .

Following.a lightning stríke. o"r an exceptionally hard landing. the

ELT may activa te although no emergency exists. To check your ELT for
inadvertent aclivation. select 121.5 MHz on your radio transceiver a.nd
listen for an emergency tone transmission, lf the ELT can be heard
transmitting. place the function selector swtich in the OFF position and the
tone should cease,"Immediately place the Iunction selector switch in the
AUTO position to re~set tbe ELT for normal operati0!1'

SECTION 5
PERFORMANCE
There is no change to the airplane performance data' when this
e"quipment is installed."

.3/(4 blank)
i,

L
PILOT'S OPEHATING .HANDBOOK CESSNA 300 l't.AVI COM
SUPPLEMENT (TYPE HT-385A)

SUPPLEMENT
~
CESSNA 300 NAV/COM
(720-Chanriel - Type RT-385A)

SECTION 1
GENERAL
The Cessna 300 Nav¡Com (Type RT-385A), shown in figure 1, consists
o[ a panel-mounted receiver-transrrritter and a single or dual-peinter
remote course deviation indicalor. .

The sel ineludes a 720-channel VHF cornrnunications receiver-

transmitter and a 200-cba.nnel VHF navigation :-eceiver, both ofwhich may
be aperated simultaneously. The cornmunications receiver.lransmitler
receives and transmits signals between 118.000and 1"35.975MHzin25-kHz
steps. The na.vigation receiver receives cmni and localizer signals
between 108.00 and 117.95 MHz in 50-kHz steps; Tbe circuits required lO
interpret the omni a.nd localizer signals are lacated in the course devla.tion
indicator. Both the co~uilications and navigation operating frequencies
are digital1y displ~yed by.incandescent readouts on ~e froi:lt panel of the
Nav/Com. . .

A DME recelv"er,;transmitter or a glide slope recetver, or both, may be

interconnected \\-ith the Nav/Com set for autoIIiatic selection oí the
associated" DME or glide slope frequency. Wheo a VOR frequency i5
selected on the Nav/Com. the .associatéd VORTAC or VOR-DME station
frequency will a150 be selected automatically; likewise, ti a localizer
freqüency is selected, the a.ssóciated glide slope frequencywill be selected
"au"tomatically. "

The course deviation" indicator ineludes either a single.pointer and

related NA V flag for VOR/LOC indication only, or dual pointers and
relaled NAV and OS flag s lar bolh VORI LOC and gI!de slope indications.
Both types 01 course deviatio"n indicators incorporate a back.course lamp
(BC) wpich lights when optional back course (reversed" sense) operation is
seleeted. Both types .may be provided with Aulo.matic Radial Cenfering.
which. depeoding on how it is selected, will automatical1y indicate the
bearing TO o~ F'ROM lbe VOR stalion..' ~

AH control s for the Nav/Com, except the standard omni bearing

selector (OBS) knob or the optional automatie radial centering (ARe) knob
lacated on the course deviation indicator, are maunted on the front panel of

1 018
 I I
I I
CESSNA 300 NA'", íCOM
PILOT'S OPERATING HANDBOOK
('-'Y'D£
1 ! :","'f -',
]0")1
<,;¡).'\
SUPPLEMENT
!
l'

¡
j
I
I!
\ :

~
'Ol,~" r

! 4

, I
11, ,
1. ' COMMUNICA'TION OPERATING FREQUENCY READOUT (Thlrd,deClma!-
pla.ce 1s showtt by the position oC the "S-O" switch).
. - i . !., '-. . . . ,'.
2. 5.0 SWITCH -, Part ol Coro ReceiV'er~Transmiller Fractional MHz :Frequency
Selector. l~' "'S" position. enables Com frequency readout lO di'spl.ay and Coro
Fraclional :M~z Se~ector te selecl frequency"in .OS.MHz¡ steps between .025 a,nd
.975 MHz. In "O" position, enables COM frequencv readoul lo display and Com
Fractional :MHz SeÚ~clor lo seleel frequency in .OS-MHz steps between' .000 ando
I ' ,
.950 MHz..: 1_- .:

! NOTE I
The "5" o'. "O" may be read as the third dedmal digit. which is nol ,.
displ~yed. in the Coro fracliOO<l-l frequency display.
I I .,
Figure 1. Cessn~ 300 Nav/Com (Type RT-385A),Operating Controls
¡ and lndicators (Sheet 1 of 3)
'~

2
 v

II
PILOT'S OPERATING HANDBOOK CESSNA 300 NAV ICOM
SUPPLEMENT (TYPE P.T-38SA)

3. NAVIGATION O"PERATING FREQUENCY READOUT.

4. ID-VOX-T SWiTCH. Wltb VOR or Loe stalioQ selected. lo ID positibo, stalion

identifier signal is audible: in VOX' (Vo¡ee) position. ideuti.ficr signal is supo
pressed: in T (Momentary On) "position, the VOR navigaliona.l self-test funclion is'
selected.

5. NAVIGATION RECEIVER FRACTIONALMEGAHERTZ SELECTOR. Selects

Nav frequency in .OS.MHz sleps between .00 a.nd .95 MHz: simultaoeously selecls
paired glide slope frequency aod DME cbannel.

6. NA V VOL CONTROL - Adjusts volume oC navigation recelver audio.

7. NAVIGATION RECErVER MEGAHERTZ SELECTO'Ft - -Selects NAV frequency

in 1.MH:t steps between 108 and 117 MHz; simultaneously selects paired glide.
slope frequency a.nd DME ch:tnnel.

I,
8. COMMUNICATION RECEIVER-TRANSMITTER FRACTIONAL MEGAHERTZ
SELECTOR. Dependingon position ol5.Q switch, seleets COM frequency in .05.
MHz steDs between .000 aod .!n5 MHz. The 5.0 switch ideotiíies the lastdigit as
either 5 or
O. . .

•
9. SQUELCH CONT?OL - Used to adjust signa.l lhreshold necessary to l\ctivate
COM receh.'er audio. Clockwise rotalion ¡ncreases background noíse (deereases
squelch action); counterclockwíse rolation decreases background ncise.

1 -=-
lO. COMMUNICATION RECEIVER-TRANSMITTER MEGAHERTZ SELECTOR -
Seleets COM frequency in 1-MHz steps bet~yeen 118 and 135 MHz.

i 11. COM OFF. VOL CONTROL - Combination

turns on NAV/COM
on/off switch and volume control;
sel and canhols volume of eornmunications reeeiver audio.
1 12. Be LAMP . Amber lIgbt illuminates when the autopnot" or rever se sen se option
is insta.lled ahd the reverse sense switch or autopilot.'s back-course runcUon i.s
engaged; indicates course deviation pointer is reversed on seleeted receiver when
tuned t.o a localiz.er frequency. .

13. COURSE lNDEX - Indieates seleeted VOR course.

14. COURSE DEVIATION POINTER - Indicates c0tfrse deviation from selected

omni COUTseor localiz.er eenterHne. V
15. GLIDE SLOPE "OS" FLAG - When visible, red es Oag indicatesunreliabte glide
slope signal oI' improperly operating equipment. Flag di.sappears when a reliable
glide slope signal is being received.
I 16. GLIDE SLOPE DEVIATlON POINTER • Indicales deviation rrem ILS glide
I slope.

1 17. NAV/TO-FROM INDICATOR - Operates only with a VOR or loealizer signa!.

Red NAV posiHon (Flag) indicates unusable signal. With usable VOR signa!.
!
¡ indicates '\vhether seleeted course is TO or FROM station. With usable localizer
j signa!. snows TO.
L
Figure 1. Cessna 300 Na:v¡Com (Type RT.385A), Opera.ttng Controls
and Indicators (Sheet 3 0[3)

.J
 CESSNA 300 k."jy /COíll PILOT'S OPERA TING HANDBOOK
. (TYPB Fi'r'.385A) SUPPLEMENT

I .
18. RECIPROCAL COURSE iNDEX _Indicales reciprocal ol selected YOR course.
,
I
. .
18. QMNI BEARING SELECTOR (oas) - RoLales course card lo select desired
course. ! i

20.
I I .
AUTOMATrC RADIAL CENTERING (ARC) PUSH.TO/PULL.FRSELECTOR •
In center det~nt. functions as conveD\ional OB$. Pushed lo inDer (Momentary
00) posit.ion.lturns OBS course card to center course deviaÜon poinlerwitb a.TO
!lag, theniret~rns lo cOl?veotiona.1 OBS selectiOD. Pulled Lo Ot:ler detento continuo
ously drives .oas course card to indicate bea.ring (rom VOR statioc. keeping
cour~e d~viation paloter centere.d. with a FROM na.g. A~C functioo will ool
ooera.te on localizer frequencies.. :

21. ;UTOMf>.Jn¿ RADL-U CENTERING {ARe} LAMP - Amber lighL illumina~es

when Au~bm~tic Radial Centering is in use.
I
22. COURSE CARD Indicales selecled VOR course under course indexo
I I i
I

,
. i
Figure 1. Cessna 300 Nav/Com (Type RT-385A), Operating Controls
1 . a.nd Indicators (Sheet 2 ol 3) ,
 PlLOT'S OPERATING HANDBOOK CESSNA 300 NAV/COM
SUPPLE1YlENT (TYP¡;; RT.385A)

the receiver.transmitter. In addition. when two or more radios are

il1stalled. aircraft mounted transmitter selector. and speaker/pbooe
switch es are provided.

SECTION 2
L1MITATIONS
There is no changa to the airpla.nc limitations wben this avjonic
equipment is installed. However, the pilot sbould be aware that an many
Cessna airplanes equipped with the windsbield mO'.lnted gHde slope
antenna, pilo!s shouldavoiduse of2700~ 100RPM (or 1800~ 100 RPM wilh a
lhree hladed propeller) during ILS approaches lo avoid oscillalions of the
glide slope devi~tion painter caused by propeller intc.rference.

SECTION 3
EMERGENCY PROCEDURES
~ ~.
There is no change to the airplane emergervcy procedures when this
avionic equipment i5 installed. However. ifthe frequency rcadouts faíl. the
radio wi11 remain operational on the last frequeo.cy .selected. Tbe fre-
quency controls should not be moved due to the düficu1ty oí obtaining a
known frequency under this conditioD.

SECTION 4
NORMAL PROCEDURES
COMMUNICATlON RECEIVER-TRANSMITTER OPERATION:

1. COM OFF/VOL Control.- TURN ON: adjusl to desired audio level.

I
2. XMTR SEL Switch -- SET lo desired 300 Nav/Com (on audio
control panel). . . .
3. SPEAKER/PHONE (or AUTO) Switch .- SET lo desired mode (on
audio control panel). . . . .
4. 5-0 Fractional MHz .Selector Switch:-- .8ELECT desired operating
i: '5.
frequency (does Dot affect navigatioD frequencies).
COM Frequency S~lecto'r Switches -- S~LECT desireo operating
.
! frequency ..
6. SQ Control -- ROTA TE counterclockwise lO decrease background
.noise as required. _

5
 . . : I

CESSNi .. ;lOol N i} VI COM

(TYPE j,:T-385A) PILOT'S OPERATING HANDBOOf{
SUPPLEMENT
!
7. Mike ;But..ton:
a. To T~ansmít -- DEPRESS ando SPEAK into microphonc_

I I NOTE.
Sidet<?ne; may be selected on all rnodels except 152 rnodels
by placing the AUTO 'selector switch in either the
SPEAKER or PHONE positions_ On 152 models, sidetone
i5 const':nt in both the SPEAKER and PHONE positions_
Howej,er~, tbe 152 models have a SIDETONE VOL control
lhat niaYibe used' to adjust or suppress speaker sidetone_

b. To:Receive -- RELEASE mike button_

NAVIGATION OPERATION:
I, 'I
1. COM OFF¡/VOL Control -- TURN ON,
2. ,
SPEAKER/PHONE
. (or AUTO) Switch -- SET to desired mode (on
audIo qon¡trol panel).
3. NA V F:'requency Selector .Knobs -- SELE.CT desired operating
frequency.
4_ NAV \(OU -- ADJUST to desired audio level.
5_ ID-VOX-1j Switch: .
a_ To 'Identify Stalion -- SET lo ID to hear navigation station
identi~ier signal.
b. To Filler Out Slation Identifier Signal __SETlo VOX to include
CÚtér in audio circuit.
6. ARC PVSH-TO/PULL-FROM Knob (U Applicable):
a. To Use As Conventional OBS -- PLACE in center detent and
sel~ct desired -course. . .
b_ To Obt:'in Bearlng TO VOR Slation --P.USH (ARC/PUSH-TO)
knop tb inner (momentary on) position. .'

NOTE

ARe l~JnplWil1 ill~n1ina.te~mber whil.e the course card is

moving to oenter witb the coursedeviation pointer. After
alignment ihas been achieved to reflect bearing to VOR.
automatiC ~adial centering will automatieapy shut down,
eausing' thé ARe lamp to go out.

c_ To Obtain Contínuous Bearing FROM VOR Slalion __ PULL

(ARCI ~ULL-FR) knob to outer detento
" .

: NOTE
f,
ARC Ia1P
I

wiJI iJlulinat". amber, OBScourse card wiII ;

f
6 Il.
PILOT'S OPERATING HANDBOOK CESSNA 300 NAV/COM
SUPPLEMENT (TITE RT-385A)

turn to center the course deviation pointer l"vith a F'ROM

flag to indicate bearing fro.m VOR station.

7. OBS Knob (lf Applicable) -- SELECT desired course.

VOR SELF-TEST OPERATION:

1. COM OFF/VOL Control -- TURN ON.

2. NA V Frequency Selector Switches -- SELECT usable VOR station
signaL
3. OBS Knob ~. SET [ar 0° course at course index; course deviation
pointer centers ar deDeets left ar right, depending on bearing of
signal; NA V/TO-FROM indicator ShO~ sTO or FROM.
4. ID/VOX/T Switch ,- PRESS toTaod OLD at T; COLlrsedeviation
poioter ceoters and NAV/TO-FROM i dicator shows FROM.
5. oas Knob -- TURN to displace course approximately 10° to either
side oí 0° (while holding ID! VOX/T to T). Course deviation pointer
deDeets full scale in directio"ncorrespol\ding. too course displace-
ment. NAV/TO-FROM iodicator shows FROM.
6. ID/VOX/T Switch -- RELEASE for normal operation.

NOTE

This test does not fulfill the requirements of FAR 91.25.

SECTION 5
PERFORMANCE
There i5 no change lo the airplane perform"ance when this avionic
equipment is installed. Howeve.r. tbe installation oí an 'external1Y'ffiounted
antenna. or several related external antennas, will result in' a minor
reduction in cruise pe:don::nance. .

7/ (8 hlank)
 PILOT'S OPERATING HAWl!'OOK CESSNA 300 ADF
SUPPLEMENT (TYPE R-546E)

SUPPlEMENT
CESSNA 300 ApF
(Type R-546E)

SECTION 1
G£NERAL
The Cessna 300 ADF is a panel-mounted, digitally temed autom'tic
direction finder. It is designed to provide continuous 1 kHz digital tuning
in the frequency range oí 200 kHz to 1.,699 kHz and elimi.nates the need for
J.'.echanical band switching. The system i5 comprised dí a receiverJ loop
antenna, bearing indicator and a sense antenn.1.. .In.ac!dUian, when two or
more radios are installed, speaker-phone selector switches are provided.
Each control funclion is described in Figure 1. .

The Cessna 300 ADF can be used for position piotting arwldDming
procedures, and for auz:al reception oí 'amplitude-moaulated (Al•..
1) -signals.

With the function selector knob al ADF, the Ces~na 300 ADF provides
a visual indication, on the b~:ring indicator, of the bearing to the trans-
mitting station relative ta the nose oí the airplane. TI>Jsis done by cam-
bining signals fraID the sense antenna with si~ls fraro the loop antenna.

With the function selector 10mbat REC, the Ces::;n:l 300 ADF uses only
the sense antenna and operates as a conveotionallow-frequency receiver.

The Cessna 300 ADF is designedto receive transmission from the

follO\ving radio ~acilities: commercial broadcast slations, low-frequency
range staUons,. FAA radio beacons, and ILS compass locators.

j
1
j

, .'
1 01 6
 i
CESS"iA ,;JO AlDF PILOTS OPER;" TING HANDBOOK
(TYP,; R-546Ej
SUPPLEMENT
I,
I

I
,

1. OFF IvorJ CONTROL - Controls primarypower and audio output

leve1. Clockwise rotation Iram OFF position applies primary
power to receiver; furlhet clockwise rotation increases audio leveI.

2', FREQUENCY SELECTORS - Knob (A) seleels 100-kHz inere-

ments oI teceiver [requency 1 knob (B) selects lO-kHz in cre- ~
ments, an~ knob (C) seleets l-¡¡Hz inerements.
II
I
Figure 1. Cessna '300 ADF Operating Controls and Indicators (Sheet 1 01 2)

2
I
PILOT'S OPERATING fL\NDI300K CESSNA 300 ADF
SUPPLEMENT (TYPE R-546E)

3. FUNCTION SWITCH:
BFO: Selects operation ás cornmunication receiver using
only sense antenna and activates loaD-Hz tone beat
frequency oscillator to permit CDded identifier o!
stations transmitting keyed CW signals (Morse
Code) lo té heard.

REC: Selects operation as standard cornmunication re- .

ceiver using ooly sense antenna..

ADF: Set operates as automatic direction finder using loop

and sense antennas. ." .

TEST; Momentary-on position used during ADF operaban

to test bearing reliability. When held in TEST
positíon, slews indicator pointer c;lqckwis€; when
released, ii bearing i5 reliable, pointer returns
to original bearing pasitioo.

I 4: INDEX (ROTATABLE CARO) - Indicates relative, magnetic, ar

i
true heading oI aircralt, as seleeted by HDG control.

5. POINTER - Indicates station bearing in degrees oí azimuth,

relative to the nos€! oí lhe aircraft. When'heading control is
adjusl'ed, indicates relativeJ magnetic, or true bearing oí
radio signal.

1 6. HEADlNGCONTROL
magnetic,
(HDG) - Rotates card to ser in relative,
or true bearing informatión.

fj
!1

Figure 1. Cessna 300 ADF Operaling Controls and Indieato,s (Sheet 2 012)

3
 CESSNA300 ADF
PILOT'S OPERATING HANDBOOK
" (TYPE R.'546E)
SUPPLEMENT

SECT.,ON 2
lIMITATlONS
I

There is no change t6the airplane limitations when rhis avionic

equipment is i~sbmed. '
I I '

, I SECTlON 3 I
I EMERGENCY PROCEDURES
There is no change to the airplane emergency procedures when this
a,ionic equipm~ntiis installed.
! ¡

I SECTION 4 i

I NORJALPROCEDURES'
TO OPERATE AS A COMMUNICATlONSRECEIVER ONLY:
i I ' )
(1) OFF/VOlJ Control _. ON.
(2) Function Selector Knob -- REC. !
(3) trequency Selector Knobs -- SELECT operating'frequency.
(4) ADF SPEAKER/pHONE Switch -- SELECT speaker or phone
position as desired.
(5) VOL Cbnti-ol -- ADJUST to desired listening level.

TO OPERATE ~S
I
lNI AUTOMATIC DIRECTION FINDER: I
, '
(1) OFF/VOLControl.- ON.
(2) Frequebcy' Selector Knobs -- SELECT operating trequency.
(3) ADF SpEAKER/pHONE Switch -. SELECT speaker or phone
position. ! i '

(4) Function Se!lector Knob -- ADF position and note relative bearing
on incticator ~ i . i

(5) VOL Contr!>l -- ADJUST to desired listening level.

,
,
, ,

TO TEST RELIABll.ITY OF AUTOMATIC DIRECTION FINDER:

(1) Function Sele'ctor Knob,-- ADF position and note relative bearing
on indicatQr JI--==-
(2) Function Selector Knob -- TEST position and observe that pointer
moves away Jrdm relative bearing at least 10 to 20 degrees.
(3) FunctioJi SJlector Knob -- ADF posilion and observe that pointer
returns te same relative bearing as in step (1). .

4 ....;,
 . PILOT'S OPEIHTING HANDBOOK CESSNA 300 A DF
SUPPLEMENT (TYl'E R-546E),

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 Iistening leve!.

NOTE

A IODO-Hz tone is heard in the auaio output when a C\V

sign.l (Morse Code) is tuned in properly.

SECTlON 5
PERFORMANCE
There is no change to tile airplane performance when this avi.onie
equipment i5 installed." However, the instal1ation oí an externally mount-
ed antenna or several related external antennas, wi11 result in a minar
reductio~ in cruise performance.

I
'1¡
• 1
I
•
!
, ,
5./(6 blank)

L
 , . CESSNA 300 TR".NSPO?illER
PILOT'S OPERATING HANDDOOK
.SUPPLEMENT -. AND ENCODING ALTIMSTER

SU PPlEM ENT
CESSNA 300 TRANSPONDER
(Type RT-359Al
ANO
OPTIONAl ENCODING AlTIMETER
(Type EA- 4 01 Al

SECTlON 1
GENERAL
The Cessna 300 Transponder (Type RT-359A), shown in Figure 1, ls
the airoorne component ol an Air Trirlfic Control Radar Beacon System
(ATCRBS). The transponder enabJés the ATC ground controller to "see"
and identify the aircraft, while in flight, on the control center's radar-
scape more readily.

The Cessna 300 Transponder consists oí a panel-mounted unil and an .

externaIly-mounted antenna. The transponder receives interrogating pulse
signals on 1030 MHz and transmits coded pulse-train reply signals on 1090
MHz. It is capable oI replying to Mode A (aircraft identification) and
Mode C (altitude reporting) interrogatlons on a selective reply basls on any
o[ 4,096 information code seleclions. When an optional panel- maunted
EA -401A Encoding Altimeter (not par! oí a stand";íd 300 Transponder sys-
tem) is included in the avionic configuratian, lhe evansponder can provide
. alHtuae reparting in 100-foat incremenls between -1000 ano +35,000 feet.

All Cessna 3qp Transponder .operating controls, with the éxception oI

the optional a1tilude encoderls' altimeter setling knob are loc2.led on the
l

front panel of the unH~ The altimeter selting knob i5 10caled on the encoding
allimeler. Fundioos of.t~e óperating controls are described in Figure 1.

1 01 6

L
 I
,. CESSNiI'300 1jR~NSPONJ)ER PILOT'S OPEMTJNG HANDBOOK
AND ENCODlNG ALTIMETER SUPPLEMENT

,
I .
; I
@)-
. ,

,
1. FUN(i:TION
I I
SWITCH - Controls application oí power and
• •

selects transpooder operatio¡¡- mode, as 10Ilows:

OFF - '!'urns út ofl. "
. SBY - Turns set on far equipment warm-up.
0N! - Turos set on and enab1E~s transponder to transmit
!: Mli1deA (aircraft identüication) reply p.11ses.
ÁL'1' - TurrtS set on and enables transponder to transmit
i eilher Mode A' (aircraft identification) reply
i pulses or Mode C (altítude reporting) pulses se-
I lected automatically by the interrogatirlg signa!.

2. REPLY LAMR=..Lamp flashes to indicale tran~mission 01 reply

pulsels; ~lows steadily to indicate transmission'of IDENT pulse
. or satislaclory self-lesl operation. (Reply Lamp will also glow
steadily'during initial warm-up period.)
I I
i :
Figure 1. Ce.ssna 300 Transponder and Encodin¡¡-Altimeter (Sheet J 01 2)
.~ I '. . '
, .-J
2
 .-\1, PILaI"S OPERATING H.~NDBOOK
SUPPLEMENT
CESSNA 300 TPANSPONDER
AND ENCODlNG ALTIMETER
i
,
I

3. IDENT (ID) SWITCH - When depressed, seleds special pulse

identilier to be transmitted W.i~h transponder reply to
effecl irnmecliale identüication oí aircraft on grauna con-
lrolIer's display. (RepIy Lamp 'mil gIow stea.dily during
duration of IDENT pulse transmission.)

4. DlMMER (DlM) CONTROL - AlIows pílol lo control brilIiance o[

reply lampo

5. SELF-TEST (TST) SWlTCH -- When depressed, causes lrans-

pender lo generate a self-interrogating signal to provide a check
0' transponder operation. (Reply Lamp will glow steadily"to
verify self test operation.)

6. REPLY-CODE SELECTOR KNOBS (4) - Select assigned

Mode A reply codeo

7. P.EPLY-CODE I1'ITIICATORS(4) - Display selecled Mode A

reply codeo

8. JOOO-FOOTDRUM TYPE lNDfCATOR - Provides digital alti-

tude readout in IODO-foot increments between -1000 ieet and
+35,000 feeL When altitude is below" 10, 00f¡lfeet, a diagonalIy
striped flag appears in the 10,000 fool "win~ow.

9. OFF INDICATOR WARNING FLAG - Flag appears aCross aIti-

tude readout when power is removed from the altimeter to indi-
cate that re.adout is not reliable.

10. 100-FOOT DRUM TYPE lNDlCATOR - Provides digital alti-

tude readout in"lOO-foot incremenls between O feet and JODOfeet.

11. "20-FOOT INDICATOR NEEDLE - Indicates altitude in 20-foot

increments betweeri O feet and 1000 feet.

12. ALTL\IETER SETTlNG SCALE - DRUM TYPE - Indicates se-

lected a!timeter settlng in the range of 27.9 t"o31. O ¡nches of
mercury on the standard a!timeter or 950 to 1050 millibars
on the optional altimeter.

13. ALTIMETER SETTING KNOB - Dials in desired alti~eter

setting in"the range of 27.9 to 31. O lnches bf inercury on the"
.e.: standard aItimeter"or 950 to' 1050 millibars on the opliooal
altimeter. .

Figure 1. Cessila 300 Transponder and Encoding Altimeter (Sheet 2 of 2)

'-

L
 CESSNA 300: Trt,\NSPONDE:.R PI LOT 'S OPEHA T1NG HANDBOOK
'. A]'iD ÚCOr:JING ALTl:IIETÉR SUPPLEiI'lENT

SECTlON 2
L1MITATlONS
There í~n~ ch3!lge to the airplane limitations when this ayíonic equip- :
ment is installed. ' ,
, 1

SECTION 3
, EMERG~NCY PROCEDURES
¡ I . i
TO TRANSMIT AN EMERGENCY SIGNAL: !
I .,
(1) Function Switch -- ON. i
(2) RepIy-Code Selector Knobs -- SELECT 7700 operating code.
(3) ID Switch -- DEPRESS .then RELEASE to effect immediate identi-
fication .qf ~aft on ground controller's display.

TO TRANSMI~
COMMUNlCATIÓNS
J
SIGNAL REPRESENTING LOSS OF AICL
(WHEN IN A CONTROLLED ENVIRONMENT:
, '

(1) Function Switch -- ON.

(2) RepIy-Code Selector Knobs -- SELECT 7700 operating code
for I minute~ then SELECT 7600 opepting code for 15 minutes and
- then REPEA:T this procedure at same interva1s lor remainder of l
. l. . I
flíght. i I "' ,.
(3) ID Switch'-- DEPRESS then RELEASE at intervals to effect
immediat~ identi!ic~tion oI aircraít on ground controller's display.

SECTlON 4
,NORMAL PROCEOURES
i
BEFORE TAKEOrF,:

(1) Fundion' Switch -- SBY.

-==-. . I .

TO TRANSMIT MODE A (AIRCRAFT IDENTIFICATION) CODES IN

FUGHT: : I
I i A
(1) Reply"Code Sele1J:tor Knobs -- SELECT assigned code.
l'
,
,i
4
 PILOT'S OPERATING HANDBOOK--.. . CESSN.~ 300 TR~NSPONDEn
SUPPLEMENT AND ALTITUDE ENC002R (BLIND)

SUPPLEMENT

CESSNA 300 TRANSPONDER

(Type RT-359A)
ANO
OPTlONAL ALTITUDE ENCODER (BLlND)

SECTlON 1
GENERAL
The Cessna 300 Transponder (Type RT-359A), shown in Figure 1, is
the airborne component oí an Air Traffic Control Radar Beacon System
(ATCRBS). The transponder enables lhe ATC ground conlrol1er lo "see"
and identüy the aircraft, whi1e in flight, on the control center's radarsc:ope
'".more rearo Iy.

The Cessna 300 Transponder system cansists oí a panel-mounted"unit

and an externally-~ounted antenna. The transponder receives interroga-
tian pulse signals en 1030 MHz and transrnits pulse-trajo reply signals on
1090 MHz. The transponder is capable oí replying to Mode A (aire raft
idenlification)and also Mode e (altitude reporting) when coupled to an op-
Uonal altitude encoder syslem. The lra,,!,ponder is ~apable of replying on
both modes oí interrogation on a selective reply basi~ on any oí 4,096 io-
formation code selections. The optional altitude encoder.system (ool part
OÍ a ,standard 300 Transponder system) required for Mode e (altitude re-
porting) operation consists oí a .completely independent remote- mounted
digitizer that i5 connecLed to the static system anó supplies encoded al-
: titude irúormation to the transponder. \Vhen the altitude encoder system
is coupled lo the 300 Transponder syslem .. altitude reporting capabilities
ar~ available in 100-fool incremenls-between -1000 and +20,000 IeeL

All Cessna 300 Transponder operating controls are located on .the Iront
panel Di the unit. Functions oí -lhe operating conlrols are described in
Figure 1.

1 of 6

j
 i

CESSNA300 -j'RANSPONDER PILOT'S OPERATING HAND1300K

AND ALTlTUDE ,ENCODER (BLIN1J) SUPPLEMENT
I I
! 4

"(~
,,
I • ~ •

i I ,
1. FUNCTION SWITCH - Controls applieation of power and seleets
transponder operating mode as follows: . .
1 ' ..

.OFF,- Turns setoff,

SJ$Y ,~ Turos set on for ~uipment warm-up or standby pow.er,
ON . '- Turns set on and enables transponder to transmit
.' I Mode A (aireraft identifieation) reply pulses,
ALT ,- Turns set on and enables transponder to transmit
I : either Mode A (aircrart identüication) "reply pulses
. or Mode C (altitude reporti'ng) pulses seleeted auto-
,.
: matiéally by the ,interrogating signaL
1
2. REPLY I.4MP - Lamp flashes to indicate transmission ol reply
pulses;¡ glóws steadily to indicate transmission oí IDENT pulse
or satislactory self-test operation, (Reply lamp will also glow
steadily during initial warm-up period.)

Figu~e 1. bJsna 300 Transponder ~nd Altitude Encoder (Elina)

i (Sheet 1 o(2)

2
 PILar's OPERATING lG\NDDOOK CESSNA 300 THA NSPONDER
SUPPLEMENT AND ENCODlCiG ALT!'VIETER '.

(2) Function Switch -- ON.

(3) DIM Control - - ADJUST lighl br.illiance oC reply lampo

NOTE

During normal operation with funelion sJitch in ON posi-

tian, reply lamp flashes indicating transponder replies
to interrogations.

(4) ID Bulton -- DEPRESS momentari!y when instructed by ground

controller to Irsquawk IDENT'~ (repJy Jarop wiH glow steadily. in-
dicating IDENT operation).

'1'0 TRANSM1T MODE C (ALTITUDE REPORTING) CODES IN FL!GHT:

(1) Off lndicator Warning Flag -- ,VERIFY that flag is cut 01 view On
encoding altimeter. . .
(2) AltitlJde Encoder Altimeter Setting Knob -.- SET IN assigned
local altimeter setting.
(3) Reply-Code Selector Knobs -- SELECT assigned code.
(4) Function Switch -- ALT.

NarE

í
l
\Vhen directed by ground controller
squawk". turo Function Switch
to "stop aHi tude
to ON for Mode A
f
¡
operation' only.
!
,1
NOTE

. Pressure altitude is transmitted by the lransponder

for aHitude squawk and conversion to indicated alti-

~,
. t

1
tude is done in ATe computers. Altitude squawked
will only agree. with indicated altitude when the local
altimeter setting in use by the graund controller is
set in the encodlng alt¡mcter.
¡ (5) DIM Control -- ADJUST Iight brilliance ~[ reply Iamp.
i, j
¡ '1'0 SELF-TEST TRANSPONDER OPERATION:

; (1) Function' Switch _.c SBY and wait 30 s~conás fo~ equipment lo
warm-up.
(2) Function Switch -- ON or ALT.
r

I . !

I , . Ct,C'.'A 3QO TPV~~S?O?'DEH . PI LOT'S OPERA TlNG HANDBOOK

A1'<"D2:NCODING JI LT[\'íETER SUPPLEMENT

(3) TST BultQn - - DEP¡:lESS and HOLD (reply lamp should líghl with
tulJ bri lliance' rcgardless of DH.-1control setting). .
(4) TST Buttqn -- Release for ,normal operation.

SECTI O NS
PERFORMANCE
There is no change to the airplane performance when this avionic
equípmenl ís inslalled. However,' the installation ol an externally mount-
ed anteIUla ar seve:ral related extern?-l antennas, will result in a minar
reduction in cruis~ perÍormance.
I . .
 ~
PILOT'S OPERATING IL'\NDBOOK CESSNA 300 TRANSPONDEH
SUPPLEMENT
AND ALTITUDE ENCODEH (BLn-.lJ)

3_ IDENT (ID) SWITCH - When depressed, seleels speciol pulse

identifier to be transmitted with transponder reply to effect
immediate identification of aircraJt on ground controllerts dis-
play. (Reply lamp wil! glow steadily during duration 01 IDENT
pulse transmission.)

4. DlMMER (DIM) CONTROL: - Allows pilot to control brilliance 01

reply lampo

5_ SELF-TEST (TST) SWITCH - When deptessed, caUses trans-

ponder to generate a self-interrogating.S"ignal to provide a check
oí transponder operation. (Reply lamp w111glow steadily to
verify sel1-test operation.) .

6. REPLY-CODE SELECTOR KNOBS (4) - Select assigned Mode A

reply,code. .

¡
I 7_ REPLY-CODE INDlCATORS (4) - Display selected Mode A
reply code.

a. REMOTE-MOUNTED DlGITIZER - Provides an altitude reporting

cade range oí -1000 feet up to the airplane's maximum service
:j ceiling.
"j
.~

I
1
i
1

I,
Figure 1. Cessna 300 Transponder and Altitude Encoder (Blind)
(Sheet 2 01 2)
 I
I CESSi'''' ,lOO TIIMiSPOSDER P!LOT'S OPEfu\TING HANDBOOK
,AND A LT kTlJl) E EiNCODER (BLlND)'
I SUPPLEMENT
I
! ~

SECTlON 2

i
lIMITATlONS
There is no ch1ange lo the airplane limitations ~hen ttÚs avionic equip-
men! is installed. IHowever, a placard labeled "ALTITUDE ENCODER
EQUIPPED".mu'sl be installed near lhe a!timeler. '

SECTlON 3
. I I
IEMERGENCY. PROCEDURES
,

'1'0 TRANSMlT ÁN EMERGENCY SIGNAL:

i ¡
(1) Functioh S{¡,.itch -- ON.
(2) Reply-Code Selector Knobs -- SELECT 7700 operating code.
(3) ID Swit¿h J_ DEPRESS then RELEASE lo effecl i.rtmediate identi-
iication oí a~rcraft on ground conlroIler s display. 1

i ; '. ,
. i . . .
'1'0 TRANSMIT Al SICNAL REPRESENTING LOSS OF ALL
COMMUW CATIONS i(W!lEN :iN A eONTROLLED ENVIRONMENT):
,1 '. I .
(1) Functiorl Switch --ON.
(2) Reply-Code Selector Knobs -- SELECT 7700 oper"cling code for
1 minute; th~nSE¡;ECT
I! .'
7600 operating
.
code for 15 minules and lhen
REPEA T thiS pfocedure al same intervals lar remainder oí flight ..
(3) ID Switch -+
DEPRESS then HELEASE at intervals.to effecl
irnmediate id~ntpication oí aircraft on ground controll~rfs display.
I

I SECTlON 4
¡
¡

,N'ORMAl PROCEDURES
j ;

BEFORE TAKEOEF:, ~

(1) Function ISwitch -- SBY.

: l' . •

;
'1'0 TRANSMIT MODE A (AIRCRAFT
• .' I
IDENTIFICATION) CallES I
IN FLIGHT:
I .

(1) Reply-Code Selector Knobs -- SELECT asslgned coi:le.

.~
:1
4 ¡
j
I
PILOT'S OPERATING HAND800K CESSNA 300 Tn.~NSPONDER
SUPPLEMENT AND ALTITUDE ENCODER (BLL'<lJ)

(2) Function Switch -- ON.

I
(3) D1M Control -- ADJUST Iighl bri!Iiance 01 reply lampo

NOTE

During normal operation with funcHon switch 'in ON posi-

tian, reply lamp f1ashe"s indicating transponder replies
to interrogations.

(4) ID Button -- DEPRESS momentarily when instrucled by ground

conlroller lo "squawk IDENT" (reply lamp will glow slcadily, in-
dIcaling IDENT operalIon).
~.

I
TO TRANS"'[JT MODE C (ALTITUDE REPORTING) CODES IN FLIGHT:

(1) Reply-Code Selector Kriobs -- SELECT .ssigned codeo

(2) Function Switch -- ALT.
~
NOTE ~

1 When directed by gramd controller to "stop altitude

~awk", turn Function Switch lo ON for Mode A
I
f
operation oo1y.

1
I NOTE

Pressure altitude is transmitted by lhe lransponder

lar altitucte squaw-k and c0nversion to indicated aiti-

j tude is done in ATC comp~ters. Altitude squawked .

will only agree wUh indicated altitude when the local
altimeter selting in use by the ground controller
sel in the aircraft altimeter.
is .
1
(3) DIM Control -- ADJUST light brilli'nceo[ reply lampo
1
!
¡ TO SELF-TEST TRANSPONDER OPERATION:

(1) Fundian Switch -- SBY and wait 30 seconds far equipment to

1; warm-up.
(2). Function Switch --.ON or ALT. ..,
r (3) TST Bulton -- DEPRESS (reply lamp should light brightly
regardless oí DIM control setting).
(4) TST Button -- Release for normal operation.

, ,
5
 CESS:-;'\ 300 T/Z,\NSP01\JJER
•• < , I PIWT'S OPER~TING HANDBOOK
'AND J\LT/TlJ1)E E"CODEH (J3LI1';1))
SUPPLEMENT
I

I, SECTION 5
PERFORMANCE
There is no change lo the airplane performance when this avionic
.equipment is instaÚed, However, t~e installalion of an externally mounted
antenna or severallrelated extern~ antennaS, will result in a minor re-
duction in cruise performance. .

I,
I

6
 I'lLOT'j UPEEATJNli lL<\NDBOOK CESSNA 400 TR"NSPONDER
SUPPLENlENT -.AND ENCODING ALTIMETEn

SUPPlEMENT
CESSNA 400 TRANSPONDER
(Type RT-459A)
AND
OPTIONAl ENCODING ALTlMETER
(Type EA-401A) ~

SECTlON 1
GENERAL
The Cessna 400 Transponder (Type 4S9A). shown in Figure 1, is the
.airborne componenl oi an Air TrafI.ic Control Radar Beacon System
(ATCRBS). The trans¡x:mder enables. the ATe ground conlroller lo "see ll

and identify the air.craft,~le in flight, on the control center's radar

scope more readily.

The 400 Transponder consists ol a panel-mountéd'unlt and an exter-

nally-mounted antenna. The transponder receives interrogating pulse
signals 00 1030 MHz and transmits coded pulse-train reply signals on
1090 MHz. It is capabJe of repJying to Mode A (airc."aft identification)
and Mode e (altitude repbrting) interrogations'on a se lec ti ve reply- ha~is
on any oí 4,096 informatlon cede selections. when an optional panel
mounted EA-401A Encoding AItfmeler (nol part of 400 Transponder Syslem)
is iocluded in the avionic .conliguration, the transponder can .provide .alti-
tude reporting in 100-foot increments between -1000 and +35,000 feet.

Al! C.essna 400 Transponder operating controls, with the exception oí

the.optional cdtitude encoder's altimeter seUing knob, are located 00 the
front panel of the unU. The att~metet setti:1g knob is located on the en-
coding altimetei. Functions of trae operating'controls are described in
Figure 1.

iCof 6
 I
O:SS" ..\ .100 TRANSPONDER
PILOT'S OPERATlNC HANDBOOK
"Nl) EN[ODIN, 'C 'A LTI?vlE1ER
' , ~ SUPPLEMENT

., ,

Figure 1. Cessna400 Transponder and Encoding Altimeter

,OperatingControls (Sheet 1 01 2)

2
I
PILOT'S OPERATING iLA.NDBOOK CESSNA 400 TRANSPONDER
SUPPLEMENT AND ENCODING ALTIMETER

1, FUNCTION SV.1TCH • Controls ;¡.pplic:l.lion ol 2tl-"Seleds transponde;-

, operaling mode as rollows:
poWCi
11
OfF - Turns set ort.
SBY - Turns sel on (al' equipment 'll'.rm-up or slan.dby ~ •.•.•
ei.
ON • Turns se! on and ("flables tnnsponder lo tr:l.nsmit Mode A {:lirerall
idenliftcation) reply pulses.
ALT - TUins se! on and enables transponder to tra:lsmit ~ither Mode A
(alreraH idenlilication) repl}' p.lIses or.Mode (altihJde reporting)e
I=RJlses. selected 2ulomatieally by the interrog:l.ting signaL

2. REPLY LAMP - Lamp f1ashes to indicale transmission ol reply púlses; glows

steadily lo indicate tr::a.rlsrnission ol lDENT "p.¡l:se Oi S2tís1:lctory seU-test
operatioo. (Reply lamp wLll alst> glow stea.dily during ¡nitia.] "":urn-up period.)

1 3. IDENT (ID) SWITCH ~ When depressed,

lr:l.tlsml!ted wllh tr:l.tls~nder
selects s~clal ~lse ldentilier
reply to~ftect immediate Iden!üication o( 2lr-
to be

cr:út on ground controller's display. (Reply l.amp will glo',l.' steadily dur!:1.g
dur:¡tion of IOE:NT pulse ltansmission.)

4. DlMME:R (DI~l) CONTROL - Atlows pitot lO control brillian.ce oC Reply Lamp.

,1 5. SEU-TEST (TST) S\\-1TCH • When depressed. c:lIuses tnnspOnder to ger.-

erate a seU-¡ncerr~atlng signal to provide a c~eclo:of trinsponder opcrAtion.
;Rep(y l.amp will &low steadily t,) •••erHy seU test ope.alion. J

6. REPLY-CODE SELECTOR SW1TCHES (4) - Selec! assigned ,'-1ode A Reply

Codeo .

7. REPLY-CODE INDJCATORS (4) - Display selected MoC:e A Reply Codeo

~
8. 1000. FOOT DRUM TYPE tl'r"DICATOk. ide$ dIgital altitude rudout
Pro ••.
in lOOO-loot intr"ements between -1000 leel ::I.lId +35,000 leet. When OlUI-
tude is ~low 10,000 leet. a dl2g:)nOllly Slrlped lbg appeus in the
la, OOO-foot wlndow.

9. OF'F' INDlCATOR WARNING fLAG - Flag appea.rs 2CroSS llltlhJde re:¡cotJt

whe" ¡»wer is removed from altiml!'ter to indicate th2t re2dout is not reliable.

10. 100-FOOT DRUM TYPE INDICAron - Provides digital altitude readout In

100.f001 lncreml!'nts bet'\IIeen O f~t 2nd 1000 fee!.

11. 20-FOOT JNDICATOR NEEDLE - Indic2tes alWude ln 20-(oot incr-ement.s

~tween O Ceet 2ll'd 1000 feet.

12. AL TIMETER SETTtNG SCAL£ - DRUM TYPE _ lndlcates sl!'lected 2HI~

meter seU[ng In [~e range o( 28. t to 30.99 inches oC mercur}. on the stan-
dard 2ltimeter or 946 to 1049 millibars on the optional aHimeter.

1J. AL TI)l,lETER SETTING KNOB - Dials in desired altl meter seU!ng In the
r3nge or 27.9 lo Jl. O jnc~es. of mercury On sbndud allimeter or 950 to
1050 milHbars en the eptional.altimeter.

Figure 1. Cessna 400 Transponde'r 'and Encoding Altimeter

Operating Controls (Sheet 2 01 2)

','

3
 ¡

<. CESSNA AOO iTRANSPONDER PILOT'S OPER'ITJNG HANDBOOK

AND ENCODiNG ALTIMETER SUPPLEMENT

SECTION 2
, lIMITATIONS
There is! no change to the airplane limitaHons when this avionic
equipment is installed. . I

SECTION 3
EMERGENCY PROCEDURES
TO TRANSMIT AN EMERGENCY SIGNAL:
i
(l) Function Switch -- ON.
(2) RepJY-Code Selector Switches -. SELECT 7700 operating code.
(3) ID S'yilch -- DEPRESS Ihen RELEASE lo efIed immediate idenli-
iication oí aircraIt on ground controller's display ..
I .
TO TRANSMrr A SIGNAL REPRESENTING LOSS OF AIJL
COMMUNICATIONS
;
(WHEN IN A CONTROLLED ENVrnbNMENT):
.
i
(l) Fundion Switch -- ON.
(2) RepJy-Code Selector SwilChes -- SELECt 7700 operaling code
for 1 minute; Ihen SELECT 7600 operaling eode for 15 minules and
Ihen REPEAT Ihis proeedure at same ¡ntervals for rémainderof
flighl.: . . . . .
(3) ID Sw'¡¡eh ~- DEPRESS Ihen RELEASE al inlervliJs lo effeel
immediate, identification al aircraft on ground conlrollerts display.
. I

!
! SECTlON 4
N O R M A l PRO C E D U R E Si
I . ,
I
BEFORE TAKEOFF:

(l) Functi,on Swi.tch -- SBY.

I
TO TRANSMIT' MODE A (AlRCRAFT IDENTIFIC.'1TION) CODES IN
FLIGHT: I

(1) ReplylCode
,
Selector Switches _. SELECT assighed code.

4
 l'l1.JU.i ,.) V..t~.c.1iAl L\(LJ JiJ\NlJHUOK CESSNA 400 TRANSPONDER
SUPPLEMENT AND ENCODING ALTI:METER

(2) Function Switch -- ON.

(3) DIM Control -- ADJUST Iight brilliance of reply lampo

NOTE

Quring normal operation with f:metion switch .in ON posi-

tion. REPLY lamp flashes indicating transponder replies
to interrogations. .

(4) ID Bullon -- DEPRESS momentari1y when instructed by ground

controller to "squawk IDENT" (REPLY lamp will glow steadily, indi-
cating IDENT operation) .

. TO TRANSMIT MODE C (ALTITUDE REPORTING) CODES IN FLlGHT:

(1) Off Indicator Warning Flag -- VERIFY that flag is out of view on
encoding altimeter. .
(2) Altitude Encoder Allimeter Setting Knob - SET IN assigned
local altimeter setting.
(3) ReplycCode Selector Switches -- SELECT assigned codeo
(4) Function Switch -- ALT.

I
NOTE

When directed by ground controller to."stop altitude

squawk", turn Functioo Switch to ON lar Mode A
operatian anIy.

NOTE

Pressure altitude is transmitted by the transp~nder

lor altitude squawk and conversioo lo indicaled "alti-
lude is done in ATC.computers. AI.titude squawked
will On ly -agree with indicated altitude when the local
aJtimeter setting in use by the ground controller is
sel in the encoding alt.imeter.

(5). DIM Control -- ADJUST Iight brilliance oí reply lampo

TO SELF-TEST
,
TRANSPONDER
. -.
OPERATION:.

(J) Function Switch -- SBY and wait 30 seconds for equipment to

warm-up.

.,
5
 I

CESSNA 400 TRANSPONDER PILOT'S OPERATING HANDBOOK

" AND ENCODING ALTlMETER
SUPPLEMENT

(2) Functlon Switch c_ ,ON Or ALT.

(3) TST !jutton --OÉ;PRESS and HOLD (Reply ¡;ur;¡l should 'light
with [ulI bCi lIiance regardless ol DIM control setting). '
(4) TST Bulton -- Releas e lor normal operation.

SECTI ON 5
PERFORMANCE
There is n1 change lo lhe airplane performance when this avionic
equipmenl is inslaIled. However, lhe instaIlation oi an externaI1y mounl-
ed antenna or several related external anteIUlas, wiil result in a minor
reduetion in cruise performance. .:
,

6
 PILOT'S OPERATING IIANDBOOK CESSNA 400 TRANSPONDER
SUPPLEMENT AND ALTITUDE ENCODER (BLlND)

SUPPlEMENT
CESSNA 400 TRANSPONOER
(Type RT -459A)
ANO
OPTIONAl AlTlTUOE ENCOOER (BlIND)

SECTlON 1
GENERAL
The Cessna 400 Transponder (Type RT-459A), shown in Figure 1, is
the airborne component oí an Afr Traffic Control Rad"-.r.Beacon System
(ATeRBS). The transponder enabIes the ATC ground controller to "see"
and identify the aircraft, while in f1ight, on the control center's radar-
f. scope more readily. .

The Cessna 400 Transponder system consists oC a. panel-mounted unit

and an externa11y-mounted antenna. The transponder receives interroga-
ting Pulse signals o¡i 1030 MHz and transmils puIse-lrain repIy signals
on 1090 MHz. The lransponder is capable oC replying to Mode A (air-
eraH identification) and also to Mode e (altitude reporting) when coupled
to an optional altitude encoder system. Thé transponder i5 capable oí re-
plying on both modes of interrogation on a selective reply basis on any oC
4,096 lIÚormation cede selections .. The optional altitude encoder system
.1 (not part 01 a standard 400 Transponder system) requJred lor Mode e
(:iltitude reporting) operation, consists of a completely independent remote-
mounted digitizer that is connected to the stanc system and supplies en-
coded altitude information to the transponde.r.. When the altitude encoder
system is coupled to the 400 Transponder system, aHitude reporting
capabilitles are avaiJable in lOO-foot lncrements between -1000 feet and
the airplane's maxi.mum service ceiling.

AH Cessna 400 Transponder operating controls are located on the

i front panel oí the ~nit.. Functions oí the operat~ng cdhtrols are described
., in Figure 1. '. y .

,
J 1 oí 6
')

I "
"-, CESSNA .4.00 TMNSPONDER PILOT'S OPERATING HANDBOOK
Al'<"D ALTITUDEENCODER (BLIND) SUPPLEMENT
I •

Oc'' . "
~~
~
:-.,,.
,
,.":_.~~)"
\", ,: "
"

.~
..

.' "-
,
'

, "

1. FUNCTION SWITCH - Controls applie;ttion oi power and selects

transponder operating mode as iollows:
!. !
O,FFi - Turns set off. .
SBY' - Turns set on ior equipment warm-up or standby power.
ON - Turns set on and !,nables transponder to transmit
. Mode A (aircraft identification) repl)' pulses.
ALT,- Turns set on and enabies transponder to transmit
! either Mode A (aircraft identifícaiion) reply pulses
i or Mode C (altitude reporting) "pulses selected auto-.
! matically by the inierrogaiing signalJ
2. REP LY JAMP - Lamp flashes to indicate translission of reply
pulses; glows steadily to indicate transmission of IDENT pulse
OT saiisfa"ctory self~test operaiion .. (Reply lamp will also" glow~
. steadily during initial warrn-up period.)

Figure 1. Cessna 400 Transponder and Altitude Encóder (Blínd)

(Sheet 1 of 2) "

2
 . PILOT'S OPERATING HANDBOOK CESSNA 400 TRANSPONDER
'SUPPLEMENT ANDALTITUDE ENCODER (BLlND)

3. lDENT (ID) SWITCH - When depressed, selects speclal pulse iden-

tifieT to be transmitted with lransponder reply to effect immediate
identificalion of aircraft on ground controlier's display. (Reply
Jamp will glow stcadily during duralion of IDENT pulse trans-
mission. )

4. DIMMER (DlM) CONTROL - Aliows pilot to control brillianee of

reply lampo

5. SELF-TEST (TST) SWITCH - When depressed, causes transponder

. to generate a selI-interrogating signal to provide a check oí trans-
ponder operation. (Reply lamp will glow' steadi1y toO verify self-
test operation.)

6. REPLY-CODE SELECTOR SWITCHES (4) - Seleet asslgned

Mode A reply code.

7. REPLY-CODE INDlCATORS (4) - Display seleeted Mode A

reply codeo

B. REMOTE-MOUNTED DlGITIZER - Provides an altitude reporting

cade range oí -1000 feet up to the airplane's maximum service
eeiling.

¡.

. Figure 1. Cessna 400 Transponder and Altitude Eneoder (Blind)

(Sheet 2 af 2)

• o

3
c',
1
CESSNA 400 TRANSPOXDER
AND ALTJTUDE Ei'iCODER (BLIND)
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
1I
SECTlON 2
II M I fA TION S J
There is no change to tA..e airplan~ limitations when thi~ avionic equip-
ment is installed'. Howev.e~: a placard labeled "ALTITUDE ENCODER
EQUIPPED" mu~t be installed near the altimeler.

SECTION 3
E M E R G E N C y PRO C E D U RE S
I

TO TRANSNiIT A:NEMERGENCY SIGNAL:

i .
(I)' Functio~ Switch.-.- ON.
(2) Reply-Code Selector Switches -- SELECT 7700 operating code.
(3) ID Switch -- 'DEPRESS then RELEASE to e!fect immediate identi-
fication oí atrcraft on ground controller's display. .
, I
,

TO TRANSMITAISIGNALREPRES~NTING LOSS OF ALL .

COMMUNICATIONS (WHEN IN A CONTROLLED ENVIRONMENT):

(J) Function. Switch -e ON.

(2) RepIy-Códe SeIector Switches -- SELECT 7700 operating code
for l minute;¡then SELECT 7600 operating cod~ for 15 minutes and
then REPEAT thisprocedu,'e at same intervals for remainder of
fjight. I '
(3) ID Switch -- DEPRESS then HELEASE at intervals to eUect
immediate idenWication of aircraft on ground controIJer's display.

SECTION 4
NORMAL PROCEDURES
BEFORE TAKEOFF:

(1) Function ?witch -- .SBY. . ~

i '. .

TO TRANSMIT MODE
, A (AIRCRAFT IDENTIFICATION) CODES IN FLIGHT

(1) RepIy-Code Selector Switches -- SELECT assigoed codeo

".".
4
 I
••.-1;
PILOT'S OPERATING JlANDBOOK
SUPPLEMEN1'
CESSNA 400 1'RANSPONDER
ANO AL1'I1'UDE ENCODER (BLIND)

(2) Function Switch -- ON.

...~
, (3) DIM Control -- ADJUST light brilliance 01 reply lampo

i NOTE
.. )
r During normal operalion wilh fundion switch in ON ¡x)si-
tion, reply lamp flashes iridicating transponder replies
to interrogations ..

(4) ID Bullon -- DEPRESS momentarily when instructed by ground

controller to "squawk IDENT" {reply lamp will glow steadily, in-
dicating IDENT operation}.

1'0 1'RANSMI1' MODE C (AL1'ITUDE REPOR1'ING) CODES IN FLlGH1':

(1) Reply-Code Selector Switches -- SELEC1' assigned codeo

(2) Function Switch -- ALT.

NOTE

WTñ!n directed by ground controller

to "stop altitude
squawk", turn Function Switch to ON for M/Pde A
operation only.. V
NOTE

Pressure altitude is transmitted by the transporider .

fer altitud e squawk and conversion too indicated alti-
tude is done in ATC computers. Altitude squawked
will on1y agree with indicated altitude when the local
aHimeter setting in use by the ground controller is
8et in the aircraft alttm.eter.

(3) DIMControl -- ADJUST light.brilliance 01 reply lamp.

1'0 SELF-TES1' 1'RANSPONDER OPERATION:

(1) Function Switch -- SBY and wait 30 seconds' !or, equipment to

warm-up.
(2) Function Switch '-- ON.
(3) 1'S1' Button -- DEPRESS (reply.Qonp shóuld light brightly
regardless oI DIM control setting).
(4) 1'S1' Bulton -- RELEASE lor normal operation.

, ,
5
 CE:SSNA,10Q TP_;NSPúNDE:R PILOT'S OPERATING HANDBOOK
AND ALTlTUDE ENCODER (BLlND) SUPPLEMENT

SECTlON 5
PERFORMANCE
There is no :change to the airplane performance wljen tbis avionie
equipmenl isinslalled. However, lhe inslallalion oí an exlernally mounl-
ed antenna or se!veral related external antennas, will result in a minar
reduction in cru.ise. performance: I

I¡

. I

..~

6 .. ...;".
 Y1Lur::> Ul'.Dtti\.Tli'iU .ti.o..NU¡)UUt\" C£;~:::;1'lj\';UO MAHKt.:l{ BEACUN
SUPPLEMENT (TYPE R.402A)

SUPPLEMENT

CESSNA 400 MARKER BEACON

(Type R-402A)

SECTION 1
GENERAL
The system consists of a 75 MHz marker "beacon receiver. three
indicator lights, a speaker/ phone selector switch. a lighl dimming control,
'an ON/OFF/VOLUlVlE control. and a 75 MHz marker beacon anlenna, In
addition. a HI.LO.TEST switch is provided ón aH a.¡1rplanesexcept lhe 152
series- airplanes for sensitivity selection and test ~lection. On 152 series
airplanes. a HI-LO sensitivity selector switch i5 provided with a separate
press~to-test button.

This system provides visual and aural indicalions oi "75 MHz ILS
marker beacon signals as.the markér is passed. The following table lists
the three most curtent1y uSeS::aarker facilities and their characterislics.

MARKER FACILITIES

MARKER IDENTIFYlNG TONE LIGHT'

Inner Conlinuous 6 dols/sec (300 Hz) White

Middle Alternate dols and daslíes (1306 Hz) Amber

Outer 2 dashes/sec (400 Hz) BIne

* When the identifying tone is keyed. the respective indicating

light will blink accordingly.

Operating -=--
controls and indicator lights are shown and described in
Figure 1.

',' 1 oC 4 ' .'

"
CESSNA 4JO MARKER BEACON
(T'YPE 'R'402t,lj
I
PILOT'S OPERATING HANDBOOK
I SUPPLEMENT !
I
, 1
.}

TYPICAL INSTALLATION
ON ALL 152 MODEL SERIES

,.......,.---..".,.,.....,...,.,..,... '

TYPICAL INSTALLATJON
ON ALL MODELS EXCEPT
.152 MODEL SERIES

Figure 1. Cessna. ~OO Marker Bea.con Opera.ting Control s a.nd Indicalor

Lights (Sheet 1 oI2) ,

2..
 PILuT"S Of'EJ-tA'l'ING HANDBOOK C¡';SSNA 400 1Vú'\RKEH BEACON
,$UPPLEMENT (TYPE H-102A)

1- OFF/VOLUME CONTROL - The sroall. inner control turns tbe sel on or off and
adjusts tbe audio lislening leveL Clockwise rotallan turns the sel 011 and
increases the a.udio level. .

2.. DIM/BRT CONTROL. The large. ouler control provides lighl dirnming ror tbe
. , mark.er ligbts. Cloekwise rotatian inerea.ses lighl intensity .
!
3. TEST SWITCH - (152 Model Series Only) When the g}ess-to-test switch bulton i5
depressed. the marker beacon lighls will illumina{le. indicating lhe lights a.re
opera.tionaJ (the test position is'a, lamp test function only).

4. LO/HI SENS SWITCH. (152 Model Series Only) lo theLO posHion (Up), receiver
sensitivity as positioned for ILS a.pproacbes.1D. the HI posilion (Down). receiver
sensilivity 1s posit1oned for a.irwa.y Oying.

5. SPEAKER/PHONE SWITCH ~ Selects speaker o. phooe for aura! rcception.

6. MARKER BEACON" INDICATOR LlGHTS .• lndlcates passage of ouler, middle

and ioner marker beacons. The OUTER light is blue, tbe MIDDLE light is ambe.
a.nd the INNER light IS white.

7. Hl/LO/TEST SWITCH. (AH Models Except 152 Model Series) In the til position
. (Up), receiver sensitivity is positioned for ai.rvJay. f1ying. In the LO !Josition
(Center). receiver sensitivity is posiLi'oned for lLS a.pproa.ches. In the TEST
position (Down). the ma.rker ligbts will illuminate. indicatlng the li~hts are
opera.tional (the test position is a. Jarop test fUDCtiOD.only).

'0
3
 , I
CESSNA 400 MARKER bS.-\COC;
PILOT'S OPERATlNG HANDBOOK
(TYPE R-402A) 1 .
I SUPPLEMENT
I

SECTION 2
! . . .1IMITATIONS
. There is 'no.1change
tú the airplane limitat¡ons Jrhen this avionic
equipment is: installed.
I

I SECTION 3 I

EMERGENCY PROCEDURE'S
There is no qhange lo the airplane emergency proc.edures when this
avionic équipment i5 instalJed.
i ' .

SECTION 4

I
NORMAL PROCEDURES
TO OPERATE! I

I I

.1,
OFF/VOr!, . Control-o VOL position and .adjust to ~esired listening
level.; : . l'

2, LO/Hl 'SENS Switch .- SELECT Hl position forairway flying or

LO pos,iti9n for lLS approaches,
3: SPKR/PHONZ Switch •• SELECT speaker or phone audio_
4, TEST Switch -. PRESS and ensure tbat marker beacon indicator
lights are ~operative_ .. l.
5, BRT Cdnttol •• SELECT BRT (full clockwise), ADJUST as desired
when il1uminated OVfU marker beacon.

iI ~

SECTlON 5
PERFORMANCE
There is no: ch,ange to the ai.rJ,lane p~rforroa.nce when this avionic
equipment is installed. However, the instal1ation oi an externally mounted
a~a. or severa:.l rela.ted external a.ntenna.s, will result in a minar
re~uction in cruisg,'P~tfo~a.ncé. 1

4
 '1

PILOT'S OPERATING rL~NDB(x)K CE~NA 400 CLIDE SLOPE

SUPPLEMENT V (TYPE R-443B)

SUPPlEMENT
CESSNA 400 GlIDE SlOPE
(Type R-443B)

SECTJON 1
GENERAL

The Cessna 400 GUde Slope is a.n airbcrne nayrg,üion receiver which
receives and interprets glide ~lope signals Irom a ground-based Inslru-
ment Lal1ding System (ILS). It is used"with the loc:al~zer Iunction oí a VHF
navlgation syslem when ri1aking instrl1ment approaches. to an airport.. The'
glide slope provides vertical path guidance while lhe localizer provides
horizontal track guidance. . .

The Cessna 400 Glide Slope syslem consisls oC a remote-mounted

receiver cOt.lpled to an existing navigation system, a panel-maunted indi,-
cator and an externally-mounted antenna. The glide slope receiver i5
designed lo receive ILS glide slope signals on any of 40 channels. The
channels are spaced 150 kHz aparl and eover a frequeney range of 329.15
MHz through 335. O MHz. When a localizer .frequency is selected on the
NAV receiver, the associated glide slope Irequewcy is' se leeted automati-
c.Uy.. V.
Operallon 01 the Cessn. 400 GUdé Slope system is conlrol1ed by lhe
associated navigation system. The functions and indications oC typical
300 series gil de slope indicalors are plctured and described In Figure 1.
The 300 series glide slope indicalors shown in Figure 1 depicl typical.
lndications lor al1 Cessna-crafled glide slope indicalors. However, re-
fer to the 400 Nav/Com. or HSI wrlte-ups U.lhey are lisled in lhls secUon
as options for addilional glide slope lndicators.

SECJI O N2
lIMITATlONS
There is no ehange to' the airplane limitations -when this avionie equip-
ment ls installed. Howe"ver, the pilot should be, a.ware that on many Cessna
airplaJles equipped wíth the windshield-mounted glide slope antenna~ ..pilots
should avoid use 01 2700.100 RPM w;th.a two-bladed propeUer (or 1800.100
RPM with a three-bladed propeller) during lLS .pproúhes to avoid oscil-
lati~os o[ the glide slope deviation pointer caused by progeller inlerference.

1 oC 4
 I
'CESSNA 400' GLIDE!SLOPE P!LOT'S OPERATING HANDBOOK
(TYPE R-443B) ! 'SUPPLEMENT

TYFICAL 300 SERIES GLIDE SLOPE INJ?,ICATORS

l. GLIDE ¡¡LOPE DEVIATlON POINTER - Indicates:devia-=-

tion from normal glide slope.

2. 'GLIDE SLÓPE "OFF" OR "GS" FLAG- When Vis'ibie,

indicat~s u,nreliab!e glide slope signa! or improper!y
operating equipment. . The flag disappears when a re-
liable glid~ slope signal is being received.
!
'¡CAUTIONI

Spurious glide slapesignals may exist in the area

oí the ~ocalizer back course apprQach,'wlüch can ,1

cause the glide slope '~OFFnOI: "as" flag to dis-

appeari and present unreliable glide s!ope informa-
tino. Disteg.ai'"d aH glide'slope signa! i"ndications
when ~aking a loca1izer back course" approach un-
less a glide slope (ILS Be) ls specified on the
approa~h ~nd landing chart. ..
. i

. Figure 1. Typical 300 Series VOR/LOC/ILS lndicator

-. ' '. I
2
 l

PILOT'S OPERAT1NG HANDBOOK CESSNA 400 GLIDE SLOPE

SUPPLEMENT (TYPE R-443B)

SECTION 3
EMERGENCY pOROCEDURES
There is no change to the airplane emergency procedures when this
avionic equipment 15 inslalled.

SECTlON 4
NORMAL PROCEDURES
TO RECElVE GLIDE SLOPE SIGNALS:

(1) NAV Frequency Select Knobs -- SELECT desired localizer

lrequency (glide slope lrequency is automt\.tically selected).
(2) NAV /COM VOX-lD-T Switch .- SELECT ~D position to
disconnect fitter írom audio circuito
(3) NAV VOL Control •• ADJUST to desired listening level to
confirm proper localizer statior..

ICAUTION\
When glide slope "OFF" or "GS" flag i5 visible, glide
slope indications are unusabie.

SECHoN 5
PERFORMANCE
There is no change to the airplane performance' when this avionie
equipment i5 installed.

3/(4 b!ank)
 PILOT:S OPERATING H.'U'IDBOOK DME
SUPPLEMENT
(TYPE 190)

SUPPLEMENT

DME
(TYPE 190)

SECTION 1
GENERAL
I
The DME 190 (Distance Measuring EqiJipment) system consists al a
panel mounted 200 channel UHF transmitter-receiver and an externally
mount.ed antenna. 1'he transceiver has.a single selector knob that changes
the DME's mode oí operation to provide the pilot with: distance-to-station,
tirne-to-station, or ground speed readouts. The DME is designed to aperate
in altitudes up to a maxünum al 50.000 feet at grou:od speeds up to 250 knots
and has a maximum slant range Di 199.9 nautical miles.

The DME can be channeJed independentlyor by a remate NAV seto

\\'hen coupled with a remate NA V setothe MHz digits wiJI be covered over
by a remete (REM) flag and the DME will utilize tbe frequency set by the
NAV setOs channeling"lmobs. When the DME is no"t.coupled with a remote
NA V seto the DME wiil renect the channeJ seJected on the DME unit. The
transmitter operat.s in thefrequency range al i041 to 1150 MHz and is
paired with 108 to 117.95MHz to provide automatic DME channeJing. The
receiver aparates in the frequency range of 978to 1213-MHzand is paired
with 108 to 117.95 MHz to ,provide automatic DME channeling.

AH opera.ting controls Jor the DME are mounted on the front panel of
the. DME-.and are desaribad in -Fi~re 1.

SECTION 2
L1MITATIONS
There is' no change tú the airplane limilations when this avíonic
equipment is inslalled.

. .'
1014
 ~
PME . PILOT'S OPERATING HANDBOOK "
'(1'YPE 190) SUPPLEMENT :;
I :1
, ij.
lt
11

! I
1. READOUT WINDOW • Dlsplays [UDCtiOU readout Ül nautlcal miles (distance-to-
SLatlon).minute~ (time-to-statlon) or kDots (grouod speed). I

2.
i
R-NAV INDICATOR LAMP . The green R.NAV lndicator
I
lamp ls provided to
indica.te the DME i5.coupled to a.n R-NAV system. SiDco this DME 15 oot factory
insLalled with a.n R.NA V system on Cessna airplan8S. the R-NA!.V indicalor lamp
should neverbe illuminated. However. ir an R-NAV system i5 coupled lo the DME.
and wheu in R.NAV mode. Lbe R-NAV la.mp wW ligbl which tndicat.es tbato lhe
dista.nce re&dout:is tbe "way poiut .• taslead 01 the DME sta.tion. ihe
DME ca.non)y
give distance (M?LES) in R.Nav mode. I .
3. REMOTE CHA..JJNELING SELECTOR - Tbls kDob 15held stationary by a stop
wben nOl couplád lo a remate NAV receiver. When coupled lo •. remote NAV
receiver. a stop in U1e se1ectoris removed and U1e selectorbecoates a two.posiUon
select.or. In the fÍrst POSitiOD. tbe DME will utilize.the lrequeocy se.' by the DME .
cha.nneling kn09s~ In the second position. the MHz digits ?"ill util1z.e the fre-
quency set by tb'e NA V unit's chs.nneling luIobs. : I
¡ 1
4, WHOLE MEGAHERTZ SELECTOR KNOB - Select.s opera.ting frequency in 1-
MHz steps betwJeo 108 and 117 MHz: I
I ,
í I

5. f'REQUENGY INDICATOR . Shows opera.ting frequency seJected on the.DME or

displays rem'ote (REM) fla.g to indica.te DME is operating on a.lrequency seJected
by a. remete NAV receiver. ! .-
6. FRACTIONAL'~GAHERTZ SELECTOR KNOB - Selects ope1raung Crequency
in 50 kHz steps. This koob h~s two positiens.,one for t.be O a.nd one lar 'he 5.

7.. FRACTIONAL
i.
MEGAHERTZ SELECTOR KNOB _ Selectsope,ratiDg
I lrequency
in tent~s ol a. M~gahert~ (0-9). I
.
,.
I
I

Figure 1. DME
'.
190Operaiing Controls (Sheet 1 oi
,
2)
"",
2
PILOT'S OPERATING HANDBO.oK DME
SUPPLEMENT (TYPE 190)

8. IOENT KNOB • Rotation oí tbis control increases ar decreases the volume o(the
recelved sta.tioc's Idenl signa!. An er,ra.tic display. accompanied by lhe presecce
oí MO Idenl signals. can result if thll a.irplane is flying in :tn area where two
stations using tbe same frequency are tra.osmiltiDg.

9. DlM/PUSH TEST KNOB -

DI M: Controls tba brilliance oí -the readoul lamp's segmenls. Rolate the
control as desired Cor proper lamp illuminatioD in tbe functioD window
(Tbe frequency window 15dimmed by tbe aircraft's radio ligbt d.1m.m1Óg
control).

PUSH TEST: Tbis control is used to test the Uiumi.nati.on oí ibe readoul
lamps, with ar wilhout being tuned to a. statiob. Press the control, a
readoul oC 188 Bshould be seen with themode selector switch in tbe MIN or
KNOTS position. The decimal point along with 188,8 will light in the
MILES moda. Whe[l tbe control is released, acd bad tbe DME been
cbacneled. to a cearby sta.tion. the dist.a.nce'to .lhat :!Itation will appear, If
the statioo ebanoeled wa.s not in ranga. a "ba'-r" readout wil1 be seen (.•.• or
.- .J. . .

10. MOOE SELECTOR SWITCH -

OFF: Tums the DME OFF.
MILES: AlIows a digital rea.dout to appear in tbe window wbich repre5ents
slant ra.llge (in na.utical miles) to or írom tbe chanoeled sta.tion.
MIN: Allows a digital readout (in minutes) lo a.ppear iDtbe window tba.t it will
take tbe alrplane to tra.vellhe distance to tbe eha.1lDeledstation, Thls time
15ooly accuratc when flylng directly TO tbe 5ta1100 and after the gr-ound
speed hu stabilized.
KNOTS: Allow$ a digital readout (in knots) to appea.T in the window tha.t i8
gTound speed and is va lid oaly afterthe stabilization time (approximately
2 ininutes) has elapsed when flying directly TO 01' FROM the channeled
sta.tiOD~ .

Figure 1. DME 190 Operating Controls (Sheet 2 of 2)

, ,
3
DME ., PILOT'S OPERATING HANDBOOK
t1
(TYPE 190) SUPPLEMENT j
SECTlON 3
EMERGE~CY PROCEDURES'
There is no chan"ge to tbe a.ir¡:Ha.ne emergency procedures when this
a.vionic equipme:nt is installed.
i

i SECTION 4
NORMAL PROCEDURES
TO OPERATE:
. I
L Mode Selector
,
Switch -- SELECT desired DME function.
I
2. Frequency Seleclor Knobs -- SELECT desired frequency and aJ]ow
equipment t~owarm.up at least 2 minutes. I
. I
I
NOTE
.
. I
If frequency is set on remote NA V receiver, place remote
channeling 'selector in Ibe REM positlon. I

I .
3. PUSH TEST Control -- PUSH and observe readlng of 188.8 in
function wicdow. ..
4: DIM Contro'l -- ADJUST.
5, IDENT COr'¡TROL -- ADJUST audio output in speaker.
6. Mode Selector FUDctions:
MIL$S Position _. Distance-to-Station is slant range in nauti-
cal miles. .
MINI'po~ition -- Tlme-to-Station wben nyingdirectly to sta-
tioo'l ! .

KNqTS:Position •. Ground Speed in knots when nying directly

to or¡ fr~m statioD. .
!: -----
CAUTION
I I

After th~ DME 190 has beeo turned OFF, do oot tUTO it on
again for 5 secoods t.oallow the protective circuits toreset.

SECTION 5
PERFORMANCE
There is no cha.nge to tbe airplane performance when this avionic
eq'.Jipment is inslalled. However.lhe insta.lla.tion oí an externally mounted
antenna or severa'l related eJl.--ternalantennas, will result in ~ minor
reduction in cruise: perf0[!Ilan'ce.

..~
4
 PILOTS OPERATING HANDBOOK Hr TRAJ'lSCE:IVER
(TYPE PTlO-A)
.SUPPLEMENT

SUPPlEMENT

HF TRANSCEIVE:R
(TYPE PT10-A)

SECTION 1
GENERAL
Tbe PT10-A HF Transceiver. sbown in Figure 1, is a 10-cbannel AM
transmitter-receiver which apera.tes in the frequency range of 2.0 to 18.0
Megahertz. The transceiver i5 a~tomatica.l1y tuned to tha operating
frequency by a Channel Selector. The operating control s for the unit are
mounted on tbe front panel oí the transcelver. The sy.stem consists oí a
transceiver. antenos. load box. fixed wire antenos. and associated wiIing.

The Channel Selector Knob determines the operating frequency Di tbe

transmitter and receiver. The frequencies oí operation are shown on the
frequency eharl adjacent to tha channel selector.

Tbe VOLUMEcontrol incorporates the po~er switch for the trans-

ceiver. Clockwise rota.tioti oí tbe volume control tums the set on and
in creases the volume oC audio.

The meter on the face of the transcéiver indicates, transmitter output.

Tbe system utilizes tbe a.irplane m.icrophone. headphone and speaker.

When two or more ra.dios are insta.lled. a tra.nsmitter selector switch and a.
spea.ker-phone switch are provided.

SECTION 2
L1MITATIONS
There is no change to the .airplane limitations when this avionic
equipment is .installed.

'. 1 of 4
r
!

HF TRA.,,"SCEIVER PILOT'S OPERA TING HANDBOOK

'(TYPE PTi~-A): I
SUPPLEMENT
I I

¡,
2 3 4

.'. l. 5680
l. Ó!lag
3.6ó10
II ~
I
'
D..

Hm, J_:i ,',:-':'J

,. ',., 9. I JZH.
JO.J3)~4
s' _1:"

~,~-----~----------------------)
i

.',
.... ,
.~¡_
•.: ','_,_,
..
'.....
,

! •
1. FREQUENCY CHART - Shows tbe frequency of the cba.nnel in use (frequencies
shown may .va:ry a.nd are sbown tor reference purposes only).
I

2. CHANNELjSELECTOR - Seleels cb~Dnels 1 thru 10 as Usted i.a tbe frequency

cha.rt. I

.
3.

-
s,
CHANNEL
chut

SENSITIVITY
1
i'
READOUT.

¡CONTROL
WINDOW

w Controls

ANTENN AITUNING METER - Indicates the energy nowing from tbe transmit-
• Displays channel

the receiver
seleeted,

sensit1~ty
in frequency

ror audio gllin .

ter iato the !a.númna.. Tbe optimum power trAnsfer is indicated by the"ma.ximum
meler reading. . .

6, ON/OFF VOLUME CONTROL. Turns COmple1.e set 00 &ndcontrols volume of

a.udio.

,
,

fighre L HF Tra.nsceiver (Type PTl()"A)

2 -- I
 PILOT'S OPERA TING HANDBOOK HF TRANSCEIVER
SUPPLEMENT (TYPE PTIO.A)

SECTION 3
EMERGENCY PROCEDURES
.' -'o )
I There is no change to the airplane emergency procedures when this
avioDic equipment is insta.lled.

SECTION 4
NORMAL PROCEDURES
COMMUNICATIONS TRANSCEIVER OPERATlON:

1. XMTR SEL Switch -- SELECT transceiver (on audio control

panel).
2, SPEAKER/PHONE (or AUTO) Switch -- SELECT desired mode
(on audio control panel).
3. VOLUME Control -- ON (allow equipmenl lo warm up and adjusl
audio to comIortable Jistening level).
4. Frequency Chart •• SELECT desired operating frequeney.
5. Channel Selector. DIAL in frequency selecled in slep 4.
o

6.. SENSITIVITY Conlrol '0 ROTATE clockwise to maximum posi.

tion. .

NOTE

If receiver becomes overloaded by very strong signals.

back off SENSITIVITY control until backgrounl! noíse is
barely audible.

NOTE

The antenna tuning mete!;'indicates the energy nowing

from tbe airplane's transmitter into the antenna. Tbe
optimum power transfer is indicated by tbe maximum
meter reading.

7. Mike Butlon:
a. 1'0 TransmIt •• DEPRESS and SPEAK into microphone.

¡
NOTE
~
.,~
Sidetone may be selected by placlng !he AUTO seléclor
switch in either the SPEAKER or PHONE positions.

b. 1'0 Reeeive •. RELEASE mik: bullon. ~

',:;o

3
 HF' TRA.;~?CEIVl'R PILOT'S OPERATlNG HANDBOOK
(TYPE PT10-A) I SUPPLEMENT
i:
SECTION 5 "E

PERFORMANCE k
There is no change ~ lbe airplane performance w:hen this avionic
equip'ment is.iDst~lled. Ho.wever. the lnsta~~ation ola.n extemallymounte:d
antenna. or several rela.teq. external antennas, will result in a. minar
reduction in cruise performance.

4
 1

PILOT'S OPERATING HANDBOOK SSB HF TRANSCE¡VER

SUPPLEMENT (TYPE A8B-125)

SUPPLEMENT

SSB HF TRANSCEIVER
(TYPEASB-125)

SECTION 1
GENERAL
Tbe ASB-125 HF transceiver is an airborne. 10-chiLnnel,single side-
band (88B) radio with a compatible amplitud e modulated (AM)
transmitting-recefving system for long range voice communications in
the 2 to 18 MHz frequency range. Tbe.system consists oí a panel mounted
receiverl exciter, a remote moun;ed power amplüier/power supply. an
antenna coupler and an externa11y rnounted, fix-ed wire. medium/ high
frequency anteana.

A channel selector knob determines the operating irequency oi the

transceiver which has predetennined crystals instal1ed to provide tbe
desired operating frequencies. A mode selector control is provided to
supply the type oí emission required for the channel. either sideband. AM
er telephone for public correspondence. An audio knob, clarifier lmob and
squelch knob are p.rovided to assist in audio operation during receive. In
addition to the aforementioned contraIs. which are a11 located on the
receiver/exciter. a meter is incorporated te previde antenna loading
readeuts.

The system utilizes the airplane micropbone. headphone and speaker.

When two or more radios are installed. a transmitter selector switch and a.
speaker-phone switch are provided. .

, ,

1 of 4
r~

"(TYPE
I
SSH HF TRANS,::,;¡ \ :;R
AS'B~125)i
PILOT'S OPERAT!NG HANDBOOK
SUPPLEMENT
I,
I
!

"1. CHANN~L WINDOW • Displays selected channel.

.1 • I
2. RELATIVE POWER METER. lnclicates rela.t1ve radiated power 01 tbe power
a.mplifierJadtenna. system.' l.
, I '
3. MODE SELECTOR CONTROL. Selects one 01 tbe desired operating modes:
USB; • Selects upper sideba.nd operatioJ:l tor long unge volee communica..
tions.
A M • Selects compatible AM oper&tion aod full AM reception.
TEL .• Selects upper sideband'witb reduced camero used forpublic corres~
pondence lefhOne and ,ship.to-shore. .
"L5 B ¡ • (Optioual) lects: low.r .ld.b&nd operatioD (not leg&i in 1.1.5.
i , Ganada &lid o.t olber counlrl •• ). ," "

4. SQUELCH CONTROL - Used to adjust signa. tbresbold hecessa.ry to a.ctívate

receiver ~udlo. Clo<:ln¥ise rotatioD incre~ses backgrou'nd Doise (decre~es
squeJch a.ct¡ÓD);counterclockwise rola.tion decrea.ses background noise.
¡ .
5. CLARIFIER; CONTROL. Used to "cla.rify" siDgl~ sidéband speecb during
receive wbiÚ in USB tDade oo.ly.

6. CHANNEL SELECTOR CONTROL. Seleets desired cbaooel. Alsa selects AM

mode il chaoo.el frequeocy is 2003 k.Hz. 2182 kHz or 263B kHz.

7.. ON • AUDIO CONTROL - '1'ums.set ON and controls rec~iv_eraudio gamo

I '

Figure 1. SSB HF Transceiver OperatiDg Cpntrols

2 .....:"
 PU~OT'S OPERATING-HANDBOOK . SSB HF TRANSCEIVER
SUPPLEMENT (TYPE ASB-l25)

SECTION 2
L1MITATIONS
There is no change to the a.irplane limitations when this avionic
equipment i5 instaUed. However, the pilot sbould be aware oi tbe MO
following radio limitations:

1. For sideband operation in the Unlted States: Canada and various

ather countries, 001y the upper sideband may be usad. Use oflower
sideband i5 prohibited. ~
2. On]y AM transmissions are pennitted 00 frequencies 2003 kHz.
2182 kHz and 2638 kHz. The selection 01 these channels will
a.utoma.tically seleet th~.AM mode Di transmissioD.

SECTION 3
EMERGENCY PROCEDURES
Tbere is no change to the airplane emergency procedures when this
avíonic equipment i5 installe"d.

. SECTION4
NbRMAlPROCEDU~ES
COMMUNICATIONS TRANSCEIVER OPERATION:

1. XMTR SEL Switch -- SELECT traIisceiver (on audio control

panel).
2. SPEAKER/PHONE (or AUTO) Switch -- SELECT desired mode
(on audio control panel).
3. ON.AUDIO Control -.- ON (allow equipment to warm up lor 5
minutes for sideband Dr one minute for-AM operation and adjust .
.audio to cOJ!ÚoTtable listenlng level).
4, Channel Selector Control --'SELECT desired frequency.
5, Mode Selector Control -- SELECT operating mode,
6. Squelch Control -- ADJUST tbe audio gain counterclockwise for
normal noise o~tput. then slowly adjust clockwise until the
receiver is silent. .
7. Clarilier Control -- ADJUST when upper single sideband RF
signal is being received fer maximum clari.ty.

L
 I
I
I

I
SSB HF. TRANSCEIVER PILOT'S Ol';<;RATING HANDBOOK
" (TYPE Á5B.I25) . SUPPLEMENT
i i
i !
8. Mike Bu¡tton:..: . .
a.: To T;ra.nsmil ,. DEPRESS and SPEAK iot6 microphone.

NOTE

Sidet~me may be selected by placing the AutO selector

switch in .ither the SPEAKER or PHONE positions .
. I '
b.
.
To Receive •• RELEASE. mike button.
I
I
NOTE

Voice: COrunications are not available in tbe LSB mode._

! NOTE

Lower Sideba~d (~SB) mode is not legal iIi tbe U.S.,

Canada. 'aod most oilier countries.

SECTION 5
PERFORMANCE
There is ka
bha.nge te the airplan8 performance when tbis avionic:
equipment is insWled. However, the inst8.11ation of anexternal1ymounted
antenna or sev~ral related externa! a.ntenna.s. will result in a minar
reduction in cruise pe.rfcrmaoce. . !

,.,
 I
I
PILOT'S OPERATING HANDBOOK CESSNA 200A AUTOPILOT
SUPPLEMENT (TITE AF-295B)

SUPPLEMENT
CESSNA NAVOMATIC
200A AUTOPILOT
(Type AF-295B)

SECTION 1
GENERAL
Tbe Cessna 200A Navomatic 15 an aH electric, single-axis (aBeron
eootrol) autopilot system lhal provides adde<! lalera.! aod direeliooal
sta.bility. Components are a computer-amplifier, a. turn coordinator. an'
aileron "actuator. and a. course deviation indicator(s) incorporating a
localizer reversed (Be) indicator light

Roll and yaw moticos of the airplane are sens~d by the turn coordina.
lor gyro. The eomputer-amplifier eleelronieaUy Jomputes lhe neeessary
correction and signals the actuator to move the ailerons to rnaintain the
airplane in the commanded lateral attitude.'

The 200A Na.vomatic will al so capture and track a VOR er localizer

. course using signals from a VHF navigation receive"T.

The operating controls for the Cessna 200A Navomatic are lacated on
the front panel of the computer.amplifier, shown in Figure 1. Tbe primary
lunelion pushbultons (DIR HOLD, NAV CAPT. and NA V TRK), are
interlocked so tbatonly one function can be selected at a time. TbeHI SENS
and BACK CRS pushbutlons are noÚnterlocked so lhat e1ther or both 01
these functions can be seleeted at any time.

1 of 6
I
< ,
1
CESSNA ZOOA AUTOPILOT
(TYPE 'AF-295B)
I
, ,
'
PILOT'S OPERATING HANDBOOK
SUPPLEMENT
I
f I

. t I
,

NAV l,
NAV 2

f
.
[~~;~-~~I
:,/.:::.~/.....>f' .' ,\;~:
~I!J ¡- ---\ ,
- ,,;.I:'á'. ~fo<';
,'" " • .
I

::::. -~... ),;..--:

\~~-

::f
:':1
-/~P-'l-O-T----'I-
.
' --= ;'- c:::>..•
I
"_
........J

'@
, ,
¡~~~~&ttJ:
--~J
1
I
CD'!'NDICATORS : 1
I 2 I
I
I
,
J I
I AlLERON
I
J
! I
.! ACTUATOR
I
1
1
I
I
I
I

¡
TURN COORDINATOR COMPUTER
AMPlIFIER

i
Figure 1. Cess,na200A Autopilot. Operating Controls a"d lndicators
(Sheet 1 of 2)
,
I
2
!
F

PILOT'S OPERATING KANDBOOK CESSNA 200A A UTOPU.OT

SUPPLEMENT (TYPE AF-295B)

1. COURSE OBVIA TlON INDICATOR - Provides VOR/Loe naviga.tion inpulS lo

autopilol tor inlercept and lracking t':100es.

2. LOC.A..LIZER REVERSED INDICATOR LIGlIT - Amber lighl.labeled BC. Ulum.

inales wben BACK CRS but.ton is pusbed in (engaged) aod Loe freque!Jcy
sele<:led. Be light indlca.tes course indicalor needJe is reversed on selected
receiver (when turccd to a. loca.lizer frequency). This Hght is located withio tbe
COI indicator.

3. TUR:tl COO~DINATOR • Senses roll aod ya.w 'for wings leveling and comma.nd
turn runctions.

4. DIR HOLO PUSHBUTTON • SeleClS'directi~", hold. Aode. Airplane holds direc-

tion it is fiying al time bullan .is pushed. . .y .
5. NAV CAPT PUSHBUTION - Selects NA V capture mode. When parallel lo
desired course. tbe a.irplane will tU:-D lo 8. pre-described intercept angle &Dd
capture selected VOR or LOe course.

6. NA V TRK PUSHBUTTON ~ Selects NAV track mode. Airplane tracks se!ected

VOR al' LOe course. . .

7.. Hl SENS PUSHBUTTON • During NAV CAPTor NA V TRK operation. this high
sensitivity setting increases aUlopilot response lO NAV signal to provide more
.precise operation during localizer approach. In lo\v sensitivity position (push.
button ouL), responseto NAV signa.l i~dampened forsmoolhel'trackingof enroute
VOR radil\ls: lt also smooths out erre'ct 01 course scalloping during NA V opera.
Han.

8. BACK CRS PUSHBUTTON • Used with LOe operati~n only. With Al? s •.•.• lteh
OFF al' ON. &od when.navigatioD receiver selecled by NAV switch ~s set lO ~
localizer.frequency. it reverses normal localizer needle indication (COI) and
causes localizer reversed (Be) ligbt lo illuminate. WHh'AI.P switch ON. reverses
localizer signa! to a.utopilot.

9. ACTUATOR. Tbe tarque motar in the aetua:torcauses the'aUerons to move'in the

eommanded direction.

10. NAV SWITCH - Selects N.AV t'or NAV 2 navigation receiver.

11. PULL TURN KNOB - When pulled out a.nd
wings.level; when turned to th" rigbt (Ri,
standard rate tum; when turced to the left
standard rate turno When centered in deleot
selected by a pushbut.ton is engaged.
centeÁd in detent., airplane will fly
lhe :lrplane wil1 exeeule a rigbl.
(L). the airpla.ne will execute a left,
a>ld pushed in. the operali.ng modc

12. TRIM "'Used to trim autopilottocompensa.te'forrilinorvariations in airera!t trirn

or weigbt distributi0D:". (For proper operation. the aircra!t.s rtÍdder trim. U so
equipped. must be manually trimmed befare tbe' tLutopilot 1s engaged.)

13. A/f' SWITCH - Turos autopilot ON oi OFF.

Figure 1. Cessna 200A Autopilot..Operating Controls and Indicators

(Sheet 2 oi 2)

3 .
 j

". CESSNA'200A AUTOPILOT

. ¡
PILOT'S OPERATING HANDBOOi'¡
. I l'
(TYPE AF.29pB) SUPPLEMEÑ't

Y'
SECTION 2
lIMITATIONS
. There is no iChang~ lo the a¡rpIane limitations when this avioni
e~itment is installed. However. thefollowIng aulopilotIimitation shoul
be ered to 'during airplane operation: : . .

BEFORE TAItE.OFF AND LANDING:

I .
1. A/P ON.OFF Switch .- OFF,

¡ I .' .. ' SECTION 3 ,

, . I

I EMERGENCY PROCEDURES
TO OVERRIDj;; THE AUTOPILOT: -=-.
1. . Airplane bontrol Wheel-. ROTA TE as required ti, overrid~ aulopi
loto ¡. .. : .

NOTE
I '. l.
The servo may be overpowered at anytime witIl.out dam-
I •••
age. .
. I :
TO TURN OFF AUTOPILOT:
,

I .
1. A/P ON-OFF Switch -- OFF.

I ~SEGTION4
NORMALPROCEDURES
BEFORE TAKE.OFF AND.LANDING:

1. A/P ON-OFF S..,i;itCh-, OFF. l'

2. BACK CR$ Button -. OFF (see CauUon note under Nav Capture

NOTE
--=- .
I '

periodical\y veruy.operatlon of amber warning light(s).

labeledBC on CDI(s). by engaging BACK CRS butt9n with ..
a LOC frequency selected. .
. ....,..

, ...•.
p---------------- -

PILOT'S OPERATING HANDBOOK CESSNA.200A AUTOPILOT

SUPPLEMENT (TYPE AF -295B)

INFLIGHT WINGS LEVELING:

1. Airplane Rudder Trim --ADJUST for zero slip ("Ball" eentered on

Turn Coordinator) ..
2. PULL-TURN Knob -- CENTER and PULL out.
3. A/P ON.OFF Switeh -- ON.
4. .Autopilot TRIM Conlroi -- ADJUST for zerO turo rate (wings level
indication on TUTo Coordinator).

NOTE

For optimum performance iI¡ airplanes equipped as float.

planes. use autopilot only in cruise flight or in approach
configuration with llaps down no m~ré than 100 and
airspeed no lower than 75 KIAS on 172 and RI72 Series
Models or 85 KIAS on 180, 185, U206 and TU205 Series
Models.

COMMAND TURNS:

1. PULL-TURN Knob -- CENTER, PULL out and ROTATE.

DIRECTION HOLD:

1. PULL-TURN Knob -- CENTER and PU$. out;

2. Autopilot TRIM Control -- ADJUST for zero turn rate,
3. Airplane Rudder Trim -- ADJUST for zero slip ("Ball" eentered).
4. DIR HOLD Button ,', PUSH.' .
5. PULL-TURN Knob -- PUSH in detent position.,when airplane is on
desired heading.
5. Autopilot TRIM Control _. READJUST for zero turo rate.

NA V CAPTURE (VOR/LOC):

1. PULL-TURN Knob -. CENTER and PULL out.

2. NAV 1.2 Selector Switch -- SELECT desired VOR reeelver.
3. Nav Receiver OBS or ARe Knob -- SET desired V"oR Cou;:,se (if
tracking omni).

NOTE

. Optional ARe knob should be in centcr position,and ARe

amber warning light should be off. .. .
-,=- .
4. NA V CAPT Bullon .- PUSH.
5. HI SENS Button .. PUSH for localizer and "clase-in" onlni inter.
cepts.
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'. CESSNA.200A AUTOPILOT PILOT'S OPERATING HANDBOOK
(tYPE AF-295B), SUPPLEMENT
¡

6. BACK C'RS Button." PUSH only ir intercepting. localizer lronl

course .outbound or ba.ck-cOurse inbound. . ,I - ••

CAUTION
..1
With ;BACKCRS button pushed in and localizerfrequency
select~d.' tbe eDI on selected nav radio will be reversed
even wb~n tbe a.utopilot switch is OFF. '

7. PtJLL;T~RN Knob .• Turn airplane parallel to ¡deshed course.

., NOTE ,
Airpla;De, must be turned until heading is within .:,50 oí
desired course.
, ! i' .
8. PULL TURN Knob.-- CENTER and PUSH in. Tbe airpIane should
then ttirn toward desired course al 45° .tl0o intetcept angle (ir the
CDI n~ed1e is in full deneetion). .
. , NOTE . ,
If more ~han 15 miles from the station or mcJre tbe<>.3
minutes fmm inf.ercept. use a manua.l inteI:ceptp:rocedu.re.
, ,

NAV TRACKING (VOR/LOC):

1. NAV TRJ But~n-. PUSH when CDI centers and ~irpIane is within
!.So oí tou'rse beading.
2. HI SENS' BUTTON-. DISENGAGE for enrouie omni traeking
(leave 'ENGAGED for loealizer).
3, Autopilot' TRIM Control •• READJUST as req~ired to maintain
lra.ck. I • • , '

, NOTE
I I _ • •

. Optional ARe funetion, if installed, should not be used for .

autopilot operation. If airpla.na should devlete olf course.
pull oth PULI:' TURN knob and readjust airplai>e rudder
trim for stra.ight flighl on theTurn Coordina.tor. Push in
~ULL ;TuRN knob lo reintercept course. Ú davia.tion
persists. progressively make slight adjustnlents oí auto-
pilot TRIM control towards the eourse as requlred to
maintain track. . .

•.•••.
~SECTION5 I

;
PERFORMANCE
There is no chaoga to tbe airpla.ne performance when thís a.vionic
equipment is installed. I

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••

PILOT'S OPERATING HANDBOOK CESSNA 300A AUTOPILOT

SUPPLEMENT (TYPE AF-395A)

SUPPLEMENT
CESSNA NAVOMATIC
30DA A UTO PILOT -
(Type AF-395A)

SECTION 1
GENERAL
The Cessna 300A Navomatic is a.n aH eleclric. single~axi5-' (aileron
control) autopilot system that provides a.dded lateral 3.od directional
stability. Components are a computer~amplifien. ~ lurn coordinator, a.
directional gyro. a.n aBeron actuatoI and a. cour~ deviation indicator(s)
incorporating a localizer reversed (Be) indicalor ligbt.

Roll and yaw motions oí the a.irplane are' sen sed by the turo coordina.
tor gyro. Deviations froro the ~elected heading are sen sed by the direction~
1 gyro. The coinputer~a.mplifier electronically computes the necessary
correction and signals, the actuator to move the aileroos to rnaintain the
airplane in the commanded lateral attitude or heading.

The 300A Na.vomatic will also intercept and track a VOR or localizer
course using signals from a. VHF naviga!ion receiver.

The operating controIs' for the Cessna 30ÓAN.avomatic are located on

the front panel oí the computer-amplifier and on the directional gyro.
shown in Figure L The primary function pushbuttons (HDG SEL. NAV
INT. &nd NAV TRK). are intefloc~ed so that'only one fUDction can be
selected al ~ time. The HI SENS and BACK CRS. pushbuttons are no1
interlot::ked so that either or botb of these functioris can be selected.at &ny
time. .

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CESSNÁ '30011' AUTOPILOT PILOT'S OPERATiNG HANDBOOK
(TYPE AF-395A) ¡ SUPPLEMENT

NAV 1 •

D1RECTIONAL GYRO

. COMPUTER

14 I AMPLlFIER

TURN COORDINATOR

. Figure 1. Cessna
, . 300A Autopilot. Operating .Controls' and Indicators
I (Sheet 1 012) .

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PILOT'S OPERATING HANDBOOK CESSNA 300A AUTOPILOT

(TYPE AF-395A)
SUPPLEMENT

1. COURSE DEVIATtON lNUlCATOR • Providcs VOR/LOC navigation inputs to

autopilot for intercept and tracking mudes.

2. LOCALIZER REVERSEO INDICATOR l..1GHT - Arober iigh't,labcled 8G; illum-

lnates when BACK CRS button 15 pusbed in (engaged) and LOe frequency
selected. Be ligbt indicates course indicator need1e i~reversed on selected
receiver (when luned to & localizer frequency). This ligbt i5 located within the CDI
indfcator.

3.' DIRECTIONAL OYRO lNDICATOR - ProvideA hea.d.ing information 10 tbe

a.utopilot ror.heading lnlercept and boldo Head~g bug on indicator 15 used to
selee! desired hea.ding or:VOR/LOC course to be flown.

4. TURN COORDINATOR - Senses ro11 and yaw for wings leve1i~g and comma.nd
turo fUDctions.

5. HOO SEL PUSHBUTION • Airera!t will tUrD to aod hold hea.dingseleeted by the
hea.ding "bug" on tbe directioDa:I gyro.

6. NAV INT PUSHBUTTON • When liea.diDg "bug" on 00 is set to selected course.

a.ircraft will tuen to aed intereept selected VOR or LOe course.

70
NAV TRK PUSHBUTTON - Wbel1 beading "bug 00 OC is sel to seleded course.
o
,

aircraft will tra.ck selected VOR al" LOe c~:lUrse.

8. HI SEN S PUSHBUTTON - DuriDg NAV lNT or NAV TRK operation. thishigh

sensitiv~tting increases autopilot response .toNAVsignal to provide more
precise operation during locaUzer a.pproach. In low-sensitivlty position (push-
button out), re5ponseto NAV signa! isdampeDed for.smootl;l.er lracking al enraute
VOR radial s; it also SDlooths out errect of CQurse seallaping during NA V opera-
tion.

9. BACK CRS PUSHBUTTON • Used witb LOe operatloD. only. With A/P switch
OFF or ON. and when navigation receiver selecled by NAV switch 1s set to a
I localizer.frequency •. it reverses normal localizer needle indication
causes localizer r-eversed (Be) Hghl toilluminale.
(eDI) and
With Al? switch ON. rever-ses
loca.lizer signal to aUlopilot.

10. ACTUATOR - The torque motor~n tbe actualor causestbe allerons tomove in tbe
comma.nded. directioD.

11. NA V SWITCH" - Seiects NAV 1 or NAV 2;navigation receiver.

12. PULL TURN KNOB • W'hen pulled out aod centered in detent, airplane will fiy
wings.level; when turned to the right (R). lbe a.irplaoi! will execule a right.
standard rale tum; .wbeQ turned to the len (L), tbe a.lrplaoe wUl e:z:ecute a left,
standard. rale tuin.o When cenlered in detent and pusbed in. tbe .operating mode
selected by a.pus~button 15 engagedo

13. TRiM - Used to trim autopllot loecmpensate for minar variations in aircraft trim
or lateral weight. distribution. (For proper operatioD. lhe airerafl's rudder trim ..if
.• so eq~pped. must be manu&.1ly-trimmec:\ •.b~{ore the a.utOpilo~ is eogaged.

H. A/P SWITCH - Turns autopi1ot Orf ar OFF. '

Figure 1. Cessna 30DAAutopilot, Operatiog CO,ntrols and lndicators

(Sheet 2 01 2)

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" CESSNA 300A AUTOPILOT PILOT'S OPERATlNG HANDBOOlJ
(TYPE AF'395A!) SUPPLEMEN-r;
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SECTION 2 i
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L1MITATIONS
, , .
There is 'no¡ change to the airplane lirnitations when this avionic
equipment is installed. However. the followiog autopilot limitation should
be adhered to dJring airplane operation.' I
BEFORE TAKE.OFF AND LANDING:

1. A/P ON.OFF Switch •. OFF.

I

SECTION 3
EMERGENCY PROCEDURES
TO OVERRIDE THE AUTOPILOT:
I '
1. Airplane Control Wheel .. ROTA TE as required to override autopi.
lot. I . I .
NOTE

Th~ s~rvo may be overpowered at any time without dam-

age. ! . ¡ ".
: ¡

TO TURN OFF AUTOPILOT:

i,
1. AlP ON.OFF Switch .. OFF.

! SECTION 4
!
!
NORMAL
.
PROCEDURES:
.... I

BEFORE TAKE.OFF AND LANDING: .

1. A/PON.OFF Switch .. OFF.

2. BACK CRS Button .. OFF (see Cautioo note uoder Na.v Iotercept).

I ..... NOTE .

.Period)c~lly verllY operation oí amber wa~ink light(s).

labeled BC 00 CDI(s). by engagiog BACK CRS b\ltton with .
a LOG frequency 'selected. ", '

.....•..
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PILOT'S OPERATING HANDBOOK CES~NA 300A AUTOPILOT

~ (TYPE AF -395A)
SUPPLEMENT

..
,.. INFLlGHT WINGS LEVELlNG:
1. Airplo.ne Rudder Trim.- ADJUST lar zero slip ("Bo.11"centered on .
Turn Coordino.tor).
2. PULL-TURN Knob -- CENTER o.nd PULL out;
3. A/P ON-OFF Switch -- ON.
4. Autopilol TRIM Control-o ADJUST for zero tum ro.te (wings level
indication on Turn Coordinator).

NOTE

Far optimum performance)n airplanes equipped as float-

planes. use autopilot only in cruise flight or in approach
configuration with fiaps dówn no mor'e than lO'? a.nó
airspeed no lower than 75 KIAS on 172 and.Rl.72 Series
Models or 85 KIAS 00 180, 185, U206 o.nd TU206 Series
Models.

COMMAND TURNS:
1. PULL-TURN Knob -- CENTER, PULL out o.nd ROTATE.

HEADlNG SELECT:
1. Directional Gyro -- SET to airplane magneti~ hearling.
2. Heo.ding Selector Knob.- ROTATE bug to desired heo.ding.
3. Heo.ding Seleet Bullon .• PUSH, .
4. PULL-TURN Knob •. CENTER o.nd PUSH.

NOTE

. Airplane wiU tUTn automatically to selected heading. Ir

airplane fails lo hold the precise 'heading. readjust auto pi.
lot.TRIM control as required.or disengage autopilot and
reset manual rudder tri m (ir installed).

NAV INTERCEPT (VORILOC):

l. PULL-TURN Knob .- CENTER o.nd PULL out.

2. ' NAV 1-2 Selector Switch -- SELECT desired receiver .
. 3. No.v Receiver OBS or ARC Knob .- -SET desired VOR course (if
Iro.cking omni). .

NOTE

Optiono.l ARC knob should be in center position o.nd ARC

wo.rning 1Ighl sbould be olf.
, ..
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CESSNA 300A AUTOP1LOT PILOT'S OPERATING HANDBOOI{
(TYPE AF'395A) I SUPPLEMENT

4~ Head'ing selector~nOb .. ROTA TE bug to selec'ted course (\lOR Or ..

locahzer . inbound ar oulbound as appropriate).' .
5. Direttional Gyro .. SET [or magnetic
heading.'
,6, NA V: Ir'á Bulton -- PUSH. '
7, HI SENS Bulton -- PUSH ror localizer and "close-in" omni inter-
cepts'. '
. 8. BACK CRS "BultO!} -- PUSH only iI intercept~ng localizer fronl
e.ourse oulbound or back course inbound.

CAUTION
With BACK CRS button pushed in and localizer rrequency
.selecled, the CDI on seleeted nav radio will be reversed
even ,wh'en the autopilol switch is OFF. . :

9. PULL- TURN Knob -- PUSH.

NOTE
Airpiane wil! automalically lUTn lO a 45° intercept angle.
I ; .
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NA V TRACKING (VOR/LOC):
i ,¡ . .
I. NAV'T~K Bulton -- PUSH when CDI centers (within one dot) and
airpla.ne~ is within :t 10° .oC course heading ..
2. HI SENS But.ton -- Disengage ro;- enroute omni .tracking (leave
enga~ed:for locali~er).

No.TE
. i . . .. ... . . . ..
Op.tioJ)al ARC leature, ir installed. should not be used lor
autopilot operation. If CDI remains steadily off center,
readiustll autopilot TRIM control as required ~ maintain
track. I

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SECTlON5
:. PER¡:ORMANCE I
. There ii; no change: to the airplane performance when this avioni
equipment is installed. I
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