THERE ARE MORE CESSNAS FLYING THAN ANY OTHER MAKE

CESSNA.

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OWNEWS MANUAL
WORLOS LARGEST PRODUCER OF GENERAL AVIATION AIRCRAFT SINCE 956
PERFORMANCE - SPECIFICATIONS
MODEI. 172 SKYHAWK

GROSS WEIGIIT 2300 lbs 2300 lbs

SPEED:
Top Spred at Sea Level 138 mph 139 mph
Cruise, 75% Power at 7000 It 130 mph 131 mph
RANGE:
Cruiste, 75% Power at 7000 It 550 miles 555 miles
36 Gal. No Reserve 4. 2 hours 4. 2 hours
130 mph 131 mph
Oplimurn Rango at 10,000 ft 670 iniles 670 miles
36 Gni. No Reserve 6.6 hours 6.6 hours
102 mph 102 mph
RATE OF CLIMB AT SEA LEVEL 645 fpm 645 ipm
SERVICE CEILING 13, 100 It 13, 100 It
TAKE-OFF:
Ground Run 865 It 865 It
Total D,Istanee Over 50-Foot Obstaele. . 1525 It 1525 It
LAND1NG:
Landing Roll 520 It 520 ft
Total Distanee Over 50-Foot Obstado. 1250 It 1250 It
EMPTY WE1G11T (Approximate) 1260 lbs 1330 lbs
DAGGAGE 120 lbs 120 lbs
WING LOAD1NG: Pounds/Sq Fent 13 2 13.2
POWER LOADING: POunds/1113 15 9 15.9
FUEL CAPACITY: Total 39 gal. 39 gal.
OIL CA PACITY: Total 8 qts 8 qts
PROPELLER: Fixed Pitch (Diarneter) 76 inches 76 inehes
ENGINE:
Continental Engine No. 0-300-C* 0-300-D
Hora° Power 145 145

.T1147 hinttM rrn, width In manufaetured by ricitos Avlation 5. A. felms (Monte) France, In
Identtral lo the 172 rarepl lhat It l powered by so 0-300-1) enitine, manuraclured unrler Recuse
by folla foyer, Crewe, England. AH 172 Information In thls manual pertaIns to the F172 as -reit.

111•111~11.11111111111 11~1111%

COPYRIGHT el 1905
0616-13
(RG1-200-60)
Cessna Aircraft Company
Wichita, Kansas USA
 SERVICING REQUIREMENTS

FU EL:

AVIATION GRADE -- 80/87 MINIMUM GRADE

CA PACITY EAC11 TANK 19.5 GALLONS

ENGINE OIL:

AVIATION GRADE -- SAE 50 Al3OVE 40 ° F.

SAE 30 I3E LOW 40 ° F.
(DETERGENT OIL, CONFORMING TO CONTINENTAL
MOTORS SPECIEICATION MHS-24, M 17ST 11E USE. )
CAPACITY OF ENGINE SUMP -- 8 Quisirrs
(DO NOT OPERATE ON LESS THAN 6 QUARTS. TO
MINIMIZE LOSS OF OIL THROUGH EIREATHER, EILL
TO 7 QUART LEVEL FOR NORMAL FLIGHTS OF LESS
THAN 3 HOURS. FOlt EXTENDED FLIGHT,
8 QUARTS. IF OPTIONAL OIL VILTER IS INSTA LLED,
ONE ADDITIONAL QUART IS REIQUIRED WHEN THE
FILTER ELEMENT 18 CHANCEO.)

HYDRAUL1C FLU1D:

MIL-H-5606 HYDRAULIC FLUID

TIRE PRESSURES:

NOSE WHEEL - 26 PSI ON 5.00x5 TIRE

26 PSI ON 6.00x6 TIRE
MAIN WIIEELS 24 PSI ON 6.00x6 TIRES
CONGRATULATIONS
Welcome to the ranks of Cessna owners! Your Cessna has been designed
and constructed to give you the most in performance, economy, and com-
fort. It is our desire that you will find flying it, either for business or
pleasure, a pleasant and profitable experience.

This Owner's Manual has been prepared as a guide to help you get the
most pleasure and utility from your Model 172/Skyhawk. It contains in-
formation about your Cessna's equipment, operating procedures, and
performance; and suggestions for its servicing and care. We urge you
to read it from cover to cover, and to refer to it frequently.

Our interest in your flying pleasure has not ceased with your purchase of
a Cessna. World-wide, the Cessna Dealer Organization backed by the
Cessna Service Department stands ready to serve you. The following
services are offered by most Cessna Dealers:

FACTORY TRAINED PERSONNEL to provide you with courteous

expert service.

FACTORY APPROVED SERVICE EQUIPMENT to provide you

with the most efficient and accurate workmanship possible.

A STOCK OF GENUINE CESSNA SERVICE PARTS on hand

when you need thern.

THE LATEST AUTHORITATTVE INFORMATION FOR SERV-

ICING CESSNA AIR PLANES, since Cessna Dealers have ah
of the Service Manuals and Parts Catalogs, kept current by
Service Letters and Service News Letters, published by Cessna
Aircraft Company.

We urge al! Cessna owners to use the Cessna Dealer Organization to the
fullest.

A current Cessna Dealer Directory accompanies your new airplane. The

Directory is revised frequently, and a current copy can be obtained from
your Cessna Dealer. Make your Directory one of your cross-country
flight planning aids; a warm welcome awaits you at every Cessna Dealer.
 26'41"
11 4"
* Maximum height ot alrplane
with nose gear depresseci and
an optional rotating twacon
installed.

31_ PRINCIPAL

DIMENSIONS

111111111i111111111111111014IN

36'.2

ji
 TABLE OF CONTENTS
Page=

SECTION I - OPERATING CHECK LIST 1-1

SECTION II - DESCRIPTION AND
OPERATING DETAILS 2 -1

SECTION III - OPERATING LIMITATIONS

SECT1ON IV - CARE OF THE AIRPLANE 4-1
OWNER FOLLOW-UP SYSTEM 4-8
SECTION V - OPERATIONAL DATA 5-1
SECTION VI - OPTIONAL SYSTEMS 6-1
ALPHABET1CAL INDEX Index - 1

This manual describes the operation and performance of both

the Cessna Model 172 and the Cessna Skyhawk. Equiptnent
described as "Optional" denotes that the subject equipment
is optional un the Mode' 172. Isrluch of this equipment is
standard on the Skyhawk model.

UI


EXTERIOR Note

INSPECTION Visually check fuel filler

rape, InapectIon platee,
and general aircraft condi-
tion during walk-around
inapection.
lb night bllgtci is planned,
check operation of all
Datas, and make sure a
flaahlight te avallable.

Turn un master switch and check fuel qinn-
tity indicators, then turn master switch off
Check ignition switch "OFF"
Check fuel selector ralee hendir -TIOTH ON."
On first !light of day and alter each fueling.
pull out strainer dram knob for abaut tour
secOods. te clear fuel strainer of possible
water and sedtment.
Rel1104,0 Corstrni wheel lock.
Check baggage duor for security
a Check oil levet. Do not operatc with lees
than ola quarts Fill for eatended /light
b. Check propeller and spinner for !liras and
nectirity
r. Check nese wheel strut and tire for proper
int (uf (o,,
Diecennect tic-dowr, repe.
e ;Salte visual check te !Asure that fuel etratner
draln valve te cluaed Otee draining operation

O. Remare rudder guat lock, if installed.

Discenneet tad lie-dual,
O a Resume pitot tubo. COVEr. 3rni
Check pttot tube openInif for stoppage
ti. Check fuel tank v.t n.pening for stoppage

Check mato lebrel tire for oropel. inflation.

o
b. Inspect airspeed Static eiourte bele un eide el
fuseiage for ethiapage nett sirle nnlyl
r. Disconnect wing de-clown Sume as C).

Figure 1-1.

iv
 Section
OPERATING CHECK LIST

One of the first steps in obtaining the utmost performance, service,

and flying enjoyment from your Cessna is to familiarize yourself with
your airplane's equipment, systems, and controls. This can best be done
by reviewing thís equipment while sitting in the airplane. Those items
whose function and operation are not obvious are covered in Section H.

Section I lists, in Pilot's Check List form, the steps necessary to

operate your airplane efficiently and safely. It is not a check list in As
true form as it is considerably longer, but it does cover briefly ah l of
the points that you should know for a typical flight.

The flight and operational characteristics of your airplane are normal

in ahl respects. There are no "unconventional" characteristics or opera-
tions that need to be mastered. Ahl controls respond in the normal way
within the entire range of operation. Ahl airspeeds mentioned in Sections
I and II are indicated airspeeds. Corresponding calibrated airspeed may
be obtained from the Airspeed Correction Table in Section V.

1EFORE ENTE RING THE AIRPLANE.

(1) Make an exterior inspection in accordance with figure 1-1.

BEFORE STARTING THE ENGINE.

(1) Seats and Seat Belts Adjust and lock.
(2) Brakes -- Test and set.
(3) Radios and Rotating Beacon -- "OFF."
(4) Fuel Selector -- "BOTH ON."

1-1
STARTING THE ENGINE.
(1) Master Switch -- "ON".
(2) Carburetor Heat Cold.
(3) Mixture -- Rich.
(4) primer -- 2-5 strokes (depending on temperature).
(5) Throttle -- Open 1/8".
(6) Propeller Area Clear.
(7) Ignition Switch -- "BOT11".
(8) Starter -- Engage.

BEFORE TAKE-OFF.
(1) Flight Controls -- Check.
(2) Trim Tab "TAKE-OFF" setting.
(3) Cabin Doors Latched and locked.
(4) Throttle Settíng 1700 rtpm.
(5) Engine Instruments -- Check.
(6) Carburetor Heat -- Check operation.
(7) Magnetos -- Check (75 RPM maximum dífferential between mag-
netos).
(8) Flight Instruments and Radios -- Set.
(9) Suction Gage -- Check (4.6 to 5.4 inches of mercury).

TAKE-OFF.
' 40R MAL TAKE-OFF.

(1) Wing Flaps 00

(2) Carburetor Heat Cold.
(3) Power -- Full throttle (applied smoothly).
(4) Elevator Control -- Lin nosewheel at 60 MPH.
(5) Climb Speed -- 85 MPH.
MAXIMUM PERFORMANCE TAKE-OFF.

(1) Wing Flaps

(2) Carburetor Heat Cold.
1-2
 (3) Brakes Apply.
(4) Power -- throttle.
(5) Brakes -- Release.
(6) Elevator Control -- Slightly tau l low.
(7) Climb Speed -- 65 MPH (with obstacles ahead).

NORMAL CLIMB.

(1) Airspeed -- 80 to 90 MPH.

(2) Power -- Full throttle.
(3) Mixture -- Full rich (unless engine is rough).

MAXIMUM PERFORMANCE CLIMB.

(1) Airspeed -- 80 MPH at sea leve! to 77 MPH al 10, 000 feet.

(2) Power -- Full throttle.
(3) Mixture -- Full rich (unless engine is rough),

CRUISING.
(1) Power -- 2200 to 2700 RPM.
(2) Trim Tab Adjust.
(3) Mixture -- Lean.

-ET-DOWN.
(1) Mixture -- Rich.
(2) Power -- As desired.
(3) Carburetor Heat -- As required to prevent carburetor icing.

BEFORE LANDING.
(1) Mixture -- Rich
(2) Fuel Selector -- "BOTH ON."

1-3
 (3) Carburetor Heat Apply full heat before elosing throttle.
(4) Airspeed -- 70 to 80 MPII (flaps up).
(5) Wing Flaps -- As desired.
(6) Airspeed 65 to 75 MPH (flaps clown).

NORMAL LANDING.
(1) Touehdown -- Main wheels first.
(2) Landing Rol! Lower nosewheel gently.
(3) Braking Minimuni required.

AFTER LANDING.
(1) Wing Flaps Up
(2) Carburetor Ileat Cold.

SECURE A1RCRAFT.
(1) Mixture -- Full lean.
(2) AH Switehes -- Off.
(3) Brakes -- Set.
(4) Control Lock Installed.

1-4
 ~1111111111PA
II 1
DESCRIPTION ANO OPERATING DETA1LS

The following paragraphs describe the systems and equipment whose

function and operation is not obvious when sitting in the airplane. This
section also covers in somewhat greater detall some of the items usted
in Check List form in Section I that require further explanation.

FUEL SYSTEM.
Fuel is supplied Lo the engine from two aluminum tanks, one in each
wing. From these tanks, fuel flows by gravity through a selector valve
and a strainer Lo the carburetor.

Refer to figure 2-1 for fuel quantity data. For fuel system servicing
information, refer Lo Lubrication and Servicing Procedures in Section IV.

FUEL QUANT1TY DATA (U.S. GALLONS)

TOTAL
°SABLE FUEL ADDITIONAL UNUSABLE
FUEL
TANKS NO. AhI FLIGHT USABLE FUEL FUEL
VOLUME
CONDIT1ONS (LEVEL FLIGHT1 (LEVEL RIGHT)
EACH

LEFT WING 1 18.0 gal. 1.0 gal. 0.5 gol 19.5 gol.

RIGHT W1NG 1 18.0 gol. 1.0 gol. 0.5 gol. 19.5 gol.
.

FigurP 2-1.

2-1
 EFT FU EL TANK RIGHT FUEL TANK

SELECTOR
VALV E

TO FU EL
11 ENGIN E ----- STRAIN Ell

y FNGEN E
PRIMER

THROIT L E

FUEL CA RBURETOR

SYSTEM lii
••••SCHEMATIC— TO
MIXTURE
EN(UNE
CONTROL
KNOB

Figure 2-2.

2-2
 FUEL STRAINER DRAW, KNOB.

Refer to fuel strainer servicing procedures, Section W.

ELECTRICAL SYSTEM.
Electrical energy is supplied by a 14-volt, direct-current system
powered by an engine-driven generator. A 12-volt battery is located en
the left-hand forward portion of the firewall.

CIRCUIT BREAKERS.

Ahi electrical circuits in the airplane, except the clock circuit, are
protected by circuit brea.kers. The clock has a separate fuse mounted
adjacent to the battery. The stall warning transmitter and horn circuit
and turn-and-bank indicator circuit are protected by a single automati-
cally resetting circuit breaker mounted behind the instrument panel.
The remaining circuits are protected by "push-to-reset" breakers en
the instrument panel.

GENERATOR WARNING LIGHT.

The red generator warning light indicates generator output. The

light remains off as long as the generator functions properly. II a mal-
function interrupts generator output, the light will illuminate. It aleo
will illuminate when the battery or external power is en, before starting
the engine, and whenever engine speed is insufficient to produce gen-
erator output. The light does not show battery drain.

LANDING LIGHTS (OPT).

A three-position, push-pull switch controls the optional landing

lights. To turn one lamp on for taxiing, pull the switch out to the first
stop. To turn both lampe en for landing, pull the switch out to the sec-
ond stop.

ROTATING BEACON (OPT).

The rotating beacon should not be used when flying through clouds or
overcast; the moving beams reflected from water droplets or particies in
the atmosphere, particularly at night, can produce vertigo and loes of
ori entation.

2-3
CABIN HEATING AND VENTILATION SYSTEM.
For cabin ventilation, pull the "CABIN AM" knob out. To raise the
air temperature, pull the "CABIN HT" knob out approximately 1/4" to
1/2" for a small amount of cabin heat. Additional heat is available by
pulling the knob out farther; maximum heat is available with the "CABIN
HT" knob pulled full out and the "CABIN AIR" knob pushed full in. When
no heat is desired inthe cabin, the "CABIN HT" knob is pushed full in.

Front cabin heat and ventilating air is supplied by outlet holes spaced
across a cabin manifold just forward of the pilot's and copilot's feet. Rear
cabin 'wat and air is supplied by two ducts from the manifold, one extend-
ing down each side of the cabin. Windshield defrost air is also supplied by
a duct leading from the cabin manifold.

Separate adjustable ventilators supply additional air; one near each

upper comer oí the windshield supplies air for the pilot and copilot, and
two optional ventilators in the rear cabin ceiling supply air to the rear
seat passengers.

STARTING ENGINE.
Ordinarily the engine starts easily with one or two strokes of the
primer in warm temperatures to six strokes in cold weather, with the
throttle open approximately 1/8 inch. In extremely cold temperatures,
it may be necessary to continue priming while cranldng.

Weak intermittent explosions followeci by pubis of black smoke from

the exhaust stack indicates overpriming or flooding. Excess fuel can be
cleared from the combustion chambers by the following procedure: Set
the mixture control full lean and the throttle full open; then crank the
engine through several revolutions with the starter. Repeat the start-
ing procedure without any additional priming.

If the engine is underprimed (most likely in cold weather with a cold

engine) it will not fire at ah, and additional priming will be necessary.
As soon as the cylinders begin to fire, open the throttle slightly to keep
it running.

After starting, if the oil gago does not begin to show pressure within
30 seconds in the summertime and about twice that long in very cold
weather, stop engine and investigate. Lack of oil pressure can cause

2-4
 TAXIING D1AGRAM
0

ON RH WING AND
NEUTRAL ELEVATOR

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41111»
USE DOWN AILERON USE DOWN AILERON
ON LE WING AND ON RE WING AND
DOWN ELEVATOR DOWN ELEVATOR

pill11111»
-1"Til ¡Mi
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CODE
NOTE
WIND DIRECT1ON 11> Strong quartering tau l winds require caution.
Avoid sudden bursts al the throttle and sharp
braking when the alrplane is in this attitude.
Use the steerable nose wheel and rudder to
maintaIn dtrection.

Figure 2-3.

2-5
serious engine damage. After starting, avoid the use of carburetor
heat unless icing conditions prevall.

TAXIING.
When taxiing, it is important that speed and use of braices be held to
a minimurn and that all controls be utílized (see taxiing diagram, figure
2-3) to maintain directional control and balance.

Taxiing over lose gravel or cinders should be done at low engine

speed to avoid abrasion and stone damage to the propeller tips.

BEFORE TAKE-OFF.
WARM-UP.

Since the engine is closely cowled for efficient in-flight engine cool-
ing, precautions should he taken to avoid overheating during prolonged
engine operation on the ground.

MAGNETO CHECK.

The magneto check should be made at 1700 RPM as follows: Move

ignition switch first to "R" posítion, and note RPM. Next move switch
back to "BOTH" to clear the other set of plugs. Then move switch to
the "L" position and note RPM. The difference behveen the two mag-
netos operated individually should not be more than 75 RPM. II there
is a doubt concerníng operation of the ignition system, RPM checks at
higher engine speeds will usually confirm whether a deficiency exists.

An absence of RPM drop may be an indication of faulty grounding of

one side of the ignition system or should be cause for suspicion that the
magneto timing has been "bumped-up" and le set in advance of the set-
tíng specified.

TAKE-OFF.
POWER CHECK.

It is important to check full-throttle engine operation early in the

2-6
take-off run. Any sigas of rough engine operation or sluggish engine
acceleration is good cause for discontinuing the take-off. 1f this occurs,
you are justified in making a thorough full-throttle, static runup before
another tale-off is atternpted. The engine should run smoothly and turn
approximately 2230-2330 RPM with carburetor heat off.

For improved take-off and climb performance, an optional McCauley

:172/EM 7651 climb propeller is available. This propeller has a full-
utrottle static RPM range of 2320-2420 RPM.

Full-throttle runups over lose gravel are especially harmful to pro-

peller tips. When take-offs must be made over a gravel surface, it is
very important that the throttle be advanced slowly. This allows the air-
plane to start rolling before high RPM is developed, and the gravel will
be blown back of the propeller rather thart pulled jato it. When unavoid-
able small dents appear in the propeller blades, they should be immedí-
ately corrected as described in Section IV under propeller care.

Prior to take-off from fields aboye 5000 feet elevation, the mixture
should be learted to give maximum RPM in a full-throttle, static runup.

WING FLAP SETTINGS.

Normal and obstacle clearance take-offs are performed with wing

flaps up. The use of 10° flaps will shorten the ground run approximately
1070, but this advantage is lost in the climb to a 50-foot obstacle. There-
fore, the use of 10° flaps is reserved for minimum ground runs or for
take-off from soft or rough fields with no obstacles ahead.

U 10 0 of flaps are used in grourid runs, it is preferable to leave them

-xtended rather than retract them in the climb to the obstacle. The ex-
Iption to this rule would be in a high altitude take-off in hot weather
where climb would be marginal with flaps 10°.

Flap settings of 30° to 40° are not recommended al any time for take-off.

PERFORMANCE CHARTS.

Consult the take-off chart in Section V for take-off distances under

various gross weight, altitude, and headwind conditions.

CROSSWIND TAKE-OFFS.

Take-offs into strong crosswinds normally are performed with the

2-7
minímum flap setting necessary for the field length, to minimize the
drift angle immediately after take-off. The airplane is accelerated to
a speed slightly higher than normal, then pulled off abruptly to prevent
possible settling back to the runway while drifting. When clear of the
ground, make a coordinated tura into the wind to correct for drift.

CLIMB.
CLIMB DATA.

For detailed data, refer to the Maximum Rate-Of-Clímb Data chart

in Section V.

NOTE

If your aircraft is equipped with a 7651 climb pro-

peller, slight improvement in climb performance
may he expected over that shown in Section V.

ClIMB.SPEEDS.

Normal climbs are performed at 80 to 90 MPH with flaps up and full

throttle for best engine cooling. The mixture should be full rich unless
the engine is rough due to too rich a mixture. The best rate-of-climb
speeds range from 80 MPH at sea leve! to 77 MPH at 10,000 feet. If
an obstacle dictates the use of a steep climb angle, the best angle-of-
climb speed should be used with flaps up and full throttle. These speeds
vary from 65 MPH at sea leve! to 71 MPH at 10,000 feet.

NOTE

Steep climbs at these low speeds should be of short

duration to improve engine cooling.

GO-AROUND CLIMB.

In a balked Landing (go-around) climb, the wing flap setting should

be reduced to 20° immediately alter full power is applied. Upon reach-
ing a safe airspeed, the flaps should be slowly retracted to the full up
position.

2-8
CRU1SE.
Normal cruising is done between 65% and 75% power. The power
settings required to obtain these powers at various altitudes and outside
air temperatures can be determined by using your Cessna Power Com-
puter of the OPERATIONAL DATA, Section V.

NOTE

The Cruise and Range Performance chart on page 5-4

outlines complete cruise figures for the Model 172
equipped with a standard propeller. The table on page
5-5 shows the RPM and speed differentials for a given
%BHP to be considered when figuring cruise perform-
ance if your airplane is equípped with a 7651 climb
propeller.

Cruising can be done most efficiently at high altitudes because of

lower air density and therefore lower airplane drag. This is illustrated
in the following table which shows performance at 75% power at various
altitudes.

OPTIMUM CRUISE PERFORMANCE

ALTITUDE RPM TRUE AIRSPEED RANGE

Sea Level 2450 123 520

5000 ft. 2560 128 540
7000 ft. Full Throttle 130 550

All figures are hased on lean mixture, 36 gallons of fuel (no re-
serve), zero wind, standard atmospheric conditions, and 2300 pounds
gross weight.

Carburetor ice, as evidenced by an unexplained drop in RPM, can

be removed by application of full carburetor heat. Upan regaining the
original RPM (with heat off), use the mínimum amount of heat (by
trial and error) to prevent ice from forming. Since heated air causes
a richer mixture, readjust the mixture setting when carburetor heat is
used continuously in cruising flight.

2-9
STALLS.
The stall characteristics are conventional and aural warning is pro-
vided by a stall warning horn which sounds between 5 and 10 MPH aboye
the stall in all configurations.

Power-off stall speed.s at maximum gross weight and aft c. g. posi-

tion are presented on page 5-2 as calibrated airspeeds since indicated
airspeeds are unreliable near the stall.

LANDING.
Normal landings are made power-off with any flap setting. Slips are
prohibited in full flap approaches because of a downward pitch en-
countered under certaán combinations of airspeed and sideslip angle.

SHORT FIELD LAND1NGS.

For a short field landing, make a power-off approach at approxi-

rnately 67 MPH with flaps 40°, and land on the mala wheels first. Im-
mediately alter touchdown, lower the nose gear to the ground and apply
heavy braking as required. Raising the flaps alter landing will provide
more efficient braking.

CROSSW1ND LANDINGS.

When landing in a strong crosswind, use the minimum flap setting re-
quired for the field length. Use a wing-low, crab, or a combination method
of drift correction and land in a nearly level attitude. Hold a straight
course with the steerable nosewheel and occasional braking if necessary.
The maximum allowable crosswind velocity is dependent upon pilot
capability rather than airpla.ne limitations. With average pilot technique,
direct crosswinds of 15 MPH can be handled with safety.

COLD WEATHER OPERATION.

STARTING.
Prior to starting on a cold morning, it is achrisable to pull the pro-
2-10
peller through several times by hand to "break lose" or "limber" the
oil, thus conserving battery energy. In extremely cold (0°F and lower)
weather, the use of an external preheater (for both the engine and battery)
and an external power source is recommended whenever possible to re-
duce wear and abuse to the engine and the electrical system. When using
an externa! power source, the position of the master switch is important.
Refer to Section VI, paragraph GROUND SERVICE PLUG RECEPTACLE,
for operating details.

Cold weather starting procedures are as follows:

With Preheat:

(1) Clear propeller.

(2) Pull master switch "ON."
(3) With magneto switch "OFF" and throttle closed, prime
the engine four to eight strokes as the propeller is being
turned over by hand.

NOTE

Use heavy strokes of primer for best atomization of fuel.

After priming, push primer ahl the way in and turn to
locked position to avoid possibility of engine drawing fuel
through the primer.

(4) Turn magneto switch to "BOTH. "

(5) Open throttle 1/4" and engage starter.

Without Preheat:

(1) Prime the engine six to ten strokes while the propeller
is being turned by hand with throttle closed. Leave primer
charged and ready for stroke.
(2) Clear propeller.
(3) Pull master switch "ON."
(4) Turn magneto switch to "BOTH."
(5) Pump throttle rapidly to full open twice. Fteturn to 1/4"
open position.
(6) Engage starter and continue to prime engine until it is
running smoothly, or allernately, pump throttle rapidly over
first 1/4 of total travel.
(7) Pull carburetor heat knob full on after engine has started.
Leave on until engine is running smoothly.

2-11
 (8) Lock primer.
NOTE
II the engine does not start during the first few attempts,
or if engine firing diminishes in strength, it is probable
that the spark plugs have been frosted over. Preheat
must be used before another start is attempted.

IMPORTANT
Pumping the throttle rnay cause raw fuel to accumulate
in the intake air duct, creating a fire hazard in the event
of a backfire. If this occurs, maintain a cranking action
to suck llames into the engine. An outside attendant with
a fire extinguisher is advised for cold starts without pre-
heat.

During cold weather operations, no indication will be apparent on the

oil temperature gage prior to take-off if outside air temperatures are
very cold. Alter a suitable warm-up period (2 to 5 minutes at 1000 RPM),
accelerate the engine several times to higher engine RPM. II the engine
accelerates smoothly and the oil pressure remains normal and steady,
the airplane is ready for take-off.

RIGHT OPERATIONS.

Take-off is made normally with carburetor heat off. Avoid excessive

leaning in cruise.

Carburetor heat rnay be used to overcome any occasional engine

roughness.

When operating in sub-zero temperature, avoid using partíal carbu-

retor heat. Partial heat may increase the carburetor air temperature to
the 32° to 70°F range, where icing is critical under certaln atmospheric
conditions.

Refer to Section VI for cold weat,her equipment.

HOT WEATHER OPERATION.

The general warm temperature starting information on page 2-4 is
appropriate. Avoid prolonged engine operation on the ground.

2-12
 ,~1411.#*
•
Section
OPERATING LIMITATIONS

OPERATIONS AUTHORIZED.
Your Cessna exceeds the requirements of airworthiness as set forth
by the United States Government, and is certiíicated under FAA 'Type Cer-
tificate No. 3Al2 as Cessna Model No. 172G.

With standard equipment, the airplane is approved for day and night
operations under VFR. Additional optional equipment is available to in-
crease its utility and to make it authorized for use under IFR day and
night. An owner oí a properly equipped Cessna is eligible to obtain ap-
proval for its operation on single-engine scheduled airline service under
VFR. Your Cessna Dealer will be happy to assist you in selecting equip-
ment best suited to your needs.

MANEUVERS - UTILITY CATEGORY.

The airplane exceeds the requirements for airworthiness of the Fed-
eral Aviation Regulations, Part 3, set forth by the United States Govern-
ment. Spins and aerobatíc maneuvers are not permitted in normal cate-
ory airplanes in compliance with these regulations. In connection with
the foregoing, the following gross weights and flight load factors apply:

Gross Weight 2300 lbs.

Flight Load Factor *Flaps Up +3 8 -1.52
Flight Load Factor *Flaps Down +3 5
*The design load factors are 150% of the aboye, and in all
cases, the structure meets or exceeds design loada.

Your airplane must be operated in accordance with all FAA-approved

markings, placards and check lista in the airplane. If there is any infor-
mation in this section which contradicts the FAA-approved markings, pla-
cards and check lists, it is to be disregarded.
3-1
MANEUVERS - UTILITY CATEGORY.
This airplane is not designed for purely aerobatic flight. However,
in the acquísition of various certificates such as commercial pilot, ín-
strument pilot and flight instructor, certain maneuvers are required by
the FAA. AH of these maneuvers are permitted in this airplane when
operated in the utility category. In connection with the utility category,
the following gross weight and flight load factors apply, with recom-
mended entry speeds for maneuvers as shown.

Ma.ximum Design Weight 2000 lbs.

Flight Maneuvering Load Factor, Flaps Up +4.4 -1.76
Flight Maneuveríng Load Factor, Flaps Down . . +3.5

No acrobatic maneuvers are approved except those Usted below:

MANEUVER RECOMMENDED ENTRY SPEED

Chandelles 122 mph (106 knots)
Lazy Eights 122 mph (106 knots)
Steep Turns 122 mph (106 knots)
Spins Slow Deceleration
Stalls (Except Whip Stalls) Slow Deceleration
e
The baggage compartment and rear seat must
not be occupied.

Aerobatics that may impose high inverted loada should not be

attempted. The important thing to bear in mind in flight maneuvers is
that your Cessna is clean in aerodynamic design and will build up speed
quickly with the nose down. Proper speed control is an essential re-
quirement for execution of any maneuver, and care should always be
exercised to avoid excessive speed which in turn can impose excessive
loada. In the execution of ah maneuvers, avoid abrupt use of controls.

AIRSPEED LIMITATIONS.
The following are the certificated calibrated airspeed límits for
your Cessna:

Maximum (Wide or dive, smooth air) 174 MPH (red une)

Caution Range 140-174 MPH (yellow are)
Normal Range 59-140 MPH (green are)

3-2
WEIGHT AND BALANCE.
The following information will enable you to operate your Cessna
within the prescribed weight and center of gravity limitations. To figure
the weight and balance for your particular airplane, use the Sample
Problem, Loading Graph, and Center of Gravity Moment Envelope as
follows:

Take the licensed Empty Weight and Moment/1000 from the Weight
and Balance Data sheet, plus any changes noted on forme FAA-337,
carried in your airplane, and write them down in the proper columns.
Using the Loading Graph, determine the moment/1000 of each item to
be carried. Total the weights and moments/1000 and use the Center oí
Gravity Moment Envelope to determine whether the point falls within the
envelope, and if the loading is acceptable.

172 -------- --- Sampler Airplone í Your Atrplon•

SAMPLE LOADING PROBLEIVI w.iak t ma,...t ' we igh, mo ...1

_ (lbs) (lb -
- .
/1000) E • '

I. Li d Empty Weight (Somple Airplane)... 1324 48.2

2. Oil . 3 Obr."' 15 -0.3 1 15 -0.3

3. Paot & frene Pa •• r 340 12.2

l'
4. Feel. 136 Gol as 6U/Goll 216 10,4
l
5. Raer Pass•ngers 340 23.8

6. 8oggag• (or Pasmuno, en Auxiliory Se« 65 6.2

7. Total Aircraft Wetight (lood•d1 2300 100.5

8. Locatis Ibis point (2300 al 100.5)on the center of gran ty •nv•lopot, os. l sinc• Ibis
palas falla within th• •nv•lop• tito, loading is acc•ptable.

•Nota: Normally MI oil may be astum•d for oil flights.

_
-

3-4
 400

360

320

E 280

240

112 200

1-60
3 PILOT
AND FRONT PASSENGER
120
FUEL
(36 GAL. MAX. @ 641 /GAL. )
80
REAR PASSENGERS
40 BAGGAGE or Passenger on
AuxUlary Seat (120# MAX.)

-2 lo 1 2 1 4 1 6 1 8 1 10 1 12 1 14 1 16 1 18 1 20 1 22 1 24 1 26 1 28 1 30
-1 1 3 5 7 9 11 13 15 17 19 21 23 25 27 29
MOMENT/1000 ( POUND -INCHES)
CENTER OF GRAVITY
MOMENT ENVELOPE

55 60 65 70 75 80 85 90 95 100 105 110

LOADED AIRCRAFT MOMENT/1000 (POUND-INCHES)
 Section
CARE OF THE A1RPLANE

II your airplane is to retain that new plane performance and depend-

ability, certain inspection and rnaintenance requirements must be followed.
It is wise to follow a planned schedule of lubrication and preventative main-
tenance based on climatic and flying conditions encountered in your locality.

Keep in touch with your Cessna Dealer and take advantage of his know-
ledge 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.

GROUND HANDLING.
The airplane is most easily and safely maneuvered by ha,rid with the
tow-bar attached to the nosewheel.

NOTE

When using the tow-bar, never exceed the turning

angle of 30°, either side of center, or damage to
the gear will result.

MOORING YOUR AIRPLANE.

Proper tie-down procedure is your best precaution against damage to
your parked airplane by gusty or strong winds. To tie-down your air-
plane securely, proceed as follows:

(I) Set the parking brake and install the control wheel lock.
(2) Tie sufficiently strong ropes or chains (700 pounds tensile
strength) to wing, tau, and nose tie-down fittings and secure each
rope to a ramp tie-down.

4-1
 (3) Instan a surface control lock over the fin and rudder.
(4) Install a pitot tube cover.

WINDSHIELD -WINDOWS.
The plastic windshield and windows should be kept clean and waxed at
ah l times. To prevent scratches and crazing, wash them carefully with
nlenty of soap and water, using the palm of the hand to feel and dislodge
irt and mud. A soft cloth, chamois or sponge may be used, but only to
carry water to the surface. Rinse thoroughly, then dry with a clean,
moist chamois. Rubbing the surface of the plastic with a dry cloth builds
up an electrostatic charge so that it attracts dust particles in the air.
Wiping with a moist chamois will remove both the dust and this charge.

Remove oil and grease with a cloth moistened with kerosene. Never
use gasoline, benzine, alcohol, acetone, carbon tetrachloride, fire ex-
tinguisher or anti-ice Unid, lacquer thínner or glass cleaner. These
materials will soften the plastic and may cause it to craze.

Alter removing dirt and grease, íf the surface is not badly scratched,
it should be waxed with a good grade of commercial wax. The wax will
filie minor scratches and help prevent further scratching. Apply a thin,
even coat of wax, and brirxg it to a high polish by rubbing lightly with a
clean, dry, soft flannel cloth. Do not use a power buffer; the heat gen-
erated by the buffing pad may soften the plastic.

Do not use a canvas cover on the windshield unless freezing raje or

sleet is anticipated. Canvas covers may scratch the plastic surface.

PAINTED SURFACES.
The painted exterior surfaces of your new Cessna require an initial
curing períod which may be as long as 90 days after the finish is applied.
During this curing period some precautions should be taken to avoid dam-
aging the finish or interfering with the curing process. The finish should
be cleaned only by washing with clean water and mild soap, followed by a
rinse with water and drying with cloths or a chamois. Do not use polish
or wax, which would exclude air from the surface, during this 90-day
curing period. Do not rub or buff the finish, and avoid flying through rain,
hail or sleet.

Once the finish has cured completely, it may be waxed with a good

4-2
automotive wax. A heavier coating of wax on the leading edges of the
wings and tau l and on the engine nose cap and propeller spinner will help
reduce the abrasion encountered in these arcas.

ALUMINUM SURFACES.
The ciad aluminum surfaces of your Cessna Juay be washed with
zlear water to remove dirt; oil and grease may be removed with gasoline,
naptha, carbon tetrachloride or other non-alkaline solvents. Dulled alu-
minum surfaces may be cleaned effectively with an aircraft aluminum
polish.

After cleaning, and periodically thereafter, waxing with a good auto-

motive wax will preserve the bright appearance and retard corrosion.
Regular waxing is especially recommended for airplanes operated in
salt water areas as a protection against corrosion.

PROPELLER CARE.
Preflight inspection of propeller blades for nicks, and wiping them
occasionally with an oily cloth to clean off grass and bug stains will as-
sure long, trouble-free service. It is vital that small nicks on the pro-
peller, particularly near the tips and on the leading edges, are dressed
out as sc>on as possible since these nicks produce stress concentrations,
and if ignored, may result in cracks. Never use an alkaline cleaner on
the blades; remove grease and dirt with carbon tetrachloride or Stoddard
solvent.

INTERIOR CARE.
To remove dust and lose dirt from the upholstery and carpet, clean
the interior regularly with a vacuum cleaner.

Blot up any spilled liquid promptly, with cleansing tissue or rags.

Don't pat the spot; press the blotting material firmly and hold it for sev-
eral seconds. Continue blotting until no more liquid is taken up. Scrape
off sticky materials with a dull knife, then spot-clean the area.

Oily spots may be cleaned with household spot removers, used spar-
ingly. Before using any solvent, read the instructions on the container

4-3
and test it on an obscure place on the fabric to be cleaned. Never satu-
rate the fabric with a volatile solvent; it may darnage the padding and
bacidng materials.

Soiled upholstery and carpet may be cleaned with foam-type detergent,

used according to the manufacturer's instructions. To minimize wetting
the fabric, keep the foam as dry as possible and remove it with a vacuurn
cleaner.

The plastic trim, headliner, instrument panel and control knobs need
only be wiped off with a clamp cloth. Oil and grease on the control wheel
and control knobs can be removed with a cloth moistened with kerosene.
Volatile solvents, such as mentioned in paragraphs on care of the wind-
shield, must never be used since they soften and craze the plastic.

INSPECTION SER VICE AND INSPECTION PERIODS.

With your airplane you will receive an Owner's Service Policy. Cou-
pons attached to the policy entitle you to an initial inspection and the first
100-hour inspection at no charge. U you take delivery from your Dealer,
he will perform the initial inspection before delivery of the airplane to
you. U you pick up the airplane at the factory, plan to take it to your
Dealer reasonably soon after you take delivery on it. This will permit
him to check it over and to make any minor adjustments that may appear
necessary. Aleo, plan an inspection by your Dealer at 100 hours or 180
days, whichever comes first. This inspection aleo is performed by your
Dealer for you at no charge. While these important inspections wili be
performed for you by any Cessna Dealer, in most cases you will prefer
to have the Dealer from whom you piurchased the airplane accomplish
this work.

Federal Aviation Regulations require that ahl airpianes have a perí-

odie (annual) inspection as prescribed by the administrator, and per-
formed by a person designated by the administrator. In addition, 100-
hour periodic inspections made by an "appropriately-rated mechanic"
are required if the airplane is flown for hire. The Cessna Aircraft
Company recommends the 100-hour periodic inspection for your air-
plane. The procedure for this 100-hour inspection has been carefully
worked out by the factory and is follinved by the Cessna Dealer Organ-
ization. The complete familiarity of the Cessna Dealer Organization
with Cessna equipment and with factory-approved procedures provides
the highest type of service possible at lower cost.

4-4
AIRPLANE ALE.
There are intseellaneous data, information and licenses that are a
part of the airplane file. The following is a check list for that file. In
addition, a periodic check should be made of the latest Federal Aviation
Regulations to insure that ah l data requirements are met.

A. To be displayed in the airplane at ah l times:

(1) Aireraft Airworthiness Certificate (Form FAA-1362).
(2) Aircraft Registration Certificate (Form FAA-500A).
(3) Airplane Radio Station License (Form FCC-404, if transmitter
installed).

B. To be carried in the airplane at al! times:

(1) Weight and Balance, and associated papers (latest copy of the
Repair and Alteration Form, Form FAA-337, if applicable).
(2) Airplane Equipment List.

C. To be made available upon request:

(1) Airplane Log Book.
(2) Engine Log Book.
NOTE
Cessna recommends that these items, plus the Owner's
Manual and the "Cessna Flight Cuide" (Flight Computer),
be carried in the airplane at all times.

Most of the items listed are required by the United States Federal
Aviation Regulations. Since the regulations of other nations may require
other documents and data, owners of exported airplanes should check
with their own aviation offícials to determine their individual requirements.

4-5
 LUBRICATION AND SERVICING
PROCEDU RES
Specific servicing information is provided here for (tenis requiring daily
attention. A Servicing Intervals Check List is included to inform the pilot
when to have other iteras checked and serviced.

DAILY

FUEL TANK FILLERS:

Service after each flight with 80/87 minimum grade fuel. The
capacity of each wing tank is 19.5 gallons.

FUEL STRAINER:
On the first flight of the day and alter each refueling, pull out fuel
strainer drain knob for about four seconds, to clear fuel strainer of
possible water and sediment. Release drain knob, then check that
strainer drain is closed after draining.

OIL FILLER:
When preflight check shows low oil level, service with aviation grade
engine oil; SAE 30 below 40°F. and SAE 50 aboye 40°F. Detergent
oil, conforming to Continental Motors Specification MHS-24, must
be used. Your Cessna Dealer can supply an approved brand.

OIL DIPSTICK:
Check oil level before each flight. Do not operate on less than 6 quarts.
To minimize loss of oil through breather, fill to 7 quart level for nor-
mal flights of less than 3 hours. For extended flight, fill to 8 quarts.
If optional oil filter is installed, ose additional quart is required when
the filter element is changed.

4-6
 SERVICING INTERVALS CHECK LIST

EACH 50 HOURS
BATTERY -- Check and service. Check oftener (at least every 30 days)
operating in hot weather.
ENGINE OIL AND OIL FILTER Change engine oil and replace filler
element. II optional oil filter is not installed, change oil and clean screen
every 25 hours. Change engine oil at least every four months even though
less than 50 hours have been accumulated. Reduce periods for prolonged
operation in dusty areas, cold climates, or when short flights and long
idle periods result in sludging conditions.
CARBURETOR AIR FILTER Clean or replace. Under extremely dusty
conditions, daily maintenance of the filter is recommended.
NOSE GEAR TORQUE LINKS Lubricate.

EACH 100 HOURS

BFtAKE MASTER CYLINDERS -- Check and
SHIMMY DAMPENER -- Check and fill.
FUEL STRAINER Disassemble and clean.
FUEL TANK SUMP DRAINS Drain water and sediment.
FUEL UNE DRAIN PLUG -- Drain water and sediment.
VACUUM SYSTEM OIL SEPARATOR (OPT) Clean.
SUCTION RELIEF VALVE INLET SCREEN (OPT) Clean.

EACH 500 HOURS

VACUUM SYSTEM AIR FILTER (OPT) Replace filter element. Re-
place sooner if suction gage reading drops to 4.6 in. Hg.
WHEEL HEARINGS Lubricate. Lubricate at first 100 hours and at
500 hours thereafter.

AS REQUIRED
NOSE GEAR SHOCK STRUT Keep inflated and filled.
GYRO INSTRUMENT AIR FILTERS (OPT) Replace at instrument over-
haul.
4-7
 OWNER FOLLOW-UP SYSTEM
172
Your Cessna Dealer has an owner follow-up system to notify
you when he receives information that applies to your Cessna. In
addition, if you wish, you may choose to receive similar notification
directly from the Cessna Service Departinent. A subscription card
is supplied in your airplane file for your use, should you choose to
request this service. Your Cessna Dealer will be glad to supply
you with details concerning these follow-up programs, and stands
ready through bis Service Department to supply you with fast, ef-
fícient, low cost service.

4-8
 1~11Fr!Hil
Section
OPERATIONAL DATA

The operational data shown on the following pages are compiled from
actual tests with airplane and engine in good condition and using average
piloting technique and best power mixture. You will find this data a valu-
able aid when planning your flights. However, inasmuch as the number of
variables included precludes great accuracy, an ample fuel reserve should
be provided. The range performance shown makes no allowance for wind,
navigational error, pilot technique, warm-up, take-off, climb, etc. Ahl
of these factors must be considered when estimating reserve fuel.

A power settíng selected from the range charts usually will be more
effícient than a random setting, since it will permit you to estimate your
fuel consumption more accurately. You will find that using the charts and
your Power Computer will pay dividends in overall efficiency.

Range and endurance figures shown in the chart on page 5-4 are
based on flight test using a McCauley 1C172/EM 7653 propeller (standard).
Information to be considered when the aircraft is equipped with a McCauley
1C172/EM 7651 climb propeller may be found on page 5-5. Other condi-
tions of the tests are shown in the chart headings. Allowances for fuel
reserve, headwinds, take-offs, and climb, and variations in mixture lean-
ing technique should be made and are in addition to those shown on the
charts. Other indeterminate variables such as carburetor metering-
characteristics, engine and propeller conditions, and turbulence of at-
mosphere may account for variations of 10% or more in maximum range.

Remember that the charts contained herein are based on standard day
conditions. For more precise power, fuel consumption, and endurance in-
formation, consult the Cessna Flight Guide (Power Computen) supplied
with your aircraft. With the Flight Guide, you can easíly take into account
temperature variations from standard at any flight altitude.

5-1
 AIRSPEED CORRECTION TABLE

HAPS IAS 40 50 60 70 80 90 100 110 1201301401

ROS "
.. cCAS
S 55 60j66 72]80 89 98 108 117 127 136
._
,LAPS DOWN 52 581 65 73 1 82 91 101 • • • •
1
Figure 5-1.

POWER OFF STALLING SPEEDS mPH - CAS

ANGIE OF BANK
CONBITION ° 200 40 600

FLAPS UP 57 59 65 81
2300 LBS
GROSS FLAPS 10° 52 54 59 74
WE1GHT
FLAPS 40° 49 51 56 69

Figure 5-2.

5-2
 TAK E -OFF DATA
TAKE-OFF DISTANCE FROM HARD SURFACE RUNWAY , FLAPS UP
e 5.L.& 59 ° F 9 2500 ft. AL 50° F
1> 5000 ft. & 41° F @ 7 500 ft. & 32 0 F
GROSS IAS HEAD
WEIGHT Al 50 FT. WIND °ROUND TOTAL GROUNC:»— TOTAL GROUND TOTAL °ROUND TOTAL
LBS. MPH KNoTs RUN TO CLEAR RUN TO CLEAR RUN TO CLEAR RUN TO CLEAR
50 OBS. 50' OBS. 50' OBS. 50' OBS.
y . r 1 r
i 1
O 435 780 520 920 625 1095 785 1370
1700 60 10 296 570 355 680 430 820 535 1040
20 175 385 215 470 210 515 345 745
O )
630 1095 755 1325 905 1625 1120 2155
2000 65 10 435 820 530 1005 645 1250 810 1685
20 275 580 340 720 425 910 595 1255
0 865 1525 1040 1910 1255 2480 1565 3855
2300 70 10 615 1170 750 1485 920 1955 1160 3110
20 405 850 505 1100 630 1480 810 2425
- —
Note: Increase distonce 10% for •ach 25°F abone standard temperature for particular altitud*.

MAXIMUM RATE-OF-CLIMB DATA

@ S.L. & 59° F &11 5000 ft. & 41°F @ 10,000 It. & 23 ° 1 @ 15,000 ft. & 5° F
GROSS
WEIGHT IAS RATE C/f GALS !As pm( op FROM IAS RAFE Of FROM IAS RAIL OF FROM
CLIMB Si' mem CLIMB . MPH S.L.
LBS MPH CLIMB OF FUEL MPH FUEL FU
S.LEL CLIMB
FT/MIN. FUEL
FI/MIN. USED FT/MIN USED OSLO FT/MIN. USED
ni r , 1 , .
1700 75 1085 1.0 73 025 1.9 71 570 2.9 70 315 4.4
, ...
2000 77 840 1.0 76 610 2.2 74 380 3.6 73 155 6.3

2300 80 645 1.0 78 435 2.6 77 230 4.8 76 22 11.5

Haps up, MI throttl• asidmixturo lean•d for smooth op•ration abovis 5000 ft.
Note: Fuel ussrd includsis erarrn-up asid tak•-off allowanc•.

Figure 5-3.
 CRUISE & RANGE Gross Weight- 2 300 lbs.*
Standard Conditions *
PERFORMANCE Zero Wind*lean Mnsture •

172 SKYHAWK 36 Gal. al Fuel (No Reserve)

NOTE MOIgITUT < , 1,1* 11 norinally liooi.d ro 757 polvo, For standard 172
perlotnionLii. vobtratr 1 trAPTE (roen Iba hroh•r crol": sperds shown

o TAS GAL. / ENDR. RANGE

ALT. RPM % /VIPH HOUR HOURS MILES

o 2700 93 138 10.9 3.4 4'71.

2600 89 131 9. 5 3.8 495
2500 75 125 8.5 4.2 530
2400 67 119 7.6 4.7 560
2300 59 113 6.8 5.3 595
2200 52 106 6.2 5.8 615
2100 46 100 5.7 6.4 635

2700 87 136 9.8 3.7 500

2600 78 130 8.8 4.1 525
2550 74 127 8.4 4.3 550
2500 70 124 7.9 4.5 560
2400 62 118 7.1 5.1 600
2300 55 111 8.4 5.6 625
2200 49 105 5.9 6. 1 640
2100 44 98 5, 5 6.4 640

7500 2650 77 132 8.7 9.2 550

2600 73 129 8. 2 4.3 560
2500 65 123 7. 4 4.9 600
2400 58 116 6.7 5.3 620
2300 52 110 6.1 5.9 650
2200 47 103 5.7 6.4 655
2100 42 97 5.3 6.7 655

10, 000 2600 68 128 7.7 4.7 60$

2500 61 121 7.0 5.2 625
2400 55 115 6.4 5.6 695
2300 49 108 5.9 6.1 655
2200 45 102 5. 5 6.6 670
2100 41 96 5. 2 6.8 655

12,54)0 2600 63 126 7.2 5.0 630

2500 57 120 6.6 5.4 650
2400 52 113 6.1 5.9 6/0
2300 47 107 5.7 6,3 670
2200 43 101 5. 4 6.8 670

16e p• forman. feguros obov• apply ro arizrott equopped with o siondard OtIcCaul•y

16172/1M7653 ptap•1I•E Rotor lo figuro 5-5 for in f ,onc•rning airitraft with

an optional AttCauley IC172/017651 propellet

Figure 5-4.

5-4
CRUISE AND RANGE PERFORMANCE
With McCauley 1C172/EM 7651 Propelier

To obtain some % BHP as shown in adjoining figure and on

Cessna Power Computer, increase RPM as follows:

For % BHP increase RPM

75 +20 RPM

70 +10 RPM

65(and lower) O RPM

The faster turning climb propeller gives o slight loss in

cruise speed at a given To BHP as shown below•

At % BHP Speed Loss Differentiai

70 - 75 O MPH

65 - 70 -LO MPH

60 - 65 -1.5 MPH

55 - 60 -2.0 MPH

50 - 55 -3.0 MPH

NOTE: When your aircraff is equipped with a McCauley

1C172/EM 7651 climb propeiler, the aboye factors should be
used in .conjunction with the Cruise and Range Performance
on the adjoining page.

Figure 5-5.
5-5
 LANDING DATA
LANDING DISTANCE ON HARD SURFACE RUNWAY
NO WIND — 40° FLAPS — POWER OFF
,
1-5.p s.L. 13. 59 - 1' .:-:• 2500 11 ASO 79 5000 ft & 41' F
(!- @ 7500 1! 8. 32' F
GROSS APPROACH
4
WEIGHT IAS
GROUND TOTAL GROUND TOTAL °ROUND TOTAL GROUND TOTAL
LBS MPH
ROLL TO CLEAR ROLL TO CLEAR ROLA. TO OLEAR ROIL TO OLEAR
50 - OBS 50 OBS 50 OBS 50 OBS

2 300 65 520 12 50 560 1310 605 1385 650 1455

Á -.- Arawmgror~

Note: R.d. tondino <lis once 10% for eoch 5 knot heodwind

Figure 5-6.
 *SPEED 80 MPH (IAS)
MAXIMUM GLIDE .PROPELLER WINDmILLING

• FLAPS UP • ZERO WIND

HEIG HTAB OVE TERRA IN ( FEET

12,000

10,000

8000

6000

4000

2000

o
o 5 10 15 20

GROUND DISTANCE (STATUTE MILES)

Figure 5-7.

5-7
 - ' tIttiluttll
~ I _ ht

Section
OPTIONAL SYSTEMS

This section contains a description, operating procedures, and per-

formance data (when applicable) for some of the optional equipment which
may be installed in your Cessna. Owner's Manual Supplements are pro-
vided to cover operation of other optional equipment systems when in-
stalled in your airplane. Contact your Cessna Dealer for a complete
list of available optional equipment.

AUXILIARY FUEL TANK SYSTEM

An optional auxiliary fuel tank system (figure 6-1) is available to in-

crease the airplane operating range. System components include an 18
gallon fuel tank (17.55 gallons usable) installed on the baggage compart-
ment floor, an electric fuel transfer pump behind the tank, an electrical-
ly-operated fuel quantity indicator and fuel transfer pump switch on the
instrument panel, a fuel tank filler provision on the right side of the
fuselage, a fuel tank sump drain valve at the front of the tank on the
bottom of the fuselage, and the necessary plumbing.

The auxiliary fuel system is connected to the right main fuel tank
plumbing aboye the right cabin door.

AUXILIARY FUEL SYSTEM OPERATION.

To operate the auxiliary fuel system, proceed as follows:

PRE-FLIGHT CHECK:

(1) Turn on master switch and check fuel quantíty indicator for
reading.

6-1
 L E FT FUEL TANK RIGHT FUEL TANK

SELECTO TRANS FER

VALV E Cli ECK
P UNIP
VALV E
swrrcii
Qin

_11.••••••••••

TO FU EL
EN(.11-N E --' STRA/N. ER TRANSFER
PUM P
.:NGIN E
PIZIM Elt
AUX7LIARY
FUEL TANK

TH ROTT L E

CA RBUR ETOR

FUEL 11
TO

SYSTEM ENG IN E
-IP
MIXTURE
CONTROL
KNOB
SCHEMAT1C
WITH OPTIONAL AUXILIARY FUEL TANK SYSTEM

Figure 6-1.

6-2
 (2) Momentarily pull on transfer pump switch and listen for pump
operation. Turn off master switch.
(3) Check quantity of fuel in tank for agreement with fuel quantity
indicator. Fill tank for anticipated requirements.
(4) Drain small amount of fuel from fuel tank drain valve to check
for possible water and sediment.

DURING

(I) Take-off, climb and land with fuel selector valve handle set on
"BOTH" for maximum safety.
(2) Alter leveling off at cruise altitude, switch to "RIGH'T" and
operate from this tank until the fuel supply is exhausted.
(3) Switch to "LEFT" for operaban, then pull on transfer pump
switch and refill right main fuel tank from auxiliary tank. Push
transfer pump switch off when fuel transfer is completed.

NOTE

Transfer of total fuel from the auxiliary tank will take

from 45 minutes to 1 hour.

(4) Return fuel selector valve handle to "BOTH" position after

refilling right tank, or if desired switch again to right main tank.

IMPORTANT

Do not operate the transfer pump with the fuel selector

turned to either "BOTH" or "RIGHT" positions. Total
or partial engine stoppage will result from aír being
purnped ínto fuel fines alter fuel transfer has been com-
pleted. If the pump should accidentally be turned on
with the fuel selector in either of these positions, and
engine stoppage occurs, the engine will restart in from
3 to 5 seconds after turning off the transfer pump as the
air in the fuel line will be evacuated rapidly.

6-3
 COLD WEATHER EQUIPMENT

WINTERIZATION KIT.
For continuous operation in temperatures consistently below 20°F,
Cessna winterization kit, available from your Cessna Dealer, should
ue installed to improve engine operation.

GROUND SER VICE PLUG RECEPTACLE.

A ground service plug receptacle may be installed to permit the use
of an external power source for cold weather starting and during lengthy
maintenance work on the electrical system.

Before connecting a generator type external power source, it is im-

portant that the master switch be turned on. This will enable the battery
to absorb transient voltages which otherwise might damage the semicon-
ductors in the electronic equipment. When using a battery type external
power source, the master switch should be turned off to prevent an un-
necessary power drain from the power source batteries to the airplane's
battery.
IMPORTANT
Be certain that the polarity of any external power source or
batteries is correct (positive to positive and negative to neg-
ative). A polarity reversal will result in immediate damage
to semiconductors in the airplane's electronic equipment.

TATIC PRESSURE ALTERNATE SOURCE VALVE.

A static pressure alternate source valve may be installed in the
static system for use when the external static source is malfunctioning.
This valve also permits draining condensate from the static Unes.

erroneous instrument readings are suspected due to water or

ice in the static pressure Unes, the static pressure alternate source
valve should be opened, thereby supplying static pressure from the
cabin. Cabin pressures will vary, however, with opon cabin ventilators
or windows. The most adverse combinations will result in airspeed and
altimeter variations of no more than 2 MPH and 15 feet, respectively.

6-4
 RADIO SELECTOR SWITCHES

RADIO SELECTOR SWITCH OPERATION.

Operation of the radio equipment is normal as covered in the respec-
tive radio manuals. When more than one radio is installed, as audio
switching system is necessary. The operation of this switching system is
described below.

TRANSMITTER SELECTOR SWITCH.

The transmitter selector switch (figure 6-2) is labeled "TRANS,"
and has two positions. When two transrnitters are installed, it is nec-
essary to switch the microphone to the radio unit the pilot desires to use
for transmission. This is accomplished by placing the transmitter
selector switch in the position correspondíng to the radio unit which is to
be used.

SPEAKER-PHONE SWITCHES,
The speaker-phone switches (figure 6-2) determine whether the output
of the receiver in use is fed to the headphones or through the audio ampli-
fier to the speaker. Place the switch for the desired receivíng system
either in the up position for speaker operation or in the down position for
headphones.

Figure 6-2.

6-5
AUTOPILOT-OMNI SWITCH.
When a Nav-O-Matic autopilot is ínstalled with two compatible omni
receivers, an autopilot-omni switch is utilized. This switch selects the
omni receiver to be used for the omni course sensing function of the auto-
pilot. The switch is mounted just to the right of the autopilot control unit
the bottom of the instrument panel. The switch posítions, labeled
MM 1" and 'OMM 2", correspond to the omni receivers in the radio
panel stack.

TRUE AIRSPEED INDICATOR

A true airspeed indicator is available to replace the standard air-

speed indicator in your airplane. The true airspeed indicator has a cali-
brated rotatable r Mg which works in conjunction with the airspeed indi-
tor dial in a manner similar to the operation of a flight computer.

TO OBTA1N TRUE AlRSPEED, rotate ring until pressure altitude

is aligned with outside air temperature in degrees Fahrenheit. Then
read true airspeed on rotatable ring opposíte airspeed needle.

NOTE

Pressure altitude should not be confused with indicated

altitude. To obtain pressure altitude, set barometric
scale on altimeter to "29.92" and read pressure altitude
opposite needle on altimeter. Be sure to return alti-
meter barometric scale to original barometric setting
after pressure altitude has been obtaíned.

6-6
 ALPHABETICAL INDEX
A
After Landing, 1-4
Air Filter, Carburetor, 4-7
Air Filters, Gyro Instrument, 4-7
Airplane,
before entering, 1-1
care, 4-2, 4-3
file, 4-5
ground handling, 4-1
inspection service-periods, 4-4
lubrication and
servicing, 4-6, 4-7
mooring, 4-1
securing, 1-4
Airspeed Correction Table, 5-2
Airspeed Limitations, 3-2
Aluminum Surfaces, 4-3
Authorized Operations, 3-1
Auxiliary Fuel Tank System, 6-1
operation, 6-1
schematic, 6-2
13aggage, Weight, inside front cover
Battery, 4-7
Beacon, Rotating, 2-3
Before Entering Airplane, 1-1
Before Landing, 1-3
Before Starting Engine, 1-1
Before Take-off, 1-2, 2-6
magneto checks, 2-6
warm-up, 2-6
Brake Master Cylinders, 4-7
Capacity,
fuel, inside covers, 2-1
oil, inside covers
Carburetor, 2-2, 6-2
air filter, 4-7
Care,
exterior, 4-2, 4-3
interior, 4-3
propeller, 4-3
Center of Gravity Moment
Envelope, 3-6
Checks, Magneto, 2-6
Circuit Breakers, 2-3
Climb, 1-3, 2-8
data, 2-8, 5-3
go-around climb, 2-8
maximum performance, 1-3
normal, 1-3
speeds, 2-8
Cold Weather Equipment, 6-4
ground service receptacle, 6-4
static pressure alternate source
valve, 6-4
winterization kit, 6-4
Cold Weather Operation, 2-10
flight operation, 2-12
starting, 2-10
Correction Table, Airspeed, 5-2
Crosswind Landing, 2-10
Cruise Performance (Climb
Propeller), 5-5
Cruise Performance (Standard
Propeller), 5-4
Cruise Performance, Optimurn, 2-9
Cruising, 1-3, 2-9
Cylinders, Brake Master, 4-7
Index-1
Data,
climb, 2-8, 5-3
fuel quantity, 2-1.
landing, 5-6
take-off, 5-3
gram,
exterior inspection, iv
fuel system, 2-2, 6-2
principal dimensions,
radio selector switches, 6-5
taxiing, 2-5
Dimensions, Principal, ii
Dipstick, Oil, 4-6
Drain Knob, Fuel Strainer, 2-3
Drain Plug, Fuel Une, 4-7
Drain Plugs, Fuel Tank, 4-'7
E throttle, 2-2, 6-2
Electrical System, 2-3
battery, 4-7
circuit breakers, 2-3
generator warning light, 2-3
ground service plug
receptacle, 6-4
landing lights, 2-3
rotating beacon, 2-3
Empty Weight, inside front cover
Engine, inside front cover
bel ore starting, 1-1
instrument markings, 3-3
oil screen, 4-7
operation limitations, 3-3
primer, 2-2, 6-2
starting, 1-2, 2-4
Envelope, Weight and Balance, 3-6
Equipment, Cold Weather, 6-4
Exterior Care, 4-2, 4-3
Exterior Inspection Diagram, iv
Index-2
File, Airplane, 4-5
Filters, Gyro Instrument Air, 4-7
Fuel Specification and Grade,
inside back cover
Fuel System, 2-1
auxiliary fuel system, 6-1
capacity, ínside covers, 2-1
carburetor, 2-2, 6-2
fuel Une drain plug, 4-7
fuel tank (auxiliary), 6-2
fuel tanlcs (main), 2-2, 6-2
fuel tank sump drains, 4-7
mixture control knob, 2-2, 6-2
primer, 2-2, 6-2
quantity data, 2-1
schematics, 2-2, 6-2
selector valve, 2-2, 6-2
strainer drain knob, 2-3
strainer, 2-2, 4-6, 4-7, 6-2
tank fillers, 4-6
transfer pump (auxiliary fuel), 6-2
transfer pump switch, 6-2
Generator Warning Light, 2-3
Go-Around Climb, 2-8
Gross Weight, inside front cover
Ground Handling, 4-1
Ground Service Receptacle, 6-4
Gyro Instrument Air Filters, 4-7
Handling Airplane on Ground, 4-1
Heating and Ventilation System,
Cabin, 2-4
Hot Weather Operation, 2-12
Hydraulic Fluid Specification,
inside back cover
Inspection Diagram, Exterior, iv
Inspection Service-Periods, 4-4
Instrument Markings, 3-3
Interior Care, 4-3
Maneuvers, Normal Category, 3-1
Maneuvers, Utility Category, 3-2
1Vlarkings, Instrument, 3-3
Master Cylinders, Brake, 4-7
Maximum Glide, 5-7
Maximum Performance Climb, 1-3
Maximum Performance
Take-off, 1-2
Maximum Rate-of-Climb Data, 5-3
Mixture Control Knob, 2-2, 6-2
Moment Envelope, Center of
Gravity, 3-6
Mooring Your Airplane, 4-1

N
Landing, inside front cover, 2-10 Normal Category, Maneuvers, 3-1
after, 1-4 Normal Climb, 1-3
before, 1-3 Normal Landing, 1-4
crosswind, 2-10 Normal Take-off, 1-2
data, 5-6 Nose Gear,
lights, 2-3 shock strut, 4-7
normal, 1-4 torque links, 4-7
short field, 2-10
Let-Down, 1-3
Light,
generator warning, 2-3
landing, 2-3 o
rotating beacon, 2-3
Limitations, Airspeed, 3-2 Oil Specification and Grade,
Limitations, Engine Operation, 3-3 inside back cover
Loading Graph, 3-5 Oil System,
Loading Problem, Sal-tiple, 3-4 capacity, inside covers
Lubrication and Servicing filter, 4-7
Procedures, 4-6 oil filler and dipstíck, 4-6
Operating Limitations, Engine, 3-3
Operation, Auxiliary Fuel
Tank System, 6-1
Operation, Cold Weather, 2-10
Operations Authorízed, 3-1
Optimum Cruise Performance, 2-9
Magneto Checks, 2-6 Owner Follow-Up System, 4-8

Index-3

Painted Surfaces, 4-2
Performance, Specifications,
inside front cover
Power Loading, inside front cover
T',.imer, Engine, 2-2, 6-2
ncipal Dimensions,
inside front cover
care, 4-3
Q inside front cover
Quantity Data, Fuel, 2-1
Radio Selector Switches, 6-5
autopilot-omní switch, 6-6
ope ration, 6-5
speaker-phone switches, 6-5
transinitter selector switch, 6-5
Range, inside front cover
Ftange and Cruíse Performance, 5-4 System,
'te of Climb, inside front cover
,ceptacle, Ground Service, 6-4
Rotating Beacon, 2-3
Sample Loading Problem, 3-4
Schematic, Auxiliary Fuel
Tank System, 6-2
Schematic, Fuel System, 2-2
Secure Aircraft, 1-4
Index-4
Selector Valve, Fuel, 2-2, 6-2
Service Ceiling, inside front cover
Servicing Intervals Check List 4-7
Servicing Procedures, 4-6
Servicing Requirements Table,
inside back cover
Shimmy Dampener, 4-7
Shock Strut, Nose Gear, 4-7
Short Field Landing, 2-10
Specification and Grade,
fuel, inside back cover
hydraulic fluid, inside back cover
oil, inside back cover
Specifications - Performance,
Speed, inside front cover
Speed, Climb, 2-8
Stalling Speeds Chart, 5-2
Stalls, 2-10
Starting Engine, 1-2, 2-4
Static Pressure Alternate Source
Valve, 6-4
Strainer, Fuel, 2-2, 4-6, 4-7, 6-2
Strainer Drain Knob, Fuel, 2-3
Suction Relief Valve Inlet Screen, 4-7
Surfaces,
painted, 4-2
aluminum, 4-3
Switches, Radio Selector, 6-4, 6-5
auxiliary fuel tank, 6-1
cabin heating/ventilation, 2-4
electrical, 2-3
fuel, 2-1
<Avner follow-up, 4-8
Table of Contents, iii
Take-off, inside front cover, 1-2, 2-6
before, 1-2, 2-6
 crosswind, 2-7
data, 5-3
maximum performance, 1-2
normal, 1-2
performance charts, 2-7
power check, 2-6
wing flap settings, 2-7
Taxiing, 2-6
diagram, 2-5
Throttle, 2-2, 6-2
Tire Pressures, inside back cover
Torque Links, Nose Gear, 4-7
Transfer Pump (Awdliary Fuel), 6-2
Transfer Pump Switch, 6-2
True Airspeed Indicator, 6-6
u Windshield and Windows, 4-2
Utility Category, Maneuvers, 3-2
Vacuum System Air Filler, 4-7
Vacuum System Oil Separator, 4-7
Valve, Fuel Selector, 2-2, 6-2
Warning Light, Generator, 2-3
Weight,
empty, inside front cover
gross, inside front cover
Weight and Balance, 3-4
loading graph, 3-5
moment envelope, 3-6
sample loading problem, 3-4
Wheel Bearings, 4-7
Wing Loading, inside front cover
Winterization Kit, 6-4
Index-5
 WARRANTY
1111 The Cessna Aircraft Company (Cessna) warrants each new
aircraft, including factory installed equipment and accessories,
and warrants all new aircraft equipment and accessories bearing
the name "Cessna," to be free from defects in material and work-
manship under normal use and service. Cessna's obligation under
this warranty is lirnited to supplying a part or parts to replace any
part or parts which, within six (6) montts after deliver), of such
aircraft or such aircraft equipment or accessories to the original
retail purchaser or first user, shall be returned transportation
charges prepaid to Cessna at Wichita, Kansas, or such other place
as Cessna may designate and which upon examination shall dis-
close to Cessna' s satisfaction to have been thus detective.

II The provisions of this warranty shall not apply to any aircraft,

equipment or accessories which have been subject to misuse, neg-
ligence or accident, or which shall have been repaired or altered
outside of Cessna's factory in any way so as in the judgment of
Cessna to affect adversely íts performance, stability or reliability.
This warrant)/ is expressly in lieu of any other warranties, ex-
pressed or implied, including any implied warranty of merchant-
ability or fitness for a particular purpose, and of any other ob-
ligation or liability on the part of Cessna of any nature whatsoever
and Cessna neither assumes flor authorizes any one to assume for
it any other obligation or liability in connection with such aircraft,
equipment and accessories.
 SERVICING REQUIREMENTS

FUEL:

AVIATION GRADE -- 80/87 MINIMUM GRADE

CAPACITY EACH TANK -- 19. 5 GALLONS

ENGINE OIL:

AVIATION GRADE -- SAE 50 ABOVE 40 °F.

SAE 30 BELOW 40°F.
(DETERGENT OIL, CONFORMING TO CONTINENTAL
MOTORS SPECIFICATION MHS -24, MUST BE usEn.)
CAPACITY OF ENCIME SUMP 8 QUARTS
(DO NOT OPERATE ON LESS THAN 6 QUARTS. TO
MINIMIZE LOSS OF OIL THROUGH BREATHER, FILL
7'0 7 QUART LEVEL FOR NORMAL FLIGHTS OF LESS
THAN 3 HOURS. FOR EXTENDED FLIGHT, FILL TO
8 Q (JAR TS. I F OPTIONA L OIL FILTER IS INSTA LLED,
ONE ADDITIONAL QUART IS REQUIRED WHEN THE
FILTER ELEMENT IS CHANGED.)

HYDRAULIC FLUID:

MIL-H-5606 HYDRAULIC FLUID

TIRE PRESSURES:

NOSE WHEEL 26 PSI ON 5.00x5 TIRE

26 PSI ON 6.00x6 TIRE
MAIN WHEELS 24 PSI ON 6.00x6 TIRES
 TAKE YOUR CESSNA HOME
FOR SERVICE AT ¡HE SIGN
Of THE CESSNA SHIElD"

CESSNA AIRCRAFT COMPANY

WICHITA KANSAS
 AeroParacas SAFETY & EXPERIENCE CESSNA 172G
OB-1096

REGISTRO DE SUPLEMENTOS AL MANUAL DEL PROPIETARIO

AERONAVE CESSNA 172G MATRICULA: OB-1096

ITEM ID SUP. DES CRIPCION N° FECHA RESP. DE FECHA RESP. DE

REVISION INSERCION INSERCION REV. REVISION
,e i _ vp 51 p. kvk c_1/4 oda 00 42.\el \•2 _I o ..os \24o .o( &culi

117 suT-7,(1`.1"t--tt 1, t, o e-ck Q-Ao- el

2309— o 23-0S--(1`4 cb.
00 - -NLON. 101.s•-,
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CC *. "t3 .h¡..c, Q .....c EVV\A CONA/ -15 ock..12....tc clku

,---")

REVISION: 001 Page I

°más Córdova Lterena
sponsable de Aeronavegabilidad
r
 Ministerio
Vice/ministerio • Dirección General
PERU de Transportes de Trasportes de Aeronáutica Civil
y Comunicaciones

"Decenio de las Personas con Discapacidad en el Perú"

"Año de la Diversificación Productiva y del Fortalecimiento de la Educación"

Lima. 04 de diciembre del 2015

OFICIO N° 2097-2015-MTCI12.07.CER

Señor.
JORGE CORDOVA LLERENA
RESPONSABLE DE AERONAVEGABILIDAD CONTINUA
AERO PARACAS S.A.
Av. Javier Prado Oeste N° 870, San Isidro
Presente.-.
Ref. /A/ Carta AP-GG- N° 069-2015, PD 170651.
/B/ Oficio N° 1682-2015-MTC/12.07. CER
/C/ Oficio N° 1357-2015-MTC/12.07. CER
/D/ Carta AP-GG- N° 057-2015. PD 125140,
/E/ Carta AP-GG- N° 056-2015, PD 120697.
/F/ Oficio N° 0939-2015-MTC/12.07.CER
/G/ Carta AP-GG- N' 014-2015. PD 090085,

Por medio del presente me dirijo a usted, para hacer de su conocimiento los resultados
luego de evaluar la respuesta al oficio 1B/ citada en la referencia, y de las
observaciones encontradas durante la verificación in situ de la aplicación de las
Memorias Técnica propuestas. aceptadas preliminarmente para su ejecución aplicable
a ias aeronaves que se indican a continuación, las cuales se llevaron a cabo en las
instalaciones de la OMA 069 en la ciudad de Nazca, entre los días del 19 al 20 del
mes de setiembre y el 04 del mes de diciembre del año en curso:

AIRPLANE MODEL SERIAL NUMBER REGISTER NUMBER

Cessna 207A 20700736 OB 2107

Cessna 207A 20700596 OB 1917
Cessna 210-5 2050358 OB 1838
Cessna 210-5 2050223 OB 1874
Cessna 172 G 17254465 OB 1096

1) Se consideran aceptables las actividades de mantenimiento, que demandaron

la modificación del Panel de Audio y luz estroboscópica, según se consigna en
las memorias técnicas propuestas.
2) Las Memorias Técnicas propuestas, considerando el análisis de la Apéndice A
de la RAP 43, son calificadas como modificación menor, por consiguiente no
requiere una aprobación DGAC.
3) Los formatos RAP 002 emitidos por el C.C.M de la 0.M.A que efectúo las 0.Ts
de cumplimiento de las modificaciones menores mencionadas. son
consideradas con fines de registros y no aprobación DGAC.
4) Asimismo. han sido verificadas la incorporación de los suplementos a los
manuales de la aeronave que han sido afectadas por estas modificaciones.

Sirva remitir en formato CD. copia de los documentos generados por esta modificación
menor dentro de un plazo de 10 días luego de recepcionado el presente, a fin de
insertar en los respectivos archivos de la aeronaves que obran en esta DGAC.

1Jirón Zorritos 1203

rn
www.tc.gob.oe Lima, Lima 01 Perú
(511) 615-7800
 Ministerio
Sc,)1 ViceminIst
PERU de Transportes
de Transpo, t
Dirección General
j. de Aeronáutica Civil
y Comunicaciones

"Decenio de las Personas con Discapacidad en el Perú"

"Año de la Diversificación Productiva y del Fortalecimiento de la Educación"

Sin otro en particular

Atentamente,

SA OFÍNICy10 S.
lns ca_Aerfonavegabilidad

Jirón Zorritos 1203

www.rntc.eob.pe Lima, Lima 01 Perú
(511) 615-7800
 AeroParacasSAFETY & EXPERIENCE
CESSNA 172

PILOT OPERATING HANDBOOK OR OWNER

MANUAL SUPPLEMENT
FOR

MANUAL AIRPLANE SERIAL REGISTER

AFFECTED MODEL NUMBER NUMBER
OWNER
CESSNA 172G 17254465 OB-1096
MANUAL

This report must be attached together with Memoria Técnica No. MT-ARP-004.

This supplemental must be attached to the DGAC approved Pilot Operating

Handbook and Owner Manual when the INSTALLATION OF AUDIO PANEL IN
AIRPLANE CESSNA 172G is installed in airplane. This Supplement must be
carried on the airplane all times.

The information contained herein supplements the FAA approved Pilot Operating
Handbook, in those areas listed herein. For limitations, procedures, and
performance information not contained in this document, consult the original
manufacture documents.

DGAC ACCEPTED:

DATE:

DATE : 10-MAY-2015 REVISION: ORIGINAL Page 1
 AeroParacasSAFETY I. EXPERIENCE
CESSNA 172

LOG OF REVISIONS

PAGES
REVISION DATE INITIAL
AFFECTED

ORIGINAL 10-MAY-2015 ALL LV

REASON FOR REVISION

ORIGINAL - This engineering order is issued to comply with upgrade the older
audio panel

DATE: 10-MAY-2015 REVISION: ORIGINAL Page 2

 AeroParacas AFF TY A EXPERIENCr.:.
CESSNA 172

LIST OF EFFECTIVE PAGES

CO VER
Original 20-04-15
1.0G OF REVISIONS
2 20 15-05-14
1,0G OF PAGES
3 Original 15-05-14
TARLE OF CONTENTS
4 Original 15-05-14
INTRODUCTION
5 Original 15-05-14
SECTION 1 CERTIFICATE
LIMITATIONES
6 Original 15-05-14
SECT 2- EMERGENCY
PROCEDURES
7 Original 15-05-14
SECTION 3— OPERATING
PROC EDU RES

8 Original 15-05-14

9 Original 15-05-14

10 Original 15-05-14

11 Original 15-05-14

12 Original 15-05-14

13 Original 15-05-14
SECTION 4— PERFORMANCE
14 Original 15-05-14

DATE: 10-MAY-2015 REVISION: ORIGINAL Pago 3

 AeroParacas
SAFETY & EXPERIENCE
CESSNA 172

TABLE OF CONTENTS

TITLE PACE

COVER 1

LOG OF REVISIONS 2

LIST OF EFFECTIVE PAGES 3

TABLE OF CONTENTS 4

INTRODUCTION 5

SECTION 1 - CERTIFICATE LIMITATIONS 6

SECTION 2 - EMERGENCY PROCEDURES 7

SECTION 3 - OPERATING PROCEDU RES 7

SECTION 4- PERFORMANCE 14

DATE : 10-MAY-2015 REVISION: ORIGINAL Page 4
 AeroParacas SAFETY & EXPERICNC:
CESSNA 172

INTRODUCTION

This supplement covers audio panel. which may be installed in the airplane. The
supplement c,ontains a brief description, and when applicable, Limitations,
Emergency Procedures, Normal Procedures, and Performance.

Pilots should refer to this supplement to ensure that all limitations and procedures
appropriate for their airplane are observed.

NOTE
This supplement contains references to equipment manufacturers pilot's manuals
which are supplied with audio panel that is installed. These manuals must be kept
up-to-date with the latest revisions issued by Aero Paracas. Also, the vendor
manuals contain user registration instructions for obtaining future revisions or
changes.

WARNING
Complete familiarity with the airplane and lis systems will not only increase the
pilot's proficiency and ensure optimum operation, but could provide a basis for
analyzing system malfunctions in case an emergency is encountered. Information
in this section will assist in that familiarization. The responsible pilot will want to be
prepared to make proper and precise responses in every situation. The DGAC of
Peru requires observance of these operating limitations.

DATE : 10-MAY-2015 REVISION: ORIGINAL Page 5
 CESSNA 172
AeroParacas SAFETY & EXPERIENCE

SECTION 1

CERTIFICATE LIMITATIONS

1. The procedures contained in disk Supplement manual has been

development in according with INSTALLATION OF AUDIO PANEL IN
AIRPLANES CESSNA 172G.

2. The maximum weight limit may be limited in accordance with center of

gravity chart.

3. Pilots are authorized to operate and test the audio panel at all times.

DATE: 10-MAY-2015 REVISION: ORIGINAL Page 6

 AeroParacas SAFETY E EXPERIENCE
CESSNA 172

SECTION 2
EMERGENCY PROCEDURES

if the audio panel fail with audio panel OFF in "EMG" position, the pilot
is connected directiy to Com 1 and to the critical unswitched input. This allows
communication capability regardless of unit condition. Any time power is removed
or turned OFF, the audio selector will be placed in the taul-safe mode. The power
switch also controls the audio selector panel functions, intercom and marker
beacon receiver.

SECTION 3

OPERATING PROCEDURES

NORMAL PROCEDURES

1. The airplanes will feature an AUDIO PANEL PMA70008. The

communication system allows to efficiently provide the communic,ation of the

crew (Pilot - Air Tower Control) and communication with passengers (Copilot
- Passengers) is contemplated.

2. The audio panel manuals must be available to the flight crew.

DATE: 1el-MAY-2015 REVISION: ORIGINAL Page 7
 AeroParacas SAFTTY ftrynFRIENcc
CESSNA 172

AUDIO PANEL PMA7000B

OPERATION PROCEDURES

The Audio Panel PMA7000B works as per section III of manual described below:

Section Hl OPERATION
GENERUM-oRmAnON
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cok.)

rel.1 AUD :E LEC•CO

;mote MDICAT001 U11.5

CREMP /S
VVIC VIrE
Wi= vOttrilE atoo pu CC•Mtex,
PAZ IM '1,
4.umf lovTra • :PEA•

Tapir 3-1 enoseoHcoettels

POwer Switch <EAIG-Fall $sft Operaran,

Utet ;aves usted c d otrin palax dr suhaa: Ludo Srs te 017 ea 1.116- pausas s...W palce
ceetarcted cheoth so Ceca ad so the notad tessauhrsd tapa Mut a.lovet cemassratas copla:oh
nardies$ oran oesa-sto Asts• ar p,u astard amod orr sha aura +alee« sas.2 he piad
dr fa-safe nade
Tho prava ursub alto caos-o
. 1s de sao trIK5X ?met fulvteer. mirrcem md =Lides' braca recama

3.3 PAcictonone <X1117 549«non UVI models1

aar te pultatoce alampé Indi dr COMI.M./WRIS triteeS,TI T 1.,ATT btrk111 CO:GrOl

Mach laxa« u se:ected fue tasas
The PIA.A"00CH rua pa-ah sdoe Falos a PRI II the reptiot a trauta-ozz sed the Ftioa pases has
TTT the pass u:amparo a2 be Wird otea arlersed rece eran =Ir"
The T.M.A.T.1-31H has an maza< selectos mode Audso. *o= Cr te:ecsad tracas« u attanahalh
hola es !dr beatos asal Telles 'tí amad., YC1.1 UD amiLxi damas ht mecha from COM so
Ccet : Lid ato!:dr srlechsd zas tr's cc ese seles-ece chulee *ras CCP. t 1 t, CM?. roa entsret the
plot u-.2 Jim heas ti! .2310 &a the rauscenta be st exuaisausa C11
»a ~ha trua Cola 1 so Ccht sala> Coy".! azio had bono selettad Coco I ah. en:
I,Ir tirad ras elsownen the piet hr.mrte ralt:h Cena I mato harl eadde,rred

DATE : 10-MAY-2015 REVISION: ORIGINAL Page
 AeroParacas SAFETY eEXPERINCr
CESSNA 172

Atea :wad.= tosa Cox 110 Cox 2 n Inie C0032 loas ,NOT brea telerted. (omitiste» wJl be snechard
off In esseweSsnecluw the toa selector vall toot efod the selectos: of Comiere:ser auto
Mea the stplex esuble « TELF.PliCkNI mode u usplesneased Uta; tanallaaca. Com 3 becanes the
in pasaban That tt tbe pelote hook" tent& *hen the marco it anerfaced o In ifpropnat appecned
nuelest WM=1011013 rs.nent. niel as le AuCel system Selecta; Coca 3 fa tandant pleres te
arsaantece and trat~s cc retlphone The Ore FIT stsil nunts aloe tac to the celes
selecied «Catarxerse: and altos exclamad atrase comoo=cataccs to COUITUle

The copla wat alto be abie lonansait tat te odie: aelected rad» with h.s PU as Well

NOTE Placear the atar solear« nneb in te COM -TEL- mode atIll daubie ploe and rope.or taer:ota
as ta memo tem: a trandessnl to the Wepbocte tre Duren. ce i50 zczkit plarmg the rwath sa) TEI.
arde remases the pastearen arrea to t. xlepbone

13.1 Swap Mode I Smith frota Com 1 to (om 2 rernotely)

Watt 3 vete anoutted nornartzun neurt te ;da can chanp tosa the cumeat (CC] tranzen r.3 ttoe
orla tn' tepes...tac 14: vastas To cancel -Sery Mode. te pice aun e:et peit de yac adomeed
rana afma ce teert a d.eferent (cm vt-sth the:ar: htman

14 Mato Selector Mil models1

P.eanes nato as as:in-test e:1cup sesea caaanneasy. pub brasa. Selle atarles You wJl lsals, hen
de ambo toca tbe arnscanses that u selected fa tranamt
The usen can tdelmfy Toba recosen ate selected b roana alba of te =Ten cernch LED% are tanna.
usted hal bateas labeled Net 1 '.as .1. 3111/41i (3.Lasket ADF MIL. AUX taanzhar..‘ and SPR
(Spealer rase -aientematv type rendar% When cae of dese hate-m peeeei he acose sial Ibe LED
wiuI dltsomale P-e— the Instch atm= and n be m dr "off" pomarn ms1 rem...".. e dm recenes Icon de zis
dto
3.4.1 Speaker AmPlifler
The •SPfe ati she ti secta: racat for :peal« r-ss Tepech uta pitee :U se:ected suite en the
cockpit geales sthentSs match ts te:eeted. NOTE Lune fa ex tstunthed nato the speales attwItEet
n net actse al the 'SO: Mode
Ercor=led auto ‹annepslot ds armee 2.1=leses everutnr eer ) se:.1 mar enunch the :peales serndless
of the ;elles ht=on ponaen

14.1.1 Ptiakc AirXtess f islam

To access PA amcarta a snit is entalled to maneo the tcp co=ectes p= 3 as gcuut Thts Flare-: tite
ptke nzacllbane a: the opeale: arpa (Pta W) when the PTT te polo.: The crpiet can reaccar to use
for edecteel cena sato

Wt ret-0=7:rnd Lb! the Mi á xr-Jet dae ancho tem the cockpit :peder lo a cat-t= epealer for pk1tc
addten Ibas leal pesen/ fre.luel

3.5 Sok Mode

The spht cante can be :cavend as tan tinte be presun; the den:ft ccat.Laraon of X3.1T htrtou Ect co.
dance lo ac-ate a Coca I Can : 914. prez sial bold tle Ce= 1 hurtan anal tWn pece :Ir Com 1tantas
ishte toltakt the Cota I tunca That pixel the inlot en Cc= 1 nal the Ceycht cc Cern
Splg mode 5x Cona 3 n posuble wah jalo
' t on Com! copla on Con: ": ctt ti reieTbax tee
Pdot en Com: or Com 3 and Cepke en Coro 1 ts n potable
Neer

DATE : 10-MAY-2015 REVISION: ORIGINAL Page 9


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clown ~non lum nia wviettp cimb tiztaiq

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umotuaq usonrol xo.‘ ir5L1C04 ni* apai.,1 islcisUI txn.ral 4)1 "I icbtxdon sopel aitizaxt-w i inri
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S3013.111b-34 lua)cipe uo Áminned .aPOW 19dS
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3DN31113,013 A.1.14VS

NINSS33 se3p.nalev
 AeroParacas SAFtrY & EXPFRIFW'
CESSNA 172

Operational Test

1.- Connect the Pilot, copilot and passenger jacks of headset and headphones in
their right positions.

2.- Verify the safe mode operation, this test is with Audio panel "OFF" and radio
COMM 1 "ON", the pilot could communicate with control tower, even with audio
panel "OFF".

3.- Turn on the Audio panel pressing Left selector. Press the button COM 1 XMT

4.- Verify that both lights of COM1 button are lits. Verify that Transmission LEO is
not flashing. If flashing stop the test.

5.- Verify the proper operation in transmission and reception since pilot and copilot
position. Pressing PTT Switch in both positions one at a time, let a proper
transmission on the transceiver selected. Verify that COM 1 XMT button
flashing when transmit in each case.

6.- Verify that pressing the COM 2 button, this illuminate and listen the selected
station in COM 2.

7.- Verify the proper operation of ahl receptor sources selecting the suitable
receptor. The illuminate button means that it is in use.

8.- Press the SPR button. And verify that the audio is listening in the speaker.

9.- Verify all operation modes of intercom: ISO-ALL-CREW. In table 1 is showed

the operation modes mentioned.

10.- Verify the turn on of audio panel don't affect another system of the aircraft.

DATE : 10-MAY-2015 REVISION: ORIGINAL Pago 11
 AeroParacas SAFETY & EXPERIENCE
CESSNA 172

TABLA 1: OPERATION MODES

Moda P1104 Hilera %Met Haus dasNifiala Mara Telephone Continente

~de A/C Ralos 0311.01 ano damnar PHarniet and Copilot 'Fino*. floolif S'Oda This moda Ye" the
P104 21004010 ~quin 04000144 04401 4,.. Gacha"0 u» oil pliol lo communIcale
(duran nado ininanair EhelfIldranint al Entertalninant 1/2 the telarphom. 0144,001 4,0 oltisra bailo
don) In TEL Pliol a CPpikat con- orad by Mor comer.-
EMerfarnmont 1+5 hachad ro Com 4404 PTT TIC hin% Copad ami pas.
Mutad Ud recala. Orhara Mar Tal tengers can continuo ro
ll Off hook communicare and listen
to Pm.
Al Papi Pailiallaers Al) nave access lo anon* This mode Now, al 011
Capllot P011 Idot through Noca Saltara Piot board lo Mar radio re-
AIC Radio A/C Radio Copid 000000 throuph TEL switch ception az wetl ea tern.
Paamineeni °mangan AK Radio Al Mar frilophonai auto tf muracate on tha ;Mor-
Entertalnment Iti E01e0ain/n..11111 1000.110101. 02 dr hook toril firmic and Intiman
1s mutad duma irdorconi
and rodio commun..-
fflons
Crear Pllot CoØol Pissu.gs.0 Plid and cepllot donl havir Thrx mode elloros the
Copilot P101 Entarlainaient III2 plano «reas. 0094. 0,0 paot and capital to con.
AC Radio NC Radio mai In TEL. l'amanera canturrie 00 (0+044. wrill.
Entertainntant al Enterialnowntt *I bar* anona throudn ilook 11 par/sanara can
Switrak Patlienpers Mar communIcate *manir
Mono audio. thenistrIva,
Pbarria Pliot PU oadianders AM hros «mis to phone This moda allowa the
Illioirn Copiloi Ceillal Net through Hack Switch. Pliot 04040 40 Mar radio rimen.
*da A/C Radio ArC Radio Copilot 000105 40.00440 TEL rwillch han (but nol 4,04441, 400
P.aartgara (when Passeinthers ad,. En)ertainment 02 *11 Mar feleptpne audio if passangers) os 'a* II as
radio silenh radio ailentl off noca torrimunicarra on tm
Enterlainment xl Entertalnmant II hteMorn Paaaengar
nava are rismoved from
the cresa audio 04400 4,1
radios are ICIlve

DATE: 10-MAY-2015 REVISION: ORIGINAL Page 12
 AeroParacas
SAFETY & EXPERIENCE
CESSNA 172

PANEL
BREAKERS

FIG 1: AUDIO PANEL PMA-7000B

DATE : 10-MAY-2015 REVISION: ORIGINAL Page 13

 AeroParacas SAFETY I EXPERIENCE
CESSNA 172

SECTION 4

PERFORMANCE

There is no change lo the airplanes performance when audio panel is

installed. The cruise performance is not affected.

DATE: 10-MAY-2015 REVISION: ORIGINAL Page 14
 *** .14.* •••••••********

Jorge ás Córdova Llorona

Responsable de Aeronavegabluaii
AERO PARACAS S.A.
 Ministerio
PERÚ de Transportes
y Comunicaciones

"Decenio de las Personas con Discapacidad en el Perú"

"Año de la Diversificación Productiva y del Fortalecimiento de la Educación"

Lima, 27 de enero del 2015

OFICIO N° 0150-2015-MTC/12.07.CER

Señor:
RUBEN JHONY CARPIO CHAVEZ
Gerente General
AEROPARACAS S.A.
Av. Javier Prado Oeste N° 870
San Isidro
Presente:

Ref.: Carta N' AP-G3-Nr096-2014 P/D 233667

Por el presente, me dirijo a usted en relación al documento de la referencia que está

relacionado con la evaluación de la Memoria Técnica MT-ARP-001 aplicable a las
siguientes aeronaves según el siguiente detalle:

a) 0E3-1918: Instalación de sistema de aviónica ¡FR.

b) 08-1096, 08-1128, OB-1838, OB-1874, 08-1302 y 08-1917: Instalación del
sistema ATO Transponder Modo C.

Sobre el particular le manifestamos que luego de efectuar la inspección de campo de los

referidos sistemas y efectuar las correcciones a las discrepancias encontradas se procede a:

1. Aprobar la Memoria Técnica N° MT-ARP-001 Rey. Original de fecha 15-May-2015, en

tal sentido se remite el formato RAP 002 de las aeronaves indicadas en los
puntos a) y b) debidamente sellado para ser ingresado en los respectivos
registros de su representada.
2. Aprobar Lista de Equipos Minino (MEL) de las aeronaves: OB-1096 S/N 1725446t5 Rey.
07 de fecha 05-01-2015, 06-1128 S/N 1850321 Rey. 08 de fecha 05-01-2015, OB-1838
S/N 2050358 Rey. 09 de fecha 05-01-2015, 06-1874 S/N 2050223 Rey. 08 de fecha 05-
01-2015, 08-1302 S/N U20601621 Rey. 09 de fecha 05-01-2015, 08-1918 S/N
20700596 Rey. 06 de fecha 05-01-2015, 08-1917 S/N 20700596 Rey. 07 de fecha 05-
01-2015. Se adjunta lista de páginas efectivas debidamente firmadas y en un plazo
máximo de 10 días calendarios contados a partir de la recepción del mismo sírvase a
remitir en formato digital (02 CDs) los referidos manuales incluyendo el presente oficio
de aprobación y la lista de páginas efectivas selladas.
3. Aprobar el Suplemento al Manual de Vuelo SAFM Rey. Original de fecha 15-May-2014
de las aeronaves listadas en los puntos a) y b), las mismas deben ser insertadas en el
AFM de las aeronaves.
4. Aprobar el Suplemento al Programa de Mantenimiento SPM Rey. Original de fecha 15-
May-2014 de las aeronaves listadas en los puntos a) y b).
5. Asimismo se procede a ingresar los formatos RAP 002 en los registros de las
aeronaves en esta DGAC.

Sin otro asunto en particular, quedo de usted.

1lirón Zorritos 1293

wwm tc.gob.pe lima, Lima 01 Perú
(511) 615-7800
 Ministerio
PERÚ de Transportes
y Comunicacionf ,.;

"Decena) de las Personas con Discapacidad en el Perú"

"Año de la Diversiffeación Productiva y del Fortalecimiento de la Educación"

Atentamente,

RIQ E TAVARA GARCIA

Inspector de Aeronavegabifidad

Jirón Zorritos 1203

www.mtc.10,13.pe Lima, Lima 0/ Perú
(511) 615-7800
 AeroParacas SAFETY & EXPER:FNC,E
CESSNA 172G
OB-1096

AIRPLANE FLIGHT MANUAL SUPPLEMENT

FOR

AIRPLANE SERIAL REGISTER

MODEL NUMBER NUMBER

CESSNA 172G 17254465 OB-1096

This report must be attached together with Memoria Técnica No. MT-ARP-001.

This supplemental must be attached to the DGAC approved Flight Manual when
the INSTALLATION ATC TRANSPONDER is installed in airplane. This Supplement
must be carried on the airplane ahl times.

The information contained herein supplements the FAA approved Airplane Flight
Manual (AFM). in those areas listed herein. For limitations, procedures, and
performance information not contained in this document, consult the basic Airplane
Flight manual (if applicable).

DGAC APPROVED:

DATE:

DATE : 15-MAY-2014 REVISION: ORIGINAL Page 1
 AeroParacas CESSNA 172G
OB-1096

LOG OF REVISIONS

PAGES
REVISION DATE INITIAL
AFFECTED

ORIGINAL 15-MAY-2014 ALL SAV

REASON FOR REVISION

ORIGINAL - This Report is issued to satisfy the demand DGAC- Regulaciones

Aeronauticas del Perú 135 per Memoria Técnica MT-ARP-001 dated
15-MAY-2014.

DATE: 15-MAY-2014 REVISION: ORIGINAL Page 2

 AeroParacas
SAFETY & EXPERIENC,
CESSNA 172G
OB-1096

LIST OF EFFECTIVE PAGES

CO VER 25 Original 15-05-14
1 Original 15-05-14 26 Original 15-05-14
LOG OF REVISIONS 27 Original 15-05-14
2 20 15-05-14 28 Original 15-05-14
LOG OF PAGES 29 Original 15-05-14
3 Original 15-05-14 30 Original 15-05-14
TABLE OF CONTENTS 31 Original 15-05-14
4 Original 15-05-14 32 Original 15-05-14
Original 15-05-14
INTRODUCTION 33
5 Original 15-05-14 34 Original 15-05-14
SECTION 1 CERTIFICATE
35 Original 15-05-14
LIMITATIONES
6 Original 15-05-14
SECT 2- EMERGENCY
PROCEDURES
7 Original 15-05-14
SECTION 3— OPERATING
PROCEDURES SECTION 4- PERFOMENCE
36 Original 15-05-14
8 Original 15-05-14
9 Original 15-05-14
10 Original 15-05-14
11 Original 15-05-14
12 Original 15-05-14
13 Original 15-05-14
14 Original 15-05-14
15 Original 15-05-14
16 Original 15-05-14
10 Original 15-05-14
11 Original 15-05-14
12 Original 15-05-14
13 . Original 15-05-14
14 Original 15-05-14
15 Original 15-05-14
16 Original 15-05-14
17 Original 15-05-14
18 Original 15-05-14
19 Original 15-05-14
20 Original 15-05-14
21 Original 15-05-14
22 Original 15-05-14
23 Original 15-05-14
24 Original 15-05-14

DATE: 15-MAY-2014 REVISION: ORIGINAL Page 3

 AeroParacas
SAFETY & EXPERIENCE
CESSNA 172G
OB-1096

TABLE OF CONTENTS

TITLE PAGE

COVER 1

LOG OF REVISIONS 2

LIST OF EFFECTIVE PAGES 3

TABLE OF CONTENTS 4

INTRODUCTION 5

SECTION 1 — CERTIFICATE LIMITATIONS 6

SECTION 2— EMERGENCY PROCEDURES 7

SECTION 3— OPERATING PROCEDURES 8

SECTION 4— PERFORMANCE 36

DATE : 15-MAY-2014 REVISION: ORIGINAL Page 4

 AeroParacas SAFETY & EXPERIENCE
CESSNA 172G
OB-1096

INTRODUCTION

This AFM supplement covers a single ATC Transponder system, which may be
installed in the airplanes. The supplement contains a brief description, and when
applicable, Limitations, Emergency Procedures, Normal Procedures, and
Performance.

Pilots should refer to this supplement to ensure that ahl limitations and procedures
appropriate for their airplane are observed.

NOTE
This supplement contains references to equipment manufacturers pilot's manuals
which are supplied with ATC TRANSPONDER is installed. These manuals must be
kept up-to-date with the latest revisions issued by Aeroparacas. Also, the vendor
manuals contain a user registration instructions for obtaining future revisions or
changes.

WARNING
Complete familiarity with the airplane and its systems will not only increase the
pilot's proficiency and ensure optimum operation, but could provide a basis for
analyzing system malfunctions in case an emergency is encountered. Information
in this section will assist in that familiarization. The responsible pilot will want to be
prepared to make proper and precise responses in every situation. The DGAC of
Peru requires observance of these operating limitations.

DATE: 15-MAY-2014 REVISION: ORIGINAL Page 5

 AeroParacas SAFETY 8, EXPERIENCE
CESSNA 172G
OB-1096

SECTION 1

CERTIFICATE LIMITATIONS

1 The procedures contained in disk Supplement manual has been

development in according with INSTALLATION — ATC Transponder for use
in the operation of the airplane.

2. The maximum weight limit may be limited in accordance with center of

gravity chart.

3. Pilots are authorized to operate and test the IFR Instruments at ahl times.

DATE : 15-MAY-2014 REVISION: ORIGINAL Page 6

 AeroParacas SAFETY & EXPERIENCE
CESSNA 172G
OB-1096

SECTION 2

EMERGENCY PROCEDURES

If IFR communication and navigation information is intermittent or lost, utilize

remaining operational communication and navigation equipment as required.

DATE : 15-MAY-2014 REVISION: ORIGINAL Page 7

 AeroParacas SAFETY á EXPERIENCE
CESSNA 172G
OB-1096

SECTION 3

OPERATING PROCEDURES

NORMAL PROCEDURES

1. The airplanes will feature an ATC TRANSPONDER TDR-950, that let to the
pilots to provide identification and altitude in an automatically way to control
tower that have installed a Surveillance Secondary Radar.

2. The ATC TRANSPONDER manuals must be available to the flight crew.

3. In addition to providing normal flight information capabilities, the ATC

transponder design also incorporates a feature, which provides verification
of the integrity information as part of built-in test device in the instruments.

DATE: 15-MAY-2014 REVISION: ORIGINAL Page 8

 AeroParacas SAFETY&EXPERENCE
CESSNA 172G
OB-1096

ATC TRANSPONDER TDR-950

OPERATION PROCEDURES

The ATC Transponder TDR-950, works in two modes "A" and "C". It receive and
interrogation pulses from a Surveillance Secondary radar, to transmits identification codes
in mode A and baro altitude, received from an Encoding Altitude equipment, in Mode C to
ATC traffic controller in control tower.

It equipment has one control selector that let to the pilot to select the operation mode:
OFF: Selector position to turn off the equipment.
SBY: Selector position in standby operation.
ON: Selector position in Mode A operation.
ALT: Selector position in Mode C operation.
- TST: Selector position in TEST MODE operation.

It have four control selectors of identification codes each one could select O to 9 codes.

The code 7777 is a not allowed code.

The equipment includes a dimming selector to control lighting in the control panel

TDR-950 TRANSPONDEP
622-2092-555
OR
TOP-9501 TRANSPONDER
622-3004-XXX

DATE: 15-MAY-2014 REVISION: ORIGINAL Page 9
 AeroParacas
SAFETY & EXPERIENCE
CESSNA 172G
OB-1096

AUTO TEST
Energizar el equipo.
Poner el selector del ATC en posición ON, esperar 20 segundos,
después de los cuales el ATC estará lista para operar.
Girar y mantener el selector de funciones en posición TST, la
lámpara verde se encenderá mientras la el selector se encuentre en
posicion TST, apagándose caso contrario.

DATE: 15-MAY-2014 REVISION: ORIGINAL Page 10

 AeroParacas SAFETY 8 EXPERIENCE
CESSNA 172G
OB-1096

SECTION 4

PERFORMANCE

There is no change to the airplanes performance when this IFR equipment is

installed. However, installation of an externally- mounted antenna, or related
external antennas, will result in a minor reduction in cruise performance.

DATE : 15-MAY-2014 REVISION: ORIGINAL Page 11

••••••••*. ••••
......
Jorg ás Cárclova
Res'Oonsable de Aerunavegabihdati
MERO PARA


ALTERACION DEL AVION CESSNA OB-109

INSTALACION DEL ELT SATELITAL ARTEX M
AEROPARACAS
SUPLEMENTO AL MANUAL DE VUELO D
AERONAVE

MARCA DE LA AERONAVE: CESSNA

MODELO DE LA AERONAVE: 172G
NUMERO DE SERIE: 17254465
MATRICULA: OB-1096

Este documento debe llevarse todo el tiempo en la

aeronave. Describe los procedimientos de operación
normales, emergencia y prueba, este documento sirve
como Suplemento Aprobado al Manual de Vuelo, con la
instalación del ELT ARTEX modelo, ME406, aprobado por
la DGAC.
Esta información es un suplemento al Manual de Vuelo
básico de la Aeronave sólo en aquellas áreas que se
nombran. Para obtener información sobre las limitaciones,
procedimientos y funcionamiento que no esté incluida en
este documento, consulte al Manual de Vuelo Básico

SECCION 1
GENERALIDADES

El Localizador de Emergencia Transmisor, Marca ARTEX. Modelo ME406 consiste

de un radio transmisor que transmite en una frecuencia dual, primero una señal
OMNI DIRECCIONAL en la frecuencia 121.5 MHz y una señal satelital en la
frecuencia 406.025 MHz.

Posee una fuente de energía propia, provista de un paquete de Baterías de Litio,

con una duración de 6 años. La alimentación eléctrica es tomada de un fusible de
un (1) Amp., conectado en línea con la batería de la aeronave para el switch de la
luz de prueba del equipo.

Aprobado por la DGAC

Fecha : DnucciosolemituoenioaduncA civil,

I Página 1 de 5
AP ROO AD O
.........
 ALTERACION DEL AVION CESSNA OB-1096
INSTALACION DEL ELT SATELITAL ARTEX ME406
AEROPARACAS

SUPLEMENTO AL MANUAL DE VUELO DE LA

AERONAVE

El ELT es activado por un impacto de 5 gravedades o mayor que ésta. En caso

de un accidente, el ELT, ME406 activa automáticamente la configuración
automática fija (°AP') y transmite la señal de barrido estándar a 121,5 MHz hast
que la energía de la batería se agote en aproximadamente 50 horas continuas a
una temperatura de (-20°C a 55°C). Esta señal 121,5 MHz de transmisión arriba
de 100 millas a 10 000 pies se utiliza principalmente para detectar la baliza
durante operaciones de búsqueda y rescate.

Además, durante las primeras 24 horas de operación, transmite una señal en 406
MHz a intervalos de 50 segundos. Esta transmisión a 440 ms, que contiene los
datos de identificación programada y es recibido por los satélites de COSPAS-
SARSAT. La transmisión hace referencia a una base de datos de la Marina de
Guerra del Perú y se utiliza para identificar la baliza y el propietario.

La precisión del posicionamiento Doppler se emplea con ambas señales 121,5

MHz y406 MHz.
La exactitud de la posición en la señal de 121,5 MHz está dentro de un área de
aproximadamente 15-20 Km. de radio alrededor del transmisor. Debido a la
integridad de la mejor señal de la 406 MHz, su precisión de localización se
encuentra dentro de un radio de 3 Km.

SECCION 2
LIMITACIONES

No hay ninguna limitación al instalar este equipo aviónico

en la aeronave.

Aprobado por la DGAC

Fecha: 41304), .4.153 ,01.41 4 lItfint5,1A

304130111A Página 2 de 5
'NUMMI
"Ine~
 ALTERACION DEL AVION CESSNA OB-1096 Gerencia
INSTALACION DEL ELT SATELITAL ARTEX ME
AEROPARACAS
- SUPLEMENTO AL MANUAL DE VUELO DE L
AERONAVE

SECCION 3
PROCEDIMIENTOS DE EMERGENCIA

En caso de una inminente emergencia, Asegúrese la activación del

ELT, el interruptor de control en el panel de instrumentos se colocara
en posición arriba (posición "ON").
Cuando el ELT es activado, se escuchará un sonido de tono
agudo y en el panel de instrumentos se encenderá una luz
intermitente en el interruptor de prueba, esto indicará el
funcionamiento normal de la unidad. La luz intermitente en el panel
de instrumentos indicará que el ELT está activado.

SECCION 4
PROCEDIMIENTOS NORMALES

Bajo los procedimientos normales de operación, la configuración del

interruptor en el panel de instrumentos, debe estar en la posición abajo,
(posición "ARM"),
El interruptor del ELT, debe estar también en la posición "ARM".
Recuerde que tan pronto posicione el interruptor del panel en ARM y el
interruptor del ELT en ARM, automáticamente se activará en un impacto.
A veces excepcionalmente, se activa el sistema cuando no existe la
emergencia. Entonces se necesitará resetear el sistema; 1. Coloque el
interruptor del panel de instrumentos a la posición "ON" e
inmediatamente bájelo a la posición ARM. 2. En el equipo del ELT,
posicione el interruptor a la posición"ON" y luego de aproximadamente de
un segundo, bájelo a la posición ARM.

Aprobado por la DGAC

Fecha : Página 3 de 5
 ALTERACION DEL AVION CESSNA OB-1096
INSTALACION DEL ELT SATELITAL ARTEX ME406
AEROPARACAS
SUPLEMENTO AL MANUAL DE VUELO DE LA
AERONAVE

SECCION 5
PROCEDIMIENTOS DE PRUEBA

Para realizar la prueba de verificación de señal.

• Selecte una radio en la frecuencia de 121.5 MHz. (normalmente la radio de

la aeronave)
• Proceda a posicionar el switch de prueba en el panel de instrumentos en
posición "ON" por el lapso de un segundo
• Para superar la prueba, se debe escuchar en la radio un silbido de tres
(3) barridos
• Pasado un segundo se colocará en posición de, "ARM". Durante la
transición de ON para ARM la luz del interruptor de prueba realizara un
destello luego se apagara
• Si hay mas de tres destellos en la prueba, significa que problemas con la
señal del ELT. Refierase a la pagina 27 del manual del fabricante # 570-
1600 ultima revision

Precaución
No permita que la duración de la prueba por mas de más de 5
segundos. Una falsa alarma puede ser generada.
Cada vez que el ELT se activa está transmitiendo una señal
de socorro de 121,5 MHz. Si la unidad funciona durante 50
segundos aproximadamente, señal 406 MHz de socorro "en
vivo" se transmite y es considerada válida por el sistema de
satélites.
En cualquier momento en que el ELT se cicle de "ARM" en
"ON" y luego retorne a "ARM", una señal de 406 MHz se
transmite, sin embargo, es especialmente codificada como
una señal de "Self-Test" que es ignorada por el sistema
COSPAS- SARSAT satélites.

Aprobado por la DGAC

Fecha:
Página 4 de 5
 ALTERACION DEL AVION CESSNA OB-1096
INSTALACION DEL ELT SATELITAL ARTEX ME406
AEROPARACAS

SUPLEMENTO AL MANUAL DE VUELO

AERONAVE

SECCION 6
PERFORMANCE

No hay ningún cambio en la performance del avión con

este equipo aviónico instalado.

Aprobado por la DGAC

Fecha : Página 5 de 5
 ••••• **************

Jorg • s Córdova Li(-r ,-.a

R p able de Aerunavegab,..,...0
AERO KARmCAS
 "Año del Estado de Derecho y de la Gobernabilidad Democrática"
COPIA PIEL DEL ORIGINAL
Ministerio de Transportes y Comunicar:rones
Dirección General de Aeronáutica Ceel

wiLFRED OUISPE ascoemn

-"ISTERIO DE TRANSPORTES Y COMUNICACIONES nao ATAillt0 TITULA&
Ilád. N19440•11.10TrJet

Lima,
2 3 SEL 2304

Oficio N° 5- 9-1) -2004- MTC/12.04.-INS

lor
LUIS VASQUEZ DIAZ
Gerente General
Cía. TAE
Presente.-

Ref.: Suplemento al Manual de Vuelo OB-1096

De mi consideración:

Tengo a bien dirigirme a usted, para comunicarle que,

.uego de evaluar el Suplemento al Manual de Vuelo de la aeronave CESSNA 172G,
S/N 17254465, de matrícula OB-1096, Remoción del Doble Comando, este queda
aprobado.

Sin otro particular, quedo de usted.

Atentamente

JOSE L ARDALES
lnspect r de Operaciones N' 046

\ •,-\ge...--c— • I
'
\•,•%. 6,4 G 4511"::
Gobierno
Perú
Trabajo de peruanos
 OWNERS MANUAL REMOCION DEL
SUPPLEMENT DOBLE COMANDO

SUPLEMENTO
REMOCION DEL DOBLE COMANDO

MARCA DE LA AERONAVE CESSNA

MODELO DE LA AERONAVE 172G
NÚMERO DE SERIE 172-54465
ICULA 0E3- 1096

SECCIÓN 1
GENERALIDADES

Retiro del doble comando en cumplimiento al Oficio Circular DGAC N°016-99 MTC
ma••• •••• a

SECCIÓN 2
LIMITACIONES
La aeronave solo cuenta con controles del lado del piloto no se podrá usar los controles
del lado de copiloto
SECCIÓN 3
PROCEDIMIENTO DE EMERGENCIA

La aeronave solo cuenta con controles del fado del piloto no hay cambios en los
ornocedimientos de emergencia del avión

SECCIÓN 4
PROCEDIMIENTO NORMAL

Los procedimientos de operación de la aeronave con el doble comando retirado son los
rn.smos que con los 02 comandos instalados solo que los comandos lado del copiloto no
están disponibles
SECCION 5
PERFORMANCE

No hay cambio en la performance del avión con el dob e comando retirado

NOTA:
Este suplemento debe ser retirado del Manual de Operaciones del Piloto a la instalación
cel Doble comando.

f CIRECCION GFP4tiiAL Oc AER071.57,7C-Z

APROBADO POR LA DGAC

Fecha : .
Nombro.
L11‘.
Fecha: Página 1 de 1
4.ipjaiw if
I
c OS DAVALOS I I
,nspactOr MeAtenirnient .
2354
tic. 2354
.; .-..., .. --
. - AERÓPARACAS
. S.A
SUPLENTO AL lyNER'S MANUAL
CESSNA MODEn0 172G AERONAVE OB-1096

lb=

er$4:

AVION: CESSNA 172G

MODELO: SKYHAWK

N° DE SERIE: 17254465

MATRICULA: OB-1096
MANUAL DE OPERACIÓN DEL PILOTO ESTROBE LIGH7S
SUPLEMENTO OB - 1096

SUPLEMENTO AL MANUAL DE VUELO DE LA AERONAVE

INSTALACIÓN DE LUCES ESTROBE LIGHTS

MARCA DE LA AERONAVE: CESSNA

MODELO DE LA AERONAVE: 172G
NUMERO DE SERIE: 17254465
MATRICULA: OB-1096

SECCION 1
GENERALIDADES

En el avión Cessna 172 G de Serie 17254465, Matricula OB - 1096, en cumplimiento al

Oficio Circular D.G.T.A_ N° 013-98-MTC.15.16.6, se instalo las Luces estroboscopica.s,
ubicadas en la parte central inferior del fuselaje en la Sta 60.00 y en la parte superior central
del fuselaje en la Sta. 60.00, La instalación del swicht y el rompe circuito (SB), se encuentran
ubicados en la parte central superior y en la parte inferior izquierdo del panel de instrumentos
respectivamente.
I ns fuentes de potencia se encuentran ubiewias en la sta. 124.00 en el piso del fuselaje.
Los refuerzos estructurales fueron realizados según se muestra en la figura # 3.

SECCION 2
LIMITACIONES
Las luces estroboscopica& no deben ser usadas cuando se vuela a través de nubes o cielo
nublado. estas luces reflejan las partículas de la atmósfera particularmente en la noche
ocasionando el vértigo y perdida de orientación.

SECCION 3
PROCEDIMIENTO DE EMERGENCIA

No hay cambio ni afecta a los procedimientos de emergencia de avión cuando estas partes
(Luces estroboscopicas ) se instalan.

DIRECCION GENERAL DE iERONAIJT i CA CIVIL

A
o
Noten):
Rrrna:
Aprobado

Página 1 de 2
Fecha:
MANUAL DE OPERACIÓN DEL PILOTO ESTROBE LIGHTS
SUPLEMENTO OB - 1096

SECCION 4
PROCEDIMIENTOS NORMALES

INSPECCION EXTERIOR DE LA AERONAVE.-Luces estroboscopicas chequear

Lámparas enteras, en la parte superior y inferior del Fuselaje.
2.- DESPUÉS DEL ARRANQUE DE LA AERONAVE.-Luces estroboscopicas
encendidas. Se mantienen encendidas durante todo el circuito a las Líneas.
3.- Una vez en tierra la aeronave, luces estroboscopicas_ápagaclas
4.- Interruptor de encendido - OFF.

Nota: Tener las Luces estroboscopicas prendidas en todo momento cuando se

Opere en los sobrevuelos a las Líneas de Nazca

SECCION 5
PERFORMANCE
No hay cambio en la Performance del avión cuando estas partes (Luces estroboscopicas) se
encuentran instaladas.

SECCIÓN 6
PESO Y BALANCE

El peso total de las Luces estroboscopicas es de 3.8 Lbs., por tanto: el peso y balance no harp
variar el CG. del peso vacío del avión.

FUENTES (2) 13 lbs c/u 124.00 sta.. 372 lbs/in

LAMPARAS (2) .4 lbs. c./u 60.00 sta. 48 lbs/in

Total 3.8 lbs • 420 lbs/in

Aprobado por la DGAC

Fecha: J2 /t0/0 Página 2 de 2



&lin...arra :fp 'fru DGAC

"AÑO DEL DEBER CIUDADANO"

Urna,
15 ENE 2001

OFICIO N° C:115 - 2007-MTC/12.04 INS

Señor
LUIS BUSTAMANTE TERREROS
Gerente de Mantenimiento
AEROPARACAS S.A.
Carretera Panamericana Sur Km. 445 — Aeródromo Maria Reiche — Masca.

Ref: Carta N° 207 AP/2006.

De mi consideración:

Tengo a bien dirigirme a usted a fin de comunicarle que, luego de

evaluar el documento de la referencia se estima conveniente otorgar una copia del
Suplemento al Manual de Vuelo de la aeronave Cessna 172G, con serie N° 17254465,
matrícula OB 1096, por: Instalación del Intercom SOFTCOMM, Modelo ATC-4P,
aprobado el 12 de octubre de 2006.

Sin otro particular quedo de usted.

Atentamente,

JOSE RDALES
In ector de Operaciones
 MANUAL DE OPERACIÓN DEL PILOTO INTERCOM
SUPLEMENTO 013-1096

•
SUPLEMENTO AL MANUAL DE VUELO DE LA AERONAVE
INSTALACION DEL INTERCOM

MARCA DE LA AERONAVE: CESSNA

MODELO DE LA AERONAVE: 172G
NUMERO DE SERIE: 17254465
MATRICULA: OB-1096

SECCION 1
GENERALIDADES

El Intercom Marca SOFTCOMM, Modelo ATC-4P es un intercomunicador de 04

salidas, y tiene un jack auxiliar de entrada para conectar un DISKMAN en este caso se
cuenta con un discman SONY, Modelo D-E356CIC, (Reproductor de grabación
operado por el piloto)

SECCION 2
LIMITACIONES

No hay ninama limitación al instalar este equipo avionico

SECCION 3
PROCEDIMIENTOS DE EMERGENCIA

En caso de falla del Intercom, conectar el micro y el audífono del piloto en el jack del
avión, jalar el circuit breakers del Intercom (1 amp.)

LUIS B STAMANTE TERREROS

INSPECTOR DE MANTENIMIENTO
A&P N° 4544

Fecha: 15/12/06 Pagina: 1 de 2

MANUAL DE OPERACIÓN DEL PILOTO INTERCOM
SUPLEMENTO OB-1096

SECCION 4
PROCEDIMIENTO NORMALES

Operación del Intercom:

Selecta el Swich 1NTERCOM/RADIO/OFF en la posición 1NTERCOM

Gire el control de volumen (perilla LH) en la posición 1000 hrs.
El control del Squelch en la posición 3.0 Hrs. Luego hable por el micrófono gire
lentamente el Squelch en sentido horario hasta que aparezca un ruido de fondo
luego retroceda ligeramente y hable por el micrófono si no se filtra el ruido de
fondo queda, y si se filtra gire otro poco hacia la izquierda.

APROBACION DGAC:

DIRECCION GINERAIIIC VII A

APRO.A00
Nombre: j 5( • PA

LUIS BUSTAMANTE TERREROS

INSPECTOR DE MANTENIMIENTO
A&P N° 4544

Fecha: 15/12/06 Pagina: 2 de 2

 AeroParacas SAFETY & EXPERiENCE
CESSNA 172G

OWNER MANUAL SUPPLEMENT

FOR

MANUAL AIRPLANE SERIAL REGISTER

AFFECTED MUULL NUMIltt< NUMtSti<

OWNER
CESSNA 172G 17254465 OB-1096
iviANUAL

Tías repon must be attached together with Memoria Técnica No. MT-ARP-008.

This supplcmcntr..! must bc ottachc,d tc thc DeAC apprcvcd Cwncr M.-Inuct the
INSTALLATION OF DME KN-62A IN AIRPLANES CESSNA 172G is installed in
airplane. This Supplement must be carried un the airplane ahl times.

The information contained herein supplements the FAA approved Owner Manual, in
those aneas Usted herein. For limitations. procedures. and performance information
not contained in this document, consult the original manufacture documents.

DGAC APPROVED:

DATE:

DATE : 29-SET-2016 REVISION: ORIGINAL Page 1
 AeroParacas SAFETY & EXPERIENCE
CESSNA 172G

LOG OF REVISIONS

PAGES
. REVISION DATE INITIAL
AFFECTED

ORIGINAL 29-SET-2016 ALL LV

--- _ — —

REASON FOR REVISION

ORIGINAL - This engineering order is issued to enmply Wth new irio.a!lation of nhfiP
equipment

DATE : 29-SET-2016 REVISION: ORIGINAL Page 2

 AeroParacas SAFErv& EXPER1ENCE
CESSNA 172G

LIST OF EFFECTIVE PAGES

COV Ek
1 Original 29-09-16
LOG OF REVISIONS
7 20 79-09-16
LOG OF PAGES
3 Original 29-09-16
TABLE OF CONTENES
4 Original 29-09-16
INTRODUCTION
5 nrIglnal 29-9'416
SECTION 1 CERTIFICATE
LIMITATIONES
Ondina! 29-09-16
SECT 2- EMERGENCY
PROCEDURES
7 Original 29-09-16
SECTION 3— OPERATING
PROCEDURES

8 Original 29-09-16
9 Original 29-09-16
10 Original 29-09-16
I1 Original 29-09-16
12 Original 2949_16
ii DríÉlillal 2941416
14 Original 29-09-16
15 Original 29-09-16
16 Original 29-09-16
1D Original 29-09-16

DATE : 29-SET-2016 REVISION: ORIGINAL Pagé 3

 AeroParacas SAFE1V& EXPERIENCE
CESSNA 172G

TABLE OF CON'TENTS

TITLE PAGE

CO VER 1

LOG OF REVISIONS 2

LIST OF EFFECTIVE PAGES 3

TABLE OF CONTENTS 4

INTRnni ICTION

SEC'TION 1 - CERTiFiCATE LiiviiTATIONS

SECTION 2 - EMERGENCY PROCE DURES 7

SECTION 3- OPERATING PROCEDURES 7

SECTION 4- PERFORMANCE 10

DATE: 29-SET-2016 REVISION: ORIGINAL Page 4

 AeroParacas SAFETY& EXPERIENCE
CESSNA 172G

IN I RUDUCTION

This supplement covers DME, which may be installed in the airplane. The
supplement contains a brief description, and when applicable, Limitations,
Emergency Procedures, Normal Procedures, and Performance.

Plots should refer to this supplement to ensure that all limitations and procedures
npprcprinto for thz.s.ir dirol=c oro obr..crycz.l.

NOTE
This supplement contains references to equipment manufacturers pilot's manuals
which are supplied with audio panels that is installed. These manuals must be kept
up-to-date with the latest revisions issued by Aeroparacas. Also, the vendor manuals
contain user registration instructions for obtaining future revisions or changes.

WARNING
Complete famitiarity with the airpiane and its systems wiii nen oniy increase the pilot's
proficiency and ensure optimum operation, but could provide a basis for analyzing
system malfunctions in case an emergency is encountered. Information in this
section will assist in that familiarization. The responsible pilot will want to be prepared
to make proper and precise responses in every situation. The DGAC of Peru requires
observarme ,nf tfrse

DATE : 29-SET-2016 REVISION: ORIGINAL Page 5

 MmParacas SAFETY A EXPERIENCE
CESSNA 172G

StU HUN

CERTIFICATE LINIITATIONS

1. The procedures contained in disk Supplement manual has been development

in accordinq with INSTALLATION OF DME IN AIRPLANES CESSNA 172G.

2. Themaximum. weight may bc ...„„„, with center gravity

chart.

3. Pilots are authorized to operate and test the DME at ahl times.

DATE : 29-SET-2016 REVISION: ORIGINAL Page 6

 AeroParacas SAFETY & EXPERIENCE
CESSNA 172G

SECTION 2
thAtRULNUY PKUetUUtitb

!f the D.ME fei!, pllet could use the distence enc! VOP. Stetien
selected as desired point in GPS, that could be installed or used in airplane.

SECTION 3

OPERATING PROCEDURES

NORMAL PROCEDURES

1. The airplane will feature an DME KN62A. that show to the pilot time and
distance to VOR station

2. The KN62A manuals must be available to the flight crew.

DATE : 29-SET-2016 REVISION: ORIGINAL Pagé 7

 AeroParacas SAFETY& EXPERIENCE
CESSNA 172G

nmF 11Nnea
OPERATION PROCEDURES

31 GENERAL
It is recommenáad that power tu the KN 62162Ai64 be tu med un only after angina start-up, as Ibis
proosatre incroases Tina ratialliiry or osoiio state circurtry_
The KN 62/62A/64 front panal controls oonsist al an ON-OFF switch, a tunction switch. and fria-
ratency sofocaba L'iota' (Figure 3-11 Tho funclion switch dotorrnines bot the infortrzhon dts-
played and be channeling sourca f cc the KN 62/62A.764. in Remote (RMT) moda, Iba KN 52/152N
64 is Channeled fruía en (edemal control head, and the display shows ranga. apead, and time-to-
alzaba. gi frrequein:y (F-REO) iTi0(19, r119 KN 52152N54 ja C1.111111E411Imuum jis 01/0119(itodoGy se-
lection knobs, and the display shows ranga and freguency. In Ground SpeelTime-to-Staticn
(GSTr) modo, tha KN 62/624064 holds the last internally soledad frequency and ásplays rango.
apead. and time-to-station_
The frequency bold lectura in GS/T modo is necessaty lo preven; accidental rechanneling of the
OklEwhon froguancylsnot boing displayod. Toprovont tImo ;mil from chal-n.7in g fabo infermation,
Iba KN 152162Af64 v4I1 display dashes and stay in "search" whenever power is tu med un or rno-
mantaiily interrupted in GS/T modo. Normal operation is ra-establishad by switching tu FRE-0 or
tlJ
When time KN 62/62.A164 is lockecl tu a ground statiort ranga is displayed tu the neanest 0_1 nau-
Iba! trilla Irán Oto 99.9 nautiaft miles and lo the nearekst 1 riautigxl mita flor!? 109 ti 389 n5tfti*A1
miles_ Ground apead la displayed tu timo nearest knot frcrn Oto 999 knots_ Time-to-station is dis-
played tu the nearest minuta from oto 99 minutas_ Timo ásplay siso inclicates 99 minutas for any
wiriputad timo- Co-ataban grestor than on iniraftnia Whon timo Kl 62i9211:5,1la la smtch modo.
dashas ara displayed matead of ranga. apead, and Urna-tustation. An automalác chrnrning circuit
adjusts (ha biightneiss of Iba display tu compansato lar changos in arribiont light 1411/91 Timo cían-
ming la wat-citad by a phaocoll mountad bahind time buril panal tu timo Mi of thG display.
lighting o( nomenclatura on 066-1068-04 and 066-1088-01 is connected and controllecl di rectly by
aircraft dmming bus.
Tha audio output ot the KN 62/62Af84 can be set as high as 15 mil liwatts into 600 ohms using Iba
auáo 'aval adjustrnent BCC8SSibill through the top cunar. It is set for approximately 2mW pulpa(
al the lactory. !t is dasirabla lo uso the audio b identity tha DISE gitaind stations boina rocaf.mb.
Thei afectiva rango of tilo KN 62t2A'64 DME dependson many facture; most important baingte
ailituda of tilo aircraft. When :ha aircraft is on the ground, the KN 62/62Af64 usually wtil rol re-
CeiVe DME Mations duelo lina-of-sight signal fimitations. Other contributing lectora tu the DME.is
effective ranga aro the tocaban and &Mude of timo gnyund transmittar, transmitter power output
and ala ile-grea of inaintanarica uf Iba glauca] faciiity. Tike d'atanco maastaad by Iba KN ei2162A1
64 is slant-ranga distance (measured un a slant from aircraft lo ground station) and should not be
oonfused with actual ground distance. Timo diflerence between ground distance and slant-rango
diatance issmallest 5110w alabada and long ranga. "hose clistanoas may dittar oonsiderabiy when
in clase proximity loa VORDME tacility. However, if timo ranga isthree times be altitude or greal-
er, this error is negligible. In orderto obtain accurate ground apead and tirrie-b-station, the aircraft
must ba [ranking directiy to or from timo station.

DATE: 29-SET-2016 REVISION: ORIGINAL Page 8



AeroParacas SAFETV& EXPERtENCE

CESSNA 1720

When operating dual KN 62162Ne4's, the respective DME's will interfere with sach d'ha when
the NAV frequencies differ by 6.3MHz (for example, 109.00MHz and 113.3MHz). This interfor-
ence resulls in prematura flap or loss ot 'Lock-On". .Should this poca, ene ot the KN 6262A64 s
shoukl be either turnad off or tuned to a different NAV frequency so that the 5.3MHz difference is
el iminated.

RANGE FREQUENCY FUNCT1ON SWITCH MI-12 KNOe

1 1

1 FAIT FRE13 GT
I Okt
3
n
J
if.71
mié
KIM". TS0 _
taca irsp

71 ^ r
CM-OFF SWITChl Kbiz KNOIS

FIGURE 3-1 KN 62.+62N64 frequoncy moda

RANGE GROUN O SPEED TIME-TC-STATION

17
1 I I

9 2 II ¿
1 'I 1
L1LJJII
[ HILO Gs,r
—0 I
K-r MJ

TSO
OFF Ert O
sy

DATE : 29-SET-2016 REVISION: ORIGINAL Page 9

 AeroParacas SAFETY& EXPERIENCE
CESSNA 172G

'UNGE &ROUND SPEED TIME-TO-STATION

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SECTION 4

PERFORMANCE

There is no change to the airplanes performance when DME s installed. The

cruise performance is not affected.

DATE : 29-SET-2016 REVISION: ORIGINAL Page 10