Cessna 172 manual download

The book provides straight forward easy to understand explanations of the aircraft systems, flight operations, and performance, illustrated with a variety of photographs, diagrams, schematics and tables. Pilots preparing for a Flight Review can use this manual as a refresher on maneuvers that may be performed during the review. This manual is also a beneficial teaching aid for Flight Instructor applicants and Certified Flight Instructors.

All contain significant differences in power available, and airframe CreateSpace Independent Publishing Platform One of the authors of this book became a pilot long before he met his wife-to-be but wasn't actively flying when they married. Deciding to get back into flying, he first refreshed himself with a Cessna , a two-seat airplane that Of course , there are Cessna s based at virtually all mountain airports , but unless they have had - hp engine conversions , they are generally flown as As a PIC in- sure I had a manual for the Honeywell and climb and descent procedures , structor , he has to be.

Flight students get their training in a fleet of airplanes that includes 14 Cessna s, 31 Cessna s , seven Cessna RGS and 10 Beech Duchesses that are used for multiengine training. A cold water solution may be used. NOTE The filter assembly may be cleaned with compressed air a maximum of 30 times or it may be washed a maximum of 20 times.

The filter should be replaced after hours of engine operating time or one year, whichever should occur first. An exception to this is the dry filter formerly used on Models , , and Cessna Part No.

Cessna Part No. However, the filter should be replaced at any time it is damaged. A damaged filter, may have sharp or broken edges in the filtering panels which would allow unfiltered air to enter the induction system. After washing, rinse filter with clear water until rinse water draining from filter is clear. Allow water to drain from filter and dry with compressed air not over psi.

NOTE The filtering panels of the filter may become distorted when wet, but they will return to their original shape when dry. Be sure induction air box and air inlet ducts to the engine are clean, inspect and install new filter if filter is damaged.

Install filter. Be sure gasket on aft face of filter is in good condition. Refer to paragraph A. On airplanes NOT equipped with the central air filter system see Section 16 , the filters in the instruments should be replaced every hours of operation and whenever erratic or sluggish responses are noted with normal suction gage readings.

On airplanes equipped with vacuum systems containing a central air filter, change the filter every hours of operation and whenever suction gage reading drops below 4. Change the gyro instrument air filters, when equipped with central air filter, whenever the gyro instruments are overhauled. Beginning with the models and on, different gyro instruments are used in the vacuum system. These instruments are not equipped with internal filters. The new instruments are smaller with a beveled boxtype case.

Also, these instruments and related plumbing are used as service parts. BATTERY servicing involves adding distilled water to maintain the electrolyte even with the horizontal baffle plate at the bottom of filler holes, checking the battery cable connections, and neutralizing and cleaning off any spilled electrolyte or corrosion. Use bicarbonate of soda baking soda and water to neutralize electrolyte or corrosion.

Follow with a thorough flushing with water. Brighten cables and terminals with a wire brush, then coat with petroleum jelly before connecting. The battery box also should be checked and cleaned if any corrosion is noticed. Check the battery every 50 hours or at least every 30 days , oftener in hot weather. See Section 17 for detailed battery replacement and testing. When checking tire pressure, examine tire for wear, cuts, bruises, and slippage.

Remove oil and grease with soap and water. NOTE Recommended tire pressures should be maintained. Especially in cold weather, remember that any drop in temperature of the air inside a tire causes a corresponding drop in pressure. The nose gear strut requires periodic cheCking to ensure that the strut is filled with hydraulic fluid and is inflated to.

When servicing the nose gear strut, proceed as follows: a. Remove valve cap and release air pressure. Remove valve housing assembly. Telescope strut to its shortest length and fill to bottom of filler hole with hydraulic fluid.

Install valve housing assembly and inflate strut with nose wheel off ground strut extended. Shock strut pressures are listed in Section 1. Remove dampener from airplane. Remove filler plug and drain all hydraulic fluid from the dampener, then fill with the amount of hydraulic fluid speCified on the placard. NOTE Fill the smaller dampener with 52cc of fluid and the larger one with 74cc of fluid.

Install and safety filler plug and reinstall dampener on airplane. NOTE Keep the nose gear shock strut, especially the exposed portion of the strut piston, wiped off with a clean. Do not wipe the strut with hydraulic fluid, since this tends to collect even more dust and grit. The shimmy dampener should be serviced at least every hours.

The shimmy dampener must be filled completely with fluid, free of entrapped air, to serve its purpose. Two types of shimmy dampeners are used, one of which must be removed to check fluid level and refill.

If the dampener has a filler plug, refill as follows: a. Remove filler plug, and turn nose gear in the direction that places the dampener piston at the end opposite the filler plug.

While holding in this position, fill dampener with hydraulic fluid and install and safety filler plug. If the dampener does not have a filler plug, refill as follows: a.

Remove dampener and pull the fitting end of the dampener shaft to its travel limit. Fill through the opposite end with hydraulic fluid, while holding the dampener vertical. Push the shaft upward slowly to seal off the filler hole, and reinstall the dampener on the airplane.

Be sure to keep the shaft protruding through the filler hole until the dampener is installed. NOTE Keep shimmy dampener, especially the exposed portions of the dampener piston shaft, clean to prevent collection of dust and grit which could cut the seals in the dampener barrel. Wipe dampener and shaft with a clean cloth.

Do not use a cloth saturated with hydraulic fluid, since this tends to collect even more dust and grit. Two sizes of shimmy dampeners are used. The shimmy dampener on the Model is subjected to more heat than other models, and a small airspace is needed for fluid expansion.

Both shimmy dampeners must be removed for filling, since each must be filled with a specific amount of hydraulic fluid. Drain all fluid from the dampener. Fill through the opposite end with the amount of hydraulic fluid specified on the placard, while holding the dampener vertical.

Be sure to keep shaft protruding through the filler hole until dampenezis installed. The Model is equipped with a different shimmy dampener which contains a compensating meahcnism within the hollow piston rod for thermal expansion and contraction of the hydraulic fluid.

The shimmy dampener must be filled completely with hydraulic fluid, free of entrapped air with the compensating piston bottomed. Beginning with serial number and on, the filling procedure is changed.

It is recommended that aircraft prior to serial number have the excessive fluid removed from the compensating mechanism as follows: a. Remove shimmy dampener from the aircraft.

While holding the shimmy dampener in a vertical position with the filler plug pointed upward, loosen the filler plug. Allow the spring to bottom out the floating piston inside the shimmy dampener rod. When the fluid stops flowing, insert a length of stiff wire through the air bleed hole in the setscrew at the end of the piston rod until it touches the floating piston.

If the. Tighten filler plug and install shimmy dampener in aircraft. To service the shimmy dampener proceed as follows: a. Remove shimmy dampener from aircraft. Remove filler plug from dampener. Submerge dampener in clean hydraulic fluid and work dampener shaft in and out to remove any entrapped air and ascertain complete filling. NOTE Be sure that the shimmy dampener and hydraulic fluid at 70 to 80 while filling the shimmy dampener.

Install filler plug before removing dampener from hydraulic fluid. NOTE Be sure to keep the shaft protruding through barrel at filler end, until the dampener is installed. Wash dampener in cleaning fluid and wipe dry with a cloth. Install shimmy dampener on aircraft. NOTE Keep shimmy dampener, especially the exposed portion of the dampener shaft, wiped clean with a clean, dry cloth to remove dust and grit which may cut the seals in the dampener barrel.

Do not wipe the shaft with hydraulic fluid, since this tends to collect even more dirt and grit. Bleed the brake system of entrapped air whenever there is a spongy response to the brake pedals. Check and refill if required per paragraph H, at each hour inspection. Refer to Section Keeping the aircraft clean is important. A sponge, soft cloth, or chamois may be used, but only as a means of carrying water to the plastic.

Rinse thoroughly, then dry with a clean moist chamois. Do not rub the plastic with a dry cloth since this builds up an Oil and grease may be removed by rubbing lightly with a soft cloth moistened with Stoddard solvent. After washing, the plastic windshield and windows should be cleaned with an aircraft windshield cleaner. Apply the cleaner with soft cloths, and rub with moderate pressure.

Allow the cleaner to dry, then wipe it off with soft flannel cloths. A thin, even coat of wax, polished out by hand with clean soft flannel cloths, will fill in minor scratches and help prevent further scratching. Do not use a canvas cover on the windshield or windows unless freezing rain or sleet is anticipated since the cover may scratch the plastic surface. Do not use gasoline, alcohol, benzene, acetone, carbon tetrachloride, fire extinguisher fluid, de-icer fluid, lacquer thinner or glass window cleaning spray.

These solvents will soften and craze the plastic. The instrument panel, plastic trim, plastic control wheels, and control knobs need only be wiped off with a damp cloth. Oil and grease on the control wheel and control knobs can be removed with a cloth moistened with Stoddard solvent. Volatile solvents, such as mentioned in paragraph , must never be used since they soften and craze the plastic.

Household type detergent soap powders are effective cleaners, but should be used cautiously since some of them are strongly alkaline. Many good aluminum cleaners, polishes, and waxes are available from commercial suppliers of aircraft products. The painted exterior surfaces of the airplane, under normal conditions, require a minimum of polishing or buffing. Approximately 15 days are required for acrylic or lacquer paint to cure completely and approximately 90 days are required for vinyl paint to cure completely; in most cases, the curing period will have been completed prior to delivery of the airplane.

In the event that polishing or buffing is required within the curing period, it is recommended that the work be done by an experienced painter. Generally, the painted surfaces can be kept bright by washing with water and mild soap, followed by a rinse with water and drying with cloths or a chamois.

Harsh or abrasive soaps or detergents which cause corrosion or make scratches should never be used. Remove stubborn oil and grease with a cloth moistened with Stoddard solvent. After the curing period, the airplane may be waxed with a good automotive wax. A heavier coating of wax on the leading edges of the wings and tail and on the engine nose cap will help reduce the abrasIon encountered in these areas. The engine and engine compartment may be washed down with a suitable solvent, then dried thoroughly.

WHEELS should be washed off periodically and examined for corrosion, chipped paint, and cracks or dents in the wheel castings. Sand smooth, prime, and repaint minor defects. Solvent should not be allowed to enter mqgnetos, starters, alternators, voltqge regulators, and the like. Hence, these components should be protected before saturating the engine with solvent. Any oil, fuel, and air openings on the engine and accessories should be covered before washing the engine with solvent.

Caustic cleaning solutions should be used cautiously and should always be properly neuiralized after their use. To clean the interior: a. Empty the ash trays. Brush out or vacuum clean the carpeting and upholstery to remove dirt. Wipe off leather, Royalite, and plastic surfaces with a damp cloth. Oily spots and stains may be cleaned with household spot removers, used sparingly.

Before USing any solvent, read the instructions on the container and test it on an obscure place in the fabric to be cleaned. Never saturate the fabric with a volatile solvent; it may damage the padding and backing materials. Scrape off sticky materials with a dull knife, then spot clean the area. In salt water areas this will assist in corrosion-proofing the propeller.

Lubrication requirements are shown on the Lubrication Chart figure Before adding grease to grease fittings, wipe off all dirt. Lubricate until new grease appears around parts being lubricated, and wipe off excess grease.

The nose gear torque links should be lubricated at least every 50 hours, or oftener when operating in dusty areas. Under extremely dusty conditions, daily lubrication is recommended. Refer to Section 16 for lubrication. It is now recommended that nose and main wheel bearings be cleaned and repacked at the first hour inspection and at each hour inspection thereafter. If more than the usual number of take -off and landings are made, extensive taxiing is required, or the airplane is operated in dusty areas or under seacoast conditions, it is recommended that cleaning and lubrication of wheel bearings be accomplished at each hour inspection.

Lubricate pivot pin during assembly. Also lubricate the pivot pin through the grease fittings after assembly and at each hour inspection. Check level of electrolyte. Check at least every 30 days, oftener in hot weather.

Refer to paragraph for details. Change engine oil and external filter element. Reduce these intervals under severe operating conditions. Service oftener under dusty conditions. Check shimmy dampener compensating mechanism. Refer to paragraph B for details. Remove plugs and drain off any water and sediment. Reinstall and resafety plugs. Some aircraft use drain valves instead of drain plugs. Check fluid level and refill as required with hydraulic fluid.

Refer to paragraphs and A for details. Check inlet screen or filter for cleanliness. Remove, flush with solvent, and dry with compressed air to clean. On Garwin valves, remove retaining ring to remove screen.

On filter-equipped valves, replace garter filter at engine overhaul periods. Replace central air filter every hours and when suction gage reading drops below 4. Refer to paragraph 2 A for details.

Maintain proper tire inflation as listed in the charts in Section 1. Also refer to paragraph Connect to volt, DC, negative-ground power unit for cold weather starting and lengthy ground maintenance of the electrical system. Master switch should be turned on before connecting a generator type external power source; it should be turned off before connecting a battery type external power source.

Refer to paragraph Master switch should be turned on before connecting a generator type or battery type external power source. NOTE The ground power receptacle circuit incorporates a polarity reversal protection. Power from the external power source will flow only if the ground service plug is connected correctly to the airplane.

NOTE The military specifications listed are not mandatory, but are intended as guides in choosing satisfactory materials. Products of most reputable manufacturers meet or exceed these specifications. Servicing and Lubrication Sheet 6 of 7. McCauley propellers are lubricated at overhaul and require no other lubrication.

Do not lubricate roller chains or cables except under seacoast conditions. Wipe with a clean, dry cloth. Lubricate unsealed pulley bearings, rod ends, OiUte bearings, pivot and hinge points, and any other friction point obviously needing lubrication, with general purpose oil every hours or oftener if required. Paraffin wax rubbed on seat rails will ease sliding the seats fore and aft.

Lubricate door latching mechanism with MIL-G general purpose grease, applied sparingly to friction points, every hours or oftener if binding occurs. No lubrication is recommended on the rotary clutch. In the inspection, only the items to be checked are listed; details as to how to check, or what to check for, are excluded. Some items apply only to specific models, and some items are optional equipment that may not be found on a particular airplane.

Federal Aviation Regulations require that all civil aircraft have a periodic annual inspection as prescribed by the administrator, and performed by a person designated by the administrator. The Cessna Aircraft Company recommends a hour periodic inspection for the airplane. WIRING for: security, chafing, burning, defective insulation, loose or broken terminals, heat deterioration, and corroded terminals. Miscellaneous data, information, and licenses are a part of the airplane file. Check that the following documents are up-to-date and in accordance with current Federal Aviation Regulations.

Since the regulations of other nations may require other documents and data, owners of exported aircraft should check with their own aviation officials to determine their individual requirements. To be displayed in the airplane at all times: 1. To be carried in the airplane at all times: 1.

Aircraft Equipment List. To be made available upon request: 1. During the run-up, observe the following, making note of any discrepancies or abnormalities: 1. Engine temperatures and pressures. Static rpm. Engine response to changes in power.

Any unusual engine noises. Idling speed and mixture; proper idle cut-off. Alternator and ammeter. Suction Gage. Fuel flow indicator. After the inspection has been completed, an engine run-up should again be performed to ascertain that any discrepancies or abnormalities have been corrected.

If the engine is equipped with an external oil filter, the engine oil change intervals may be extended. The hour inspection includes a visual check of the engine, propeller, and aircraft exterior for any apparent damage or defects; an engine oil change as required above; and accomplishment of lubrication and servicing requirements.

Remove propeller spinner and engine cowling, and replace after the inspection has been completed. The hour or annual inspection includes everything in the hour inspection, and oil change as required above. Also loosen or remove the fuselage, wing, empennage, and upholstery inspection doors, plates, and fairings only as necessary to perform a thorough, searching inspection of the aircraft.

Replace after the inspection has been completed. Lubrication Hartzell -- -- -- -- -- Check for evidence of oil and fuel leaks, then clean entire engine and compartment, if needed, prior to inspection. Induction air filter Also see paragraph Cold and hot air hoses -- - - -- - -- -- -- - -- -- -- Engine baffles -- - - - -- - - -- -- -- - -- Crankcase, oil pan, reduction gear housing, accessory section, and front crankshaft seal All lines and hoses- - -- -- - -- -- Electrical wiring -- -- -- Engine controls and linkage - -- - -- -- -- Fuel injection fuel-air control unit, fuel pump, fuel manifold valve, fuel lines, and nozzles Engine cowling - - -- -- - -- - -- - -- -- -- - -- - -- -- -- - Cowl flaps and control -- -- -- -- -- -- - -- -- - Fuel vents and vent valves -- - -- -- - -- Vapor return line and check valve - - - -- - Brake fluid, lines and hoses, linings, disc and clips, brake assemblies, and master cylinders Nose gear wheels, wheel bearings, strut, steering system, shimmy dampener, tire, fairing, and torque links -- - - -- - Tailwheel, tire, wheel bearings, steering system, anti-swivel mechanism, tailwheel locking system, cables, and spring tube Safety belts and attaching brackets -- -- - -- -- -- MagnetiC compass compensation -- -- - -- -- - -- -- Instrument wiring and plumbing -- -- -- -- Pitot and static systems - -- - - -- -- -- Radio antenilaS -- -- -- -- -- In addition to the items listed below, always check for correct direction of movement, correct travel, and correct cable tension.

Cables, terminals, pulleys, pulley brackets, cable guards, turnbuckles, and fairleads Travel stops -- -- -- - Flap control lever latch, flap rollers and tracks, flap position transmitter and linkage, flap position indicator, and flap electric motor and transmission Check breaker compartment each hours, unless timing is off except on the Slick Model magneto. See paragraph and A. First four 25 hours, each hours thereafter.

Central filter each hours and gyro filters at overhaul; gyro filters each hours without central filter. Anticipated requirements before each oxygen flight. Also see Section A high-time inspection is merely a hour inspection with the addition of an engine overhaul at the engine manufacturers recommended overhaul periods given below. At the time of engine overhaul, constant-speed propellers, governors and engine accessories should be overhauled.

GO Continental Continental. Repairs Scratches. Two-Place Seats Stowable Seats. Power Seats. Repair of Seat Structure. Installation of Cargo Pack. See paragraph WAXING will fill in minor scratches in clear plastic and help protect the surface from further abrasion.

Use a good grade of commercial wax applied in a thin, even coat. Bring the wax to a high polish by rubbing lightly with a clean, dry flannel cloth. Damaged window panels and windshield may be removed and replaced if the damage is extensive. However, certain repairs as prescribed in the following paragraphs can be made successfully without removing the damaged part from the airplane.

Three types of temporary repairs for cracked plastic are possible. Curved areas are more difficult to repair than flat areas and any repaired area is both structurally and optically inferior to the original. SCRATCHES on clear plastic surfaces can be removed by hand-sanding operations followed by buffing and polishing, if steps below are followed carefully. Wrap a piece of No. Rub the surface around the scratch with a circular motion, keeping the abrasive constantly wet with clean water to prevent scratching the surface further.

Do not use a coarse grade of abrasive. Continue sanding operation, using progressively finer grade abrasives until the scratches disappear. When the scratches have been removed, wash the area thoroughly with clean water to remove all gritty particles. The entire sanded area will be clouded with minute scratches which must be removed to restore transparency. Apply fresh tallow or buffing compound to a motordriven buffing wheel.

Hold the wheel against the plastic surface, moving it constantly over the damaged area until the cloudy appearance disappears. A footper-minute surface speed is recommended to prevent heating, distortion, or burns. NOTE Polishing can be accomplished by hand but it will require a considerably longer period of time to attain the same result as produced by a buffing wheel. When buffing is finished, wash the area thoroughly and dry. Allow the surface to cool and inspect the area to determine if full transparency has been restored.

Then apply a thin coat of hard wax and polish the surface lightly with a clean flannel cloth. Figure After the wax has hardened, dissipate this charge by rubbing the surface with a slightly damp chamois. This will also remove the dust particles which have collected while the wax is hardening.

Apply with a soft, clean, dry cloth or imitation chamois. See figure When a crack appears in a panel, drill a hole at the end of the crack to prevent further spreading. Temporary repairs to flat surfaces can be effected by plaCing a thin strip of wood over each side of the surface and then inserting small bolts through the wood and plastic. A cushion of sheet rubber or airplane fabric should be placed between the wood and plastic on both sides.

A temporary repair can be made on a curved surface by placing fabriC patches over the affected areas. Secure the patches with airplane dope,Specification No.

Lacquer thinner, Specification MIL-T can also be used to secure the patch. Small-stranded antenna wire makes a good temporary laCing material. This type of repair is used as a temporary measure only, and as soon as facilities are available the panel should be replaced. In many aircraft, a windshield centerstrip supports the center of the windshield.

Various sealants have been used to prevent leakage around the windshield. However, Presstite No. Paul, Minnesota used at the bottom of the windshield will give satisfactory results. If desired, the EC tape, which is available in different widths and thicknesses, can be used as a sealant at all edges of the windshield. Remove the screws and attaching parts at the windshield centerstrip. Drill out all rivets securing the retainer strip at the front of the windshield.

Remove wing fairings over windshield edges. Pull windshield straight forward, out of side and top retainers. Remove top retainer if necessary. This sealer may be used to seal any leaks around windshield. Paul, Minnesota, is used, the Presstite sealer is not required. Apply felt strip and sealing compound or sealing tape to all edges of windshield to prevent leaks. Reverse steps listed in preceding paragraph to install a windshield. When installing a new windshield, check the fit and carefully file or grind away any excess plastic.

Use care not to crack windshield when installing. If not previously removed, top retainer may be removed if necessary. Starting at an upper corner and gradually working windshield into position is recommended. NOTE Screws and self-locking nuts may be used illstead of the factory installed rivets which fasten the front retaining strip to the cowl deck. If at least No. Movable windows, hinged at the top, are installed in some doors. Window assemblies, that is the clear plastic and frame unit, may be replaced by pulling the hinge pins and disconnecting the window stop.

To remove the frame from the plastic, it is necessary to drill out the blind rivets where the frame is spliced. When replacing a window in a frame, make sure that the sealing strip and an adequate coating of Presstite No. Fixed windows are mounted in sealing strips and sealing compound, and are held in place by various retainer strips.

To replace the side windows, remove upholstery and trim panels, then drill out rivets as necessary to remove the retainer strips. Remove external centerstrip. Remove upholstery as necessary to expose retainer strips securing the window to be replaced. The window is made in two sections, consisting of a right and a left half.

Drill out rivets as necessary to remove the retainer strips at the top, bottom, and outboard edges of the window. Do not remove any rivets at the centerstrip. Slide the outboard edge of the window down, pulling the inboard edge away from the centers trip hat section, then remove. The window may be flexed slightly if necessary to clear the hat section. This rear window is a one-piece window. Merely remove upholstery and retainer strips, then pull window into the cabin area to remove.

These rear windows are one-piece windows. To remove a rear window on either of these models, use the following Remove upholstery as necessary to expose retainer strips inside the cabin. Drill out rivets as necessary to remove external retainer strip along the aft edge of the window.

Remove window by lifting aft edge and pulling window aft. If difficulty is encountered, rivets securing retainer strips inside the cabin may also be drilled out and the retainer strips loosened or removed. Check the fit of a new window and carefully file or grind away any excess plastiC.

Use care not to crack plastic when installing. Be sure to use sealing strips and sealing compound to prevent leaks. Removal of cabin doors is accomplished either by removing the screws which attach the hinges or by removing the hinge pins.

If the type of door stop which is connected to the fuselage and the door is used, it must also be disconnected.

Some airplanes are equipped with removable hinge pins to facilitate door removal. New weatherstrip may be applied after mating surfaces of weatherstrip and door are clean, dry and free from oil or grease. Apply a thin, even coat of adhesive to each surface and allow to dry until tacky before pressing strip in place. Minnesota Mining and Manufacturing Co. EC cement is recommended. The cabin door should be adjusted so the cabin door skin fairs with the fuselage skin.

Today, Cessna - single popular and multi-disciplinary in the business-class segments of the middle and leggy self. They have successfully adapted both passive techniques and technical features. For a history of the creation of Citation 's online business fleet, there are 20 different configurations and configurations available.