CESSNA 172R NAV I/NAV II Skyhawk MODEL 172R. Information Manual (2016)

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 7 - FAA APPROVED

MODEL 172R

NOTE

All angle intercepts compatible with radar vectors may be

accomplished by selecting ROL mode PRIOR to pressing

the NAV button. The HDG bug must still be positioned to

agree with the OBS course to provide course datum to the

autopilot when using a DG (Directional Gyro).

1) If the CDI needle is greater than 2 to 3 dots from center,

the autopilot will annunciate NAV_ARM. When the computed

capture point is reached, the ARM annunciator will go out

and the selected course will be automatically captured and

tracked.

2) If the CDI needle is less than 2 to 3 dots from center, the

HDG mode will disengage upon selecting NAV mode. The

NAV annunciator will then illuminate and the capture/track

sequence will automatically begin.

2. When equipped with HSI:

a. Course Bearing Pointer - SET to desired course.

b. Heading Selector Knob

-- SET BUG to provide desired

intercept angle and engage HDG mode.

c. NAV Mode Selector Button -- PRESS.

1) If the Course Deviation Bar (D-Bar) is greater than 2 to 3

dots from center, the autopilot will annunciate NAV_ARM.

When the computed capture point is reached the ARM

annunciator will go out and the selected course will be

automatically captured and tracked.

2) If the D-Bar is less than 2 to 3 dots from center, the HDG

mode will disengage upon selecting NAV mode; the NAV

annunciator will illuminate and the capture/track sequence

will automatically begin.

S7-16

Revision 4

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 7 - FAA APPROVED

APPROACH (APR) COUPLING: (To enable glideslope coupling on

an ILS and more precise tracking on instrument approaches).

1. When equipped with DG:

a. NAV #1 OBS Knob -- SELECT desired approach course. (For

a localizer, set it to serve as a memory aid.)

b. APR Mode Selector Button

-- PRESS. Note APR_ARM

annunciated.

c. Heading Selector Knob -- ROTATE BUG to agree with desired

approach.

NOTE

When APR is selected, the autopilot will flash HDG for 5

seconds to remind the pilot to reset the HDG bug to the

approach course. If HDG mode was in use at the time of

APR button selection a 45° intercept angle will then be

automatically established based on the positon of the bug.

NOTE

All angle intercepts compatible with radar vectors may be

accomplished by selecting ROL mode PRIOR to pressing

the APR button. The HDG bug must still be positioned to

agree with the desired approach course to provide course

datum to the autopilot when using a DG.

1) If the CDI needle is greater than 2 to 3 dots from center,

the autopilot will annunciate APR_ARM; when the computed

capture point is reached the ARM annunciator will go out

and the selected course will be automatically captured and

tracked.

Revision 4

S7-17

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 7 - FAA APPROVED

MODEL 172R

2) If the CDI needle is less than 2 to 3 dots from center, the

HDG mode will disengage upon selecting APR mode; the

APR annunciator will illuminate and the capture/track

sequence will automatically begin.

2. When equipped with HSI:

a. Course Bearing Pointer -- SET to desired course.

b. Heading Selector Knob

-- SET BUG to provide desired

intercept angle.

c. APR Mode Selector Button -- PRESS.

1) If the D-Bar is greater than 2 to 3 dots from center, the

autopilot will annunciate APR_ARM; when the computed

capture point is reached the ARM annunciator will go out

and the selected course will be automatically captured and

tracked.

2) If the D-Bar is less than 2 to 3 dots from center, the HDG

mode will disengage upon selecting APR mode; the APR

annunciator will illuminate and the capture/track sequence

will automatically begin.

d. Airspeed -- MAINTAIN 90 KIAS during autopilot approaches

(recommended).

BACK COURSE (REV) APPROACH COUPLING (i.e., reverse

localizer):

1. When equipped with DG:

a. NAV #1 OBS Knob -- SELECT the localizer course to the

front course inbound (as a memory aid).

b. REV Mode Selector Button -- PRESS.

c. Heading Selector Knob -- ROTATE BUG to the heading

corresponding to the localizer front course bound.

S7-18

Revision 4

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 7 - FAA APPROVED

NOTE

f When REV is selected, the autopilot will flash HDG

for 5 seconds to remind the pilot to reset the HDG

bug to the localizer FRONT COURSE INBOUND

heading. If heading mode was in use at the time of

REV button selection, a 45∞ intercept angle will

then be automatically established based on the

position of the bug.

f All angle intercepts compatible with radar vectors

may be accomplished by selecting ROL mode

PRIOR to pressing the REV button. The HDG bug

must still be positioned to the localizer FRONT

COURSE INBOUND heading to provide course

datum to the autopilot when using a DG.

1) If the CDI needle is greater than 2 to 3 dots from center,

the autopilot will annunciate REV_ARM; when the computed

capture point is reached the ARM annunciator will go out

and the selected back course will be automatically captured

and tracked.

2) If the CDI needle is less than 2 to 3 dots from center, the

HDG mode will disengage upon selecting REV mode; the

REV annunciator will illuminiate and the capture/track

sequence will automatically begin.

2. When equipped with HSI:

a. Course Bearing Pointer -- SET to the ILS front course inbound

heading.

b. Heading Selector Knob

-- SET BUG to provide desired

intercept angle and engage HDG mode.

c. REV Mode Selector Button -- PRESS.

1) If the D-Bar is greater than 2 to 3 dots from center, the

autopilot will annunciate REV_ARM; when the computed

capture point is reached the ARM annunciator will go out

and the selected back course will be automatically captured

and tracked.

Revision 4

S7-19

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 7 - FAA APPROVED

MODEL 172R

2) If the D-Bar is less than 2 to 3 dots from center, the HDG

mode will disengage upon selecting REV mode; the REV

annunciator will illuminate and the capture/track

sequence will automatically begin.

d. Airspeed

-- MAINTAIN

90 KIAS during autopilot ap-

proaches (recommended).

MISSED APPROACH

1. A/P DISC -- PRESS to disengage AP.

2. MISSED APPROACH -- EXECUTE.

3. AP Button -- PRESS (if AP operation is desired). Note ROL

annunciator ON. Select optional lateral modes as desired.

BEFORE LANDING

1. A/P DISC Switch -- PRESS to disengage AP.

SECTION 5

PERFORMANCE

There is no change to the airplane performance when the KAP140

Autopilot is installed.

S7-20

Revision 4

Pilot's Operating Handbook and

FAA Approved Airplane Flight Manual

CESSNA MODEL 172R

AIRPLANES 172R80001 AND ON

SUPPLEMENT 8

WINTERIZATION KIT

SERIAL NO.

REGISTRATION NO.

This supplement must be inserted into Section

9 of the Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual when the Winterization Kit

is installed.

FAA APPROVAL

Date: 3 April 2000

Member of GAMA

28 February 1997

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

Revision 1 - 28 February 2000

172RPHUS-S8-01

S8-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 8 - FAA APPROVED

MODEL 172R

SUPPLEMENT 8

WINTERIZATION KIT

The following Log of Effective Pages provides the date of issue

for original and revised pages, as well as a listing of all pages in

the Supplement. Pages which are affected by the current

revision will carry the date of that revision

Revision Level

Date of Issue

0 (Original)

Feb. 28, 1997

Feb. 28, 2000

LOG OF EFFECTIVITY PAGES

_______________________________

PAGE

DATE

PAGE

DATE

Title (S8-1)

Feb 28/00

S8-2

Feb 28/00

S8-3

Feb 28/97

S8-4

Feb 28/97

SERVICE BULLETIN CONFIGURATION LIST

The following is a list of Service Bulletins that are applicable to

the operation of the airplane, and have been incorporated into

this supplement. This list contains only those Service Bulletins

that are currently active.

Airplane

Unit

Revision

Incorporated

Number Title

Effectivity

Incorporation

In Airplane

S8-2

Feb 28/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 8 - FAA APPROVED

SUPPLEMENT

WINTERIZATION KIT

SECTION 1

GENERAL

The winterization kit consists of two cover plates (with placards)

which attach to the air intakes in the cowling nose cap, a placard

silk screened on the instrument panel, and insulation for the

crankcase breather line. This equipment should be installed for

operations in temperatures consistently below 20°F (-7°C). Once

installed, the crankcase breather insulation is approved for

permanent use, regardless of temperature.

SECTION 2

LIMITATIONS

The following information must be presented in the form of

placards when the airplane is equipped with a winterization kit.

On each nose cap cover plate:

REMOVE WHEN O.A.T. EXCEEDS +20°F.

On the instrument panel near the EGT gauge:

WINTERIZATION KIT MUST BE REMOVED WHEN OUTSIDE

AIR TEMPERATURE IS ABOVE 20°F.

Feb 28/97

S8-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 8 - FAA APPROVED

MODEL 172R

SECTION 3

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when

the winterization kit is installed.

SECTION 4

NORMAL PROCEDURES

There is no change to the airplane normal procedures when the

winterization kit is installed.

SECTION 5

PERFORMANCE

There is no change to the airplane performance when the

winterization kit is installed.

S8-4

Feb 28/97

Pilot's Operating Handbook and

FAA Approved Airplane Flight Manual

CESSNA MODEL 172R

AIRPLANES 172R80001 AND ON

SUPPLEMENT 9

DAVTRON MODEL 803

CLOCK/O.A.T.

SERIAL NO.

REGISTRATION NO.

This supplement must be inserted into Section

9 of the Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual when the Davtron

Clock/O.A.T. is installed.

FAA APPROVAL

Date: 3 April 2000

Member of GAMA

28 February 1997

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

Revision 2 - 28 February 2000

172RPHUS-S9-02

S9-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 9 - FAA APPROVED

MODEL 172R

SUPPLEMENT 9

DAVTRON MODEL 803 CLOCK/O.A.T.

The following Log of Effective Pages provides the date of issue

for original and revised pages, as well as a listing of all pages in

the Supplement. Pages which are affected by the current

revision will carry the date of that revision

Revision Level

Date of Issue

0 (Original)

Feb. 28, 1997

Nov. 3, 1997

Feb. 28, 2000

LOG OF EFFECTIVITY PAGES

_______________________________

PAGE

DATE

PAGE

DATE

Title (S9-1)

Feb 28/00

S9-4

Feb 28/97

S9-2

Feb 28/00

S9-5

Feb 28/00

S9-3

Feb 28/97

S9-6

Feb 28/00

SERVICE BULLETIN CONFIGURATION LIST

The following is a list of Service Bulletins that are applicable to

the operation of the airplane, and have been incorporated into

this supplement. This list contains only those Service Bulletins

that are currently active.

Airplane

Unit

Revision

Incorporated

Number Title

Effectivity

Incorporation

In Airplane

S9-2

Feb 28/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 9 - FAA APPROVED

SUPPLEMENT

DIGITAL CLOCK/O.A.T.

SECTION 1

GENERAL

The Davtron Model 803 digital clock combines the features of a

clock, outside air temperature gauge (O.A.T.) and voltmeter in a

single unit. The unit is designed for ease of operation with the use

of three buttons. The upper button is used to control sequencing

between temperature and voltage. The lower two buttons control

reading and timing functions related to the digital clock.

Temperature and voltage functions are displayed in the upper

portion of the unit’s LCD window, and clock/timing functions are

displayed in the lower portion of the unit’s LCD window.

The digital display features an internal light (back light) to

ensure good visibility under low cabin lighting conditions and at

night. The intensity of the back light is controlled by the PANEL LT

rheostat. In addition, the display incorporates a test function which

allows checking that all elements of the display are operating.

SECTION 2

LIMITATIONS

There is no change to the airplane limitations when the digital

clock/O.A.T. is installed.

SECTION 3

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when

the digital clock/O.A.T. is installed.

Feb 28/97

S9-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 9 - FAA APPROVED

MODEL 172R

UPPER

BUTTON

UPPER LCD

WINDOW

LOWER LCD

WINDOW

0785C1005

SELECT

CONTROL

BUTTON

Figure 1. Clock/OAT Gauge

SECTION 4

NORMAL PROCEDURES

TEST MODE

The unit may be tested by holding the SELECT button down

for three seconds. Proper operation is indicated by the display

88:88 and activation of all four annunciators.

O.A.T. / VOLTMETER OPERATION

The upper portion of the LCD window is dedicated to O.A.T.

and voltmeter operations. The voltmeter reading is preselected

upon startup and is indicated by an “E” following the display

reading. Pushing the upper control button will sequence the

window from voltage to fahrenheit (“F”) to centigrade (“C”), and

back again to voltage.

S9-4

Feb 28/97

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 9 - FAA APPROVED

CLOCK OPERATIONS

The lower portion of the LCD window is dedicated to clock and

timing operations. Pushing the SELECT button will sequence the

window from universal time (UT) to local time (LT) to flight time (FT)

to elapsed time (ET), and back again to universal time. Pushing the

CONTROL button allows for timing functions within the four

SELECT menus. Setting procedures are as follows:

SETTING UNIVERSAL TIME

Use the SELECT button to select universal time (UT).

Simultaneously press both the SELECT and the CONTROL buttons

to enter the set mode. The tens of hours digit will start flashing. The

CONTROL button has full control of the flashing digit, and each

button push increments the digit. Once the tens of hours is set the

SELECT button selects the next digit to be set. After the last digit

has been selected and set with the CONTROL button, a final push

of the SELECT button exits the set mode. The lighted annunciator

will resume its normal flashing, indicating the clock is running in

universal time mode.

SETTING LOCAL TIME

Use the SELECT button to select local time (LT).

Simultaneously press both the SELECT and the CONTROL buttons

to enter the set mode. The tens of hours digit will start flashing. The

set operation is the same as for UT, except that minutes are

already synchronized with the UT clock and cannot be set in local

time.

FLIGHT TIME RESET

Use the SELECT button to select flight time (FT). Hold the

CONTROL button down for 3 seconds, or until 99:59 appears on

the display. Flight time will be zeroed upon release of the

CONTROL button.

Feb 28/00

S9-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 9 - FAA APPROVED

MODEL 172R

SETTING FLIGHT TIME FLASHING ALARM

Use the SELECT button to select flight time (FT).

Simultaneously press both the SELECT and the CONTROL buttons

to enter the set mode. The tens of hours digit will start flashing. The

set operation is the same as for UT. When actual flight time equals

the alarm time, the display will flash. Pressing either the SELECT

or CONTROL button will turn the flashing off and zero the alarm

time. Flight time is unchanged and continues counting.

SETTING ELAPSED TIME COUNT UP

Use the SELECT button to select elapsed time (ET). Press the

CONTROL button and elapsed time will start counting. Elapsed

time counts up to 59 minutes, 59 seconds, and then switches to

hours and minutes. It continues counting up to 99 hours and 59

minutes. Pressing the CONTROL button again resets elapsed time

to zero.

SETTING ELAPSED TIME COUNT DOWN

Use the SELECT button to select Elapsed Time (ET).

Simultaneously press both the SELECT and the CONTROL buttons

to enter the set mode. The tens of hours digit will start flashing. The

set operation is the same as for UT, and a count down time can be

set from a maximum of 59 minutes and 59 seconds. Once the last

digit is set, pressing the SELECT button exits the set mode and the

clock is ready to start the countdown. Pressing the CONTROL

button now will start the countdown. When countdown reaches

zero, the display will flash. Pressing either the SELECT or

CONTROL button will reset the alarm. After reaching zero, the

elapsed time counter will count up.

Button Select Disable

When there is no airplane power applied to the unit, the

CONTROL and SELECT buttons are disabled.

SECTION 5

PERFORMANCE

There is no change to the airplane performance when this

equipment is installed. However, installation of this O.A.T. probe will

result in a minor reduction in cruise performance.

S9-6

Feb 28/00

Pilot's Operating Handbook and

FAA Approved Airplane Flight Manual

CESSNA MODEL 172R

AIRPLANES 172R80001 AND ON

SUPPLEMENT 10

BENDIX/KING KLN 89

VFR GLOBAL POSITIONING SYSTEM (GPS)

SERIAL NO.

REGISTRATION NO.

This supplement must be inserted into Section

9 of the Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual when the Global Positioning

System is installed.

FAA APPROVAL

Date: 3 April 2000

Member of GAMA

28 February 1997

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

Revision 1 - 28 February 2000

172RPHUS-S10-01

S10-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 10 - FAA APPROVED

MODEL 172R

SUPPLEMENT 10

BENDIX/KING KLN 89

VFR GLOBAL POSITIONING SYSTEM (GPS)

The following Log of Effective Pages provides the date of issue

for original and revised pages, as well as a listing of all pages in

the Supplement. Pages which are affected by the current

revision will carry the date of that revision

Revision Level

Date of Issue

0 (Original)

Feb. 28, 1997

Feb. 28, 2000

LOG OF EFFECTIVITY PAGES

_______________________________

PAGE

DATE

PAGE

DATE

Title (S10-1)

Feb 28/00

S10-2

Feb 28/00

S10-3

Feb 28/00

S10-4

Feb 28/97

SERVICE BULLETIN CONFIGURATION LIST

The following is a list of Service Bulletins that are applicable to

the operation of the airplane, and have been incorporated into

this supplement. This list contains only those Service Bulletins

that are currently active.

Airplane

Unit

Revision

Incorporated

Number Title

Effectivity

Incorporation

In Airplane

S10-2

Feb 28/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 10 - FAA APPROVED

SUPPLEMENT

BENDIX/KING KLN 89

VFR GLOBAL POSITIONING SYSTEM (GPS)

SECTION 1

GENERAL

The Bendix/King KLN 89 is a navigation system based on the

Global Positioning Satellite network. It contains a database cartridge

which may be updated by subscription. Complete descriptive

material on the KLN 89 may be found in the Bendix/King KLN 89

Pilot’s Guide supplied with the unit. This pilot guide must be

available during operation of the KLN 89 unit.

SECTION 2

LIMITATIONS

Use of the KLN 89 is limited to VFR operations only. The

following information must be presented in the form of placards

when the airplane is equipped with a KLN 89 unit:

On the instrument panel near the KLN 89 unit:

GPS NOT APPROVED

FOR IFR NAVIGATION

SECTION 3

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when

the KLN 89 GPS is installed.

Feb 28/00

S10-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 10 - FAA APPROVED

MODEL 172R

SECTION 4

NORMAL PROCEDURES

There is no change to basic airplane normal operating

procedures with the KLN 89 GPS installed.

SECTION 5

PERFORMANCE

There is no change to the airplane performance when the KLN

89 GPS is installed. However, installation of an externally-mounted

antenna or related external antennas will result in a minor reduction

in cruise performance.

S10-4

Feb 28/97

CESSNA MODEL 172R

NAV I/NAV II AVIONICS OPTION

Serials 17280001 thru 17281356

SUPPLEMENT 11

BRAZILIAN CERTIFIED AIRPLANES

SERIAL NO.

REGISTRATION NO.

This supplement must be inserted into Section 9 of the Pilot's Operating Handbook

and FAA Approved Airplane Flight Manual when used for Brazilian Certified

Airplanes and is approved by the U.S. Federal Aviation Administration (FAA) on

behalf of the “Agência Nacional de Aviação Civil” (ANAC) for Brazilian Registered

Airplanes, in accordance with the “Regulamento Brasileiro de Homologação

Aeronáutica” (RBHA) Part 21, Section 21.29.

15 MAY 2013

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

172RPHUS-S11-00

U.S.

S11-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 11

MODEL 172R

NAV I/NAV II

SUPPLEMENT 11

BRAZILIAN CERTIFIED AIRPLANES

Use the Log of Effective Pages to determine the current status of this

supplement.

Pages affected by the current revision are indicated by an asterisk (*)

preceding the page number.

Supplement Status

Date

Original Issue

15 May 2013

LOG OF EFFECTIVE PAGES

Page

Revision

Number

Status

Number

S11-1 thru S11-6

Original

FAA APPROVED

S11-2

U.S.

172RPHUS-S11-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 11

NAV I/NAV II

SERVICE BULLETIN CONFIGURATION LIST

The following is a list of Service Bulletins that are applicable to the

operation of the airplane, and have been incorporated into this

supplement. This list contains only those Service Bulletins that are

currently active.

Airplane Serial

Revision

Incorporated

Number Title

Effectivity

Incorporated

in Airplane

FAA APPROVED

172RPHUS-S11-00

U.S.

S11-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 11

MODEL 172R

NAV I/NAV II

GENERAL

This supplement is required for Brazilian operation of Cessna Model

172R airplanes equipped with the Nav I/Nav II avionics option.

OPERATING LIMITATIONS

There is no change to the airplane operating limitations when used for

Brazilian Certified Airplanes.

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when used

for Brazilian Certified Airplanes.

NORMAL PROCEDURES

There is no change to the airplane normal procedures when used for

Brazilian Certified Airplanes.

PERFORMANCE

There is no change to the airplane performance when used for

Brazilian Certified Airplanes.

FAA APPROVED

S11-4

U.S.

172RPHUS-S11-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 11

NAV I/NAV II

LOG OF ANAC APPROVED SUPPLEMENTS

The following list contains ANAC accepted supplements. Refer to Log

of Approved Supplements in the basic Pilot's Operating Handbook and

FAA Approved Airplane Flight Manual for revision status.

Supplement

Name

Equipment

Number

Installed

Bendix/King KX 155A VHF NAV/COMM

with KI 208 or KI 209A Indicator Head

_____________

Bendix/King KT

76C Transponder with

Blind Encoder

_____________

Bendix/King KMA 26 Audio Selector Panel_____________

Pointer Model 3000-11 or Model 4000-11

Emergency Locator Transmitter (ELT)

_____________

Bendix/King KLN 89B Global Positioning

System (IFR)

_____________

Bendix/King KR 87 Automatic Direction

Finder (ADF)

_____________

Bendix/King KAP 140 Single Axis Autopilot_____________

Winterization Kit

_____________

Davtron Model 803 Clock/OAT

_____________

Bendix/King KLN

89 VFR Global

Positioning System (GPS)

_____________

Brazilian Certified Airplanes

_____________

Reserved

_____________

Bendix/King KCS-55A Slaved Compass

System with KI-525A Horizontal Situation

Indicator (HSI)

_____________

Reserved

_____________

Bendix/King KAP 140 2 Axis Autopilot

_____________

Bendix/King KT 73 Mode S Transponder

_____________

Reserved

_____________

(Continued Next Page)

FAA APPROVED

172RPHUS-S11-00

U.S.

S11-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 11

MODEL 172R

NAV I/NAV II

LOG OF ANAC APPROVED SUPPLEMENTS

Supplement

Name

Equipment

Number

Installed

Reserved

_____________

Bendix/King KLN

94 Global Positioning

System (IFR)

_____________

Bendix/King KMA 28 Audio Selector Panel_____________

Bendix/King KMD

550 Multi-Function

Display

_____________

12 Volt Cabin Power System

_____________

Reserved

_____________

Astrotech Model TC-2 Clock/OAT/Volt

Indicator

_____________

Bendix/King KX 165A VHF NAV/COMM

_____________

Bendix/King KDR 510 Flight Information

Services (FIS)

_____________

FAA APPROVED

S11-6

U.S.

172RPHUS-S11-00

Pilot's Operating Handbook and

FAA Approved Airplane Flight Manual

CESSNA MODEL 172R

AIRPLANES 172R80001 AND ON

SUPPLEMENT 12

CANADIAN

SUPPLEMENT

SERIAL NO.

REGISTRATION NO.

This supplement must be inserted into Section

9 of the Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual when used for Canadian

Operation.

FAA APPROVAL

Date: 3 April 2000

Member of GAMA

28 February 1997

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

Revision 1 - 28 February 2000

172RPHUS-S12-01

S12-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 12 - FAA APPROVED

MODEL 172R

SUPPLEMENT 12

CANADIAN SUPPLEMENT

The following Log of Effective Pages provides the date of issue

for original and revised pages, as well as a listing of all pages in

the Supplement. Pages which are affected by the current

revision will carry the date of that revision

Revision Level

Date of Issue

0 (Original)

Feb. 28, 1997

Feb. 28, 2000

LOG OF EFFECTIVITY PAGES

_______________________________

PAGE

DATE

PAGE

DATE

Title (S12-1)

Feb 28/00

S12-3

Feb 28/00

S12-2

Feb 28/00

S12-4

Feb 28/97

SERVICE BULLETIN CONFIGURATION LIST

The following is a list of Service Bulletins that are applicable to

the operation of the airplane, and have been incorporated into

this supplement. This list contains only those Service Bulletins

that are currently active.

Airplane

Unit

Revision

Incorporated

Number Title

Effectivity

Incorporation

In Airplane

S12-2

Feb 28/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 12 - FAA APPROVED

SUPPLEMENT

CANADIAN SUPPLEMENT

SECTION 1

GENERAL

This supplement is required for Canadian operation of Cessna

Model 172R.

SECTION 2

LIMITATIONS

The following placard must be installed.

1. Near the fuel tank filler cap:

FUEL

100LL/ 100 MIN. GRADE AVIATION GASOLINE

CAP. 26.5 U.S. GAL. (100 LITRES) USABLE

CAP 17.5 U.S. GAL. (66 LITRES) USABLE

TO BOTTOM OF FILLER INDICATOR TAB

Feb 28/00

S12-3

Pilot's Operating Handbook and

FAA Approved Airplane Flight Manual

CESSNA MODEL 172R

AIRPLANES 17280694 AND ON

SUPPLEMENT 13

BENDIX/KING KCS-55A SLAVED COMPASS SYSTEM

WITH KI-525A

HORIZONTAL SITUATION INDICATOR (HSI)

SERIAL NO.

REGISTRATION NO.

This supplement must be inserted into Section

9 of the Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual when Horizontal Situation

Indicator is installed.

FAA APPROVAL

Date: 3 April 2000

Member of GAMA

15 January 1999

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

Revision 1 - 28 February 2000

172RPHUS-S13-01

S13-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 13 - FAA APPROVED

MODEL 172R

SUPPLEMENT 13

BENDIX/KING KCS-55A SLAVED COMPASS

SYSTEM WITH KI-525A HORIZONTAL SITUATION

INDICATOR (HSI)

The following Log of Effective Pages provides the date of issue

for original and revised pages, as well as a listing of all pages in

the Supplement. Pages which are affected by the current

revision will carry the date of that revision

Revision Level

Date of Issue

0 (Original)

Jan. 15, 1999

Feb. 28, 2000

LOG OF EFFECTIVITY PAGES

_______________________________

PAGE

DATE

PAGE

DATE

Title (S13-1)

Feb 28/00

S13-5

Jan. 15/99

S13-2

Feb 28/00

S13-6

Jan. 15/99

S13-3

Feb 28/00

S13-7

Jan. 15/99

S13-4

Jan. 15/99

S13-8

Jan. 15/99

SERVICE BULLETIN CONFIGURATION LIST

The following is a list of Service Bulletins that are applicable to

the operation of the airplane, and have been incorporated into

this supplement. This list contains only those Service Bulletins

that are currently active.

Airplane

Unit

Revision

Incorporated

Number Title

Effectivity

Incorporation

In Airplane

S13-2

Feb 28/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 13 - FAA APPROVED

SUPPLEMENT 13

BENDIX/KING KCS-55A SLAVED COMPASS

SYSTEM WITH KI-525A HORIZONTAL SITUATION

INDICATOR (HSI)

SECTION 1

GENERAL

The Bendix/King KCS-55A Slaved Compass System with KI-

525A HSI Indicator is an additional navigation indicator option. The

KCS-55A compass system includes a slaving control and

compensator unit, magnetic slaving transmitter and a remote

directional gyro.

The information obtained from the KCS-55A

compass system is displayed on the KI-525A Indicator.

The panel-mounted KI-525A indicator combines the display

functions of both the standard Directional Gyro (Heading Indicator)

and the Course Deviation Indicator's VOR/LOC/Glideslope

information to provide the pilot with a single visual presentation of

the complete horizontal navigation situation.

This system also incorporates a slaving accessory and

compensator unit. This unit indicates any difference between the

displayed heading and the magnetic heading. Up deflection

indicates a clockwise error of the compass card. Down deflection

indicates a counterclockwise error of the compass card. Whenever

the aircraft is in a turn and the compass card rotates, it is normal for

this meter to show a full deflection to one side or the other.

Feb 28/00

S13-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 13 - FAA APPROVED

MODEL 172R

Figure 1. Horizontal Situation Indicator System (Sheet 1 of 2)

1. HORIZONTAL SITUATION INDICATOR (HSI) -- Provides a

pictorial presentation of aircraft deviation relative to VOR/GPS

radials and localizer beams. It also displays glide slope

deviations and gives heading reference with respect to

magnetic north. The gyro is remote-mounted and electric-

driven

2. NAV FLAG -- Flag is in view when the NAV receiver signal is

inadequate.

3. HEADING REFERENCE (LUBBER LINE) -- Magnetic heading

appears under this line when the compass card is slaved or

slewed to the aircraft's magnetic heading.

4. HEADING WARNING FLAG (HDG) -- When flag is in view, the

heading display is invalid.

5. COURSE SELECT POINTER -- Indicates VOR/Localizer or

GPS course on the compass card. The selected VOR radial

or localizer heading remains set on the compass card when

the compass card rotates.

S13-4

Jan 15/99

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 13 - FAA APPROVED

TO/FROM INDICATOR -- Indicates direction of VOR station

relative to the selected course. Displays TO when a LOC

frequency is selected.

DUAL GLIDE SLOPE POINTERS -- Displays deviation of

airplane from an ILS glideslope. Full scale deflection of the

glideslope pointers represents ±0.7 degrees. Pointers will be

out of view if an invalid glideslope signal is received.

GLIDE SLOPE SCALES -- Indicates displacement from glide

slope beam center. A glide slope deviation bar displacement

of 2 dots represents full-scale (0.7°) deviation above or below

glide slope beam centerline.

HEADING SELECTOR KNOB (

)-- Positions the heading

bug on compass card by rotating the heading selector knob.

The bug rotates with the compass card.

10. COMPASS CARD -- Rotates to display heading of airplane

with reference to lubber line on HSI.

11. COURSE SELECTOR KNOB (

)-- Positions the course

bearing pointer on the compass card by rotating the course

selector knob.

12. COURSE DEVIATION BAR (D-BAR) - The center portion of

the omni bearing pointer moves laterally to pictorially indicate

the relationship of airplane to the selected course. It indicates

degrees of angular displacement from VOR radials and

localizer beams, or displacement in nautical miles from GPS

desired course.

13. COURSE DEVIATION SCALE

-- A course deviation bar

displacement of 5 dots represents full scale (VOR = ±10°,

LOC = ±2-1/2°, GPS = 5nm enroute, GPS APR = .3nm)

deviation from beam centerline.

14. HEADING BUG -- Moved by (

) knob to select desired

heading.

15. SYMBOLIC AIRCRAFT -- Provides pictorial presentation of the

airplane position and intercept angle relative to selected VOR

Radial or localizer course.

Figure 1. Horizontal Situation Indicator System (Sheet 2 of 2)

Jan 15/99

S13-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 13 - FAA APPROVED

MODEL 172R

Figure 2. KA-51B Slaving Accessory and Compensator Unit

1. KA-51B SLAVING ACCESSORY AND COMPENSATOR UNIT

-- Controls the KCS-55A Compass System.

2. MANUAL/AUTOMATIC (FREE/SLAVE) COMPASS SLAVE

SWITCH -- Selects either the manual or automatic slaving

mode for the Compass System.

3. CW/CCW COMPASS MANUAL SLAVE SWITCH -- With the

manual/automatic compass slave switch in the FREE position,

allows manual compass card slaving in either the clockwise or

counterclockwise direction. The switch is spring loaded to the

center position.

4. SLAVING METER -- Indicates the difference between the

displayed heading and the magnetic heading. Up deflection

indicates a clockwise error of the compass card. Down

deflection indicates a counterclockwise error of the compass

card.

S13-6

Jan 15/99

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 13 - FAA APPROVED

SECTION 2

LIMITATIONS

There is no change to the airplane limitations when this

instrument is installed.

SECTION 3

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when

this instrument is installed.

SECTION 4

NORMAL PROCEDURES

ELECTRICAL POWER MUST BE SUPPLIED TO

THIS INSTRUMENT FOR PROPER FUNCTIONING.

ABSENCE OF WHICH WILL RESULT IN

UNRELIABLE HEADING INFORMATION.

Normal procedures for operation of this system differ little from

those required for the more conventional Course Deviation

Indicators. However, several small differences are worth noting.

The rectilinear movement of the course deviation bar in

combination with the rotation of the compass card in response to

heading changes, provides an intuitive picture of the navigation

situation at a glance when tuned to an omni station. When tuned to

a localizer frequency, the course select pointer must be set to the

inbound front course for both front and back-course approaches to

retain this pictorial presentation.

Jan 15/99

S13-7

Pilot's Operating Handbook and

FAA Approved Airplane Flight Manual

CESSNA MODEL 172R

AIRPLANES 80001 AND ON

SUPPLEMENT 14

ARGENTINE SUPPLEMENT

SERIAL NO.

REGISTRATION NO.

This supplement must be inserted into Section

9 of the Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual when used for Argentine

Operation.

FAA APPROVAL

Date: 9 March 1999

Member of GAMA

9 March 1999

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

S14-1

172RPHUS-S14-00

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 14 - FAA APPROVED

MODEL 172R

SUPPLEMENT 14

ARGENTINE SUPPLEMENT

The following Log of Effective Pages provides the date of issue

for original and revised pages, as well as a listing of all pages in

the Supplement. Pages which are affected by the current

revision will carry the date of that revision

Revision Level

Date of Issue

0 (Original)

March 9, 1999

LOG OF EFFECTIVITY

_______________________________

PAGE

DATE

PAGE

DATE

Title (S14-1)

March 9/99

S14-7

March 9/99

S14-2

March 9/99

S14-8

March 9/99

S14-3

March 9/99

S14-9

March 9/99

S14-4

March 9/99

S14-10

March 9/99

S14-5

March 9/99

S14-11

March 9/99

S14-6

March 9/99

S14-12 blank

March 9/99

SERVICE BULLETIN CONFIGURATION LIST

The following is a list of Service Bulletins that are applicable to

the operation of the airplane, and have been incorporated into

this supplement. This list contains only those Service Bulletins

that are currently active.

Airplane

Unit

Revision

Incorporated

Number Title

Effectivity

Incorporation

In Airplane

Original Issue - 9 March 1999

ARGENTINE AIRPLANE FLIGHT MANUAL / 9 MARCH 1999

S14-2

Mar 9/99

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 14 - FAA APPROVED

Pilot’s Operating Handbook

and

Argentine Airplane Flight Manual

The Cessna Aircraft

THIS PUBLICATION MUST BE

Company

CARRIED IN THE AIRPLANE

AT ALL TIMES.

Model 172R

Serial No.

________________

Registration No.

__________

This manual is approved in accordance with Section 21.29 of DNAR 21 for Argentine

Registered Aircraft and is approved by the FAA on behalf of the Direccion Nacional De

Aeronavegabilidad (DNA).

FAA APPROVAL

The Cessna Aircraft Company

Date: 9 March 1999

Wichita, Kansas USA

Member of GAMA

Original Issue - 9 March 1999

ARGENTINE AIRPLANE FLIGHT MANUAL / 9 MARCH 1999

Mar 9/99

S14-3

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 14 - FAA APPROVED

LOG OF REVISIONS

Revision

Number and

Revised

Date

Pages

Description of Revision

Revision 1

- - -

All pages in Revision 1 were

(2/28/97)

incorporated and this Argentine

Airplane Flight Manual was

provided in a current status at the

time of issuance. Subsequent

revisions and their affected pages

will be recorded at the time of

publication.

Original Issue - 9 Mar 1999

ARGENTINE AIRPLANE FLIGHT MANUAL / 9 MARCH 1999

Mar 9/99

S14-5

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 14 - FAA APPROVED

SECTION 2

LIMITATIONS

The following information must be displayed in the form of

composite or individual placards.

1. In full view of the pilot: (The "DAY-NIGHT-VFR-IFR" entry,

shown on the example below, will vary as the airplane is

equipped).

The markings and placards installed in this airplane contain

operating limitations which must be complied with when operating

this airplane in the Normal Category. Other operating limitations

which must be complied with when operating this airplane in this

category or in the Utility Category are contained in the Pilot's

Operating Handbook and FAA Approved Airplane Flight Manual.

Normal Category

No acrobatic maneuvers, including spins,

approved.

Utility Category

No acrobatic maneuvers approved,

except those listed in the Pilot's

Operating Handbook.

Baggage compartment and rear seat

must not be occupied.

Spin Recovery

Opposite rudder

- forward elevator

neutralize controls.

Flight into known icing conditions prohibited.

This airplane is certified for the following flight operations as of

date of original airworthiness certificate:

DAY-NIGHT-VFR-IFR

Original Issue - 9 Mar 1999

ARGENTINE AIRPLANE FLIGHT MANUAL / 9 MARCH 1999

Mar 9/99

S14-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 14 - FAA APPROVED

MODEL 172R

On the fuel selector valve:

TAKEOFF

BOTH

ALL FLIGHT

LANDING

53.0 GAL.

ATTITUDES

FUEL

SELECTOR

LEFT

RIGHT

26.5 GAL.

LEVEL

FLIGHT

ONLY

Near the fuel tank filler cap:

COMBUSTIBLE

100LL/100 GRADO MINIMO COMBUSTIBLE DE AVIACION

CAPACIDAD 100 LTS. USABLE

CAPACIDAD 66 LTS. USABLE

HASTA LA PARTE INFERIOR DEL INDICADOR

DE TAPON DE LLENADO

On flap control indicator:

0° to 10°

110 KIAS

(Partial flap range with blue color

code; also, mechanical detent at 10°.)

10° to 30°

85 KIAS

(White color code; also mechanical

detent at 20°)

Original Issue - 9 Mar 1999

ARGENTINE AIRPLANE FLIGHT MANUAL / 9 MARCH 1999

S14-8

Mar 9/99

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 14 - FAA APPROVED

On baggage door:

54 KG MAXIMO

EQUIPAJE ADELANTE DE LA TRABA DE LA

PUERTA DE EQUIPAJE.

22 KG MAXIMO

EQUIPAJE POSTERIOR A TRABA DE LA

PUERTA DE EQUIPAJE.

MAXIMO: 54 KG COMBINADOS

PARA INSTRUCCIONES DECARGA

ADICIONALES. VER DATOS DE PESO Y BALANCEO.

A calibration card must be provided to indicate the accuracy

of the magnetic compass in 30° increments.

On the oil filler cap:

OIL

8 QTS

On control lock:

CAUTION!

CONTROL LOCK

REMOVE BEFORE STARTING ENGINE

Near airspeed indicator:

VITESSE INDIQUEE DE

MANOEUVRE - 99 KIAS

Original Issue - 9 Mar 1999

ARGENTINE AIRPLANE FLIGHT MANUAL / 9 MARCH 1999

Mar 9/99

S14-9

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 14 - FAA APPROVED

MODEL 172R

10.

On Upper Right Side of the Aft Cabin Partition:

TRANSMISOR LOCALIZADOR DE

EMERGENCIA INSTALADO

DETRÁS DE ESTA DIVISIÓN

DEBE CUMPLIR CON EL

DNAR PARTE 91.207

11.

On forward face of firewall adjacent to the battery:

PRECAUCION

24 VOLTIOS D.C.

ESTA AERONAVE ESTA EQUIPADA CON

ALTERNADOR Y SISTEMA A TIERRA NEGATIVO.

OBSERVAR POLARIDAD CORRETCA

POLARIDAD OPUESTA CAUSARÁ DAÑO

A LOS COMPONENTES ELÉCTRICOS

CAUTION

24 VOLTS D.C.

THIS AIRCRAFT IS EQUIPPED WITH ALTERNATOR

AND A NEGATIVE GROUND SYSTEM.

OBSERVE PROPER POLARITY

REVERSE POLARITY WILL DAMAGE ELECTRICAL

COMPONENTS.

12.

On the upper right instrument panel:

SMOKING PROHIBITED

Original Issue - 9 Mar 1999

ARGENTINE AIRPLANE FLIGHT MANUAL / 9 MARCH 1999

S14-10

Mar 9/99

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 14 - FAA APPROVED

SECTION 3

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when

used for Argentine operation.

SECTION 4

NORMAL PROCEDURES

There is no change to the airplane normal operating procedures

when used for Argentine operation.

SECTION 5

PERFORMANCE

There is no change to the airplane performance when used for

Argentine operation.

Original Issue - 9 Mar 1999

ARGENTINE AIRPLANE FLIGHT MANUAL / 9 MARCH 1999

Mar 9/99

S14-11/(S14-12 blank)

Pilot's Operating Handbook and

FAA Approved Airplane Flight Manual

CESSNA MODEL 172R

AIRPLANES 17280831 AND ON

SUPPLEMENT 15

BENDIX/KING KAP 140

2 AXIS AUTOPILOT

SERIAL NO.

REGISTRATION NO.

This supplement must be inserted into Section

9 of the Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual when the KAP 140 2 Axis

Autopilot System is installed.

FAA APPROVAL

Date: January 9, 2001

Member of GAMA

30 December 2000

2000

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

Revision 3 - 4 June 2003

172RPHUS-S15-03

S15-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 15 - FAA APPROVED

MODEL 172R

SUPPLEMENT 15

BENDIX/KING KAP 140

2 AXIS AUTOPILOT

Use the Log of Effective Pages to determine the current status of

this supplement. Pages affected by the current revision are

indicated by an asterisk (*) preceeding the page number.

Supplement Status

Date

Original Issue

30 December 2000

Revision 1

28 June 2002

Revision 2

31 October 2002

Revision 3

4 June 2003

LOG OF EFFECTIVE PAGES

Page

Revision

Status

Number

* S15-1 thru S15-20

Revised

* S15-20A thru S15-20B

Deleted

* S15-21 thru S15-32

Revised

* S15-33 thru S15-36

Added

S15-2

Revision 3

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 15 - FAA APPROVED

SUPPLEMENT 15

BENDIX/KING KAP 140

2 AXIS AUTOPILOT

SERVICE BULLETIN CONFIGURATION LIST

The following is a list of Service Bulletins that are applicable to the

operation of the airplane, and have been incorporated into this

supplement. This list contains only those Service Bulletins that are

currently active.

Airplane

Serial

Revision

Incorporated

Number

Title

Effectivity

Incorporation

In Airplane

KC-140-M1

KAP 140 AP

Revision 1

(Honeywell

Service Bulletin)

Revision 3

S15-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 15 - FAA APPROVED

MODEL 172R

SUPPLEMENT 15

BENDIX/KING KAP 140

2 AXIS AUTOPILOT

SECTION 1

GENERAL

The KAP 140 2 Axis Autopilot provides the pilot with the following

features: Vertical Speed mode (VS); Altitude hold (ALT); Wing

Level (ROL); Heading select (HDG); Approach (APR); ILS coupling

to Localizer (LOC) and Glideslope (GS); and backcourse (REV)

modes of operation. The optional KAP 140, 2 Axis Autopilot with

Altitude Preselect (if installed) adds Altitude Alerter and Altitude

Preselect capabilities.

The KAP 140 2 Axis Autopilot has an electric trim system which

provides autotrim during autopilot operation and manual electric trim

(MET) for the pilot when the autopilot is not engaged. The electric

trim system is designed to be fail safe for any single inflight trim

malfunction. Trim faults are visually and aurally annunciated.

A lockout device prevents autopilot or MET engagement until the

system has successfully passed preflight self-test. Automatic

preflight self-test begins with initial power application to the

autopilot.

The following conditions will cause the autopilot to disengage:

A. Electric Power failure.

B. Internal Autopilot System failure.

C. Pitch accelerations in excess of +1.4g or less than +0.6g

only when produced by a failure causing servo runaway. The

pilot cannot maneuver the airplane and trip the monitor.

D. Turn coordinator failure (small square red flag visible on

instrument).

E. Computer autopilot monitor that detects either the R (ROLL)

or P (PITCH) axis annunciator.

S15-4

Revision 3

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 15 - FAA APPROVED

Activation of A/P DISC/TRIM INT control wheel switch will also

disconnect the autopilot.

The AVIONICS MASTER switch supplies power to the avionics bus

bar of the radio circuit breakers and the autopilot circuit breaker.

The AVIONICS MASTER switch also serves as an emergency

AP/MET shutoff.

The following circuit breakers are used to protect the KAP 140 2

Axis Autopilot:

LABEL

FUNCTIONS

AUTO

Pull-off circuit breaker supplies power to the KC

PILOT

140 Computer and the autopilot pitch, roll and

pitch trim servos.

WARN

Supplies separate power for autopilot alerting

(PITCH TRIM) on the airplane's annunciator

panel.

At 172R serial number 17281174 and On, automated Roll Steering

functionality has been added to the Bendix/King KLN 94 GPS

Navigation System and the KAP 140 2 Axis Autopilot System. Roll

Steering coupling between the GPS and the Autopilot provides area

navigation with automatic course changes at flight plan waypoints

similar to Flight Management System (FMS) operations, but without

vertical navigation capability. The Roll Steering function is similar

to "turn anticipation" for the autopilot.

At the noted serial effectivity, the KLN 94 GPS (ORS 03 or later)

has an added Roll Steering signal output. In order for the GPS Roll

Steering output to be utilized, the KAP 140 Autopilot (-7904 or later)

has an added input for the Roll Steering signal and additional

system wiring has been added to the airplane to connect the Roll

Steering signal output from the KLN 94 GPS to the Roll Steering

input of the KAP 140 Autopilot.

Revision 3

S15-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 15 - FAA APPROVED

MODEL 172R

ELEVATOR

NAV/COMM 1

TRIM

WHEEL

CONTROL

GPS

WHEEL

NAVIGATION

SOURCE

SELECTOR

SWITCH

AILERON

ACTUATOR

ELEVATOR AND

ELEVATOR TRIM

ELEVATOR

#1 NAV

ACTUATORELEVATOR

TRIM

INDICATOR (CDI)

ACTUATOR

ANNUNCIATOR

PANEL

AUTO

DIRECTIONAL

PILOT

GYRO

C / B

WARN

TURN COORDINATOR

C / B

07851026

Figure 1. Bendix/King KAP 140 2 Axis Autopilot Schematic

(Serials 17280831 thru 17281173) (Sheet 1 of 2)

S15-6

Revision 3

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 15 - FAA APPROVED

ELEVATOR

NAV/COMM 1

TRIM

WHEEL

CONTROL

GPS

WHEEL

NAVIGATION

SOURCE

SELECTOR

SWITCH

AILERON

ACTUATOR

ELEVATOR AND

ELEVATOR TRIM

ELEVATOR

#1 NAV

ACTUATORELEVATOR

TRIM

INDICATOR (CDI)

ACTUATOR

ANNUNCIATOR

PANEL

AUTO

DIRECTIONAL

PILOT

GYRO

C / B

WARN

TURN COORDINATOR

ROLL STEERING

C / B

07851026

Figure 1. Bendix/King KAP 140 2 Axis Autopilot Schematic

(Serials 17281174 and On) (Sheet 2)

Revision 3

S15-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 15 - FAA APPROVED

MODEL 172R

18**

KAP 140 WITHOUT ALTITUDE PRESELECT

1. PITCH AXIS (P) ANNUNCIATOR

-- When illuminated,

indicates failure of pitch axis and will either disengage the

autopilot or not allow engagement of the pitch axis. In

turbulent

air,

will

illuminate

during

abnormal

vertical/accelerations.

2. AUTOPILOT ENGAGE/DISENGAGE (AP) BUTTON -- When

pushed*, or pressed and held (approx.

0.25 seconds)**,

engages autopilot if all preflight self-test conditions are met.

The autopilot will engage in the basic roll (ROL) mode which

functions as a wing leveler and the pitch axis vertical speed

(VS) mode. The commanded vertical speed will be displayed

in the upper right corner of autopilot display area. The

captured VS will be the vertical speed present at the moment

the AP button is pressed. The button may also be used to

disengage the autopilot.

3. ROLL AXIS (R) ANNUNCIATOR -- When illuminated, indicates

failure of the roll axis and disengages the autopilot.

Airplane serials

17280831 thru

17281118 not incorporating

Honeywell Service Bulletin KC140-M1.

Airplane serials

17280831 thru

17281118 incorporating

Honeywell Service Bulletin KC140-M1, and airplane serials

17281119 and on.

Figure 2. Bendix/King KAP 140 2 Axis Autopilot,

Operating Controls and Indicators (Sheet 1 of 4)

S15-8

Revision 3

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 15 - FAA APPROVED

HEADING (HDG) MODE SELECTOR BUTTON -- When

pushed, will select the Heading mode, which commands the

airplane to turn to and maintain the heading selected by the

heading bug on the Directional Gyro or HSI (if installed). A

new heading may be selected at any time and will result in

the airplane turning to the new heading. The button can also

be used to toggle between HDG and ROL modes. For

airplane serials 17280831 thru 17281118 not incorporating

Honeywell Service Bulletin KC140-M1, this button can also be

used to engage the autopilot in HDG mode.

NAVIGATION (NAV) MODE SELECTOR BUTTON -- When

pushed, will select the Navigation mode. This mode provides

automatic beam capture and tracking of VOR, LOC, or GPS

signals as selected for presentation on the #1 CDI. NAV

mode is recommended for enroute navigation tracking.

APPROACH (APR) MODE SELECTOR BUTTON -- When

pushed, will select the Approach mode. This mode provides

automatic beam capture and tracking of VOR, GPS, LOC and

Glideslope (GS) on an ILS, as selected for presentation on #1

CDI. APR mode tracking sensitivity is recommended for

instrument approaches.

BACK COURSE APPROACH (REV) MODE BUTTON -- This

button is active only when the coupled navigation receiver is

tuned to a LOC/ILS frequency. When pushed will select the

Back Course approach mode. This mode functions identically

to the approach mode except that the autopilot response to

LOC signals is reversed. Glideslope is locked out with REV

mode.

ALTITUDE HOLD (ALT) MODE SELECT BUTTON -- When

pushed, will select the altitude hold mode. This mode

provides capture and tracking of the selected altitude. The

selected altitude is the airplane altitude at the moment the

ALT button is pressed. If the ALT button is pressed with an

established VS rate present, there will be about a 10% (of VS

rate) overshoot. The airplane will return positively to the

selected altitude.

For airplane serials

17280831 thru

17281118 not incorporating Honeywell Service Bulletin

KC140-M1, this button can also be used to engage the

autopilot in ALT mode.

Figure 2. Bendix/King KAP 140 2 Axis Autopilot,

Operating Controls and Indicators (Sheet 2)

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MODEL 172R

9. VERTICAL SPEED (UP/DN) MODE BUTTONS -- The action

of these buttons depends on the vertical mode present when

pressed. If VS mode is active (AP plus any lateral mode) and

the UP button is pressed, the autopilot will modify the

displayed VS command (FPM) in the up direction. Single

momentary cycles on either the UP or DN button will

increment the VS command by 100 FPM per cycle. When

either button is continuously held in, it will modify the vertical

speed command by 300 fpm per second.

If ALT mode is active, pressing the UP/DN buttons will modify

the captured altitude by

20 feet per cycle, or if held

continuously will command the airplane up or down at the rate

of 500 FPM, synchronizing the ALT reference to the actual

airplane altitude upon button release.

10. AUTO PILOT CIRCUIT BREAKER -- A 5-amp pull-off circuit

breaker supplying 28 VDC to the KAP 140 system.

11. WARN C/B -- Power to the autopilot disconnect horn and the

airplane's annunciator panel (PITCH TRIM).

12. AUTOPILOT DISCONNECT (A/P DISC/TRIM INT) SWITCH --

When depressed will disengage the autopilot and interrupt

manual electric trim (MET) power. An autopilot disconnect

will be annunciated by a continuous

2 second tone

accompanied by flashing "AP" annunciations on the autopilot

computer display.

13. MANUAL ELECTRIC TRIM (MET) SWITCHES -- When both

switches are pressed in the same direction, the trim system

will provide pitch trim in the selected direction. Use of manual

electric trim during autopilot operation will disengage the

autopilot.

Figure 2. Bendix/King KAP 140 2 Axis Autopilot,

Operating Controls and Indicators (Sheet 3)

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SUPPLEMENT 15 - FAA APPROVED

14. OMNI BEARING SELECT (OBS) KNOB -- Selects the desired

course to be tracked by the autopilot. (Note: The HDG bug

must also be positioned to the proper course to capture and

track the selected radial or desired track).

15. HEADING SELECT KNOB (HDG) -- Positions the heading

pointer ("bug") on the compass card. Note that the position

of the heading bug also provides course datum to the

autopilot when tracking in NAV, APR, or REV (BC) modes.

This is in addition to its more intuitive use in the HDG mode.

16. PITCH TRIM (PT) Annunciator -- Indicates the direction of

required pitch trim. The annunciation will flash if auto trim

has not satisfied the request for trim for a period of

seconds. A solid

without an arrowhead is an indication of

a pitch trim fault. Refer to the EMERGENCY PROCEDURES

for proper response to a pitch trim fault.

17. PITCH TRIM Annunciation (located on instrument panel or

glareshield) -- Illuminates whenever the automated preflight

self test detects a pitch trim fault or the continuous monitoring

system detects a pitch trim fault in flight. Refer to the

EMERGENCY PROCEDURES for proper response to a pitch

trim fault.

**18. AUTOPILOT ENGAGE

Annunciation

-- Illuminates

whenever the autopilot is engaged. Flashes during pilot

initiated or automatic disengagement.

**Airplane serials 17280831 thru 17281118 incorporating Honeywell

Service Bulletin KC140-M1, and airplane serials 17281119 and on.

Figure 2. Bendix/King KAP 140 2 Axis Autopilot,

Operating Controls and Indicators (Sheet 4)

Revision 3

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MODEL 172R

KAP 140 WITH ALTITUDE PRESELECT

NOTE

Numbered items apply to the KAP 140 with Altitude

Preselect. Other controls and indicators shown are

the same as those on the KAP 140 without Altitude

Preselect (refer to Figure 2).

1. ROTARY KNOBS -- Used to set the altitude alerter reference

altitude; or may be used immediately after pressing the BARO

button, to adjust the autopilot baro setting to match that of the

airplane's altimeter when manual adjustment is required. (In

some systems, the baro setting may be automatically synched

to that of the altimeter.)

2. BARO SET (BARO) BUTTON -- When pushed and released,

will change the display from the altitude alerter selected

altitude to the baro setting display (either IN HG or HPA) for 3

seconds. If pushed and held for 2 seconds, will change the

baro setting display from IN HG to HPA or vice versa. Once

the baro setting display is visible the rotary knobs may be

used to adjust the baro setting.

Figure 3. Bendix/King KAP 140 2 Axis Autopilot with Altitude

Preselect, Operating Controls and Indicators (Sheet 1 of 2)

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ALTITUDE ARM (ARM) BUTTON -- When pushed, will toggle

altitude arming on or off. When ALT ARM is annunciated, the

autopilot will capture the altitude alerter displayed altitude

(provided the airplane is climbing or descending in VS to the

displayed altitude). ALT hold arming when the autopilot is

engaged is automatic upon altitude alerter altitude selection

via the rotary knobs. Note that the alerter functions are

independent of the arming process thus providing full time

alerting, even when the autopilot is disengaged.

ALTITUDE ALERTER/VERTICAL SPEED/BARO SETTING

DISPLAY -- Normally displays the altitude alerter selected

altitude. If the UP or DN button is pushed while in VS hold,

the display changes to the command reference for the VS

mode in FPM for 3 seconds. If the BARO button is pushed,

the display changes to the autopilot baro setting in either IN

HG or HPA for 3 seconds.

NOTE

This display may be dashed for up to 3 minutes on

start up if a blind encoder is installed which requires

a warm-up period.

ALTITUDE ALERT (ALERT) ANNUNCIATION -- Illuminates

continuously in the region of from 200 to 1000 feet from the

selected altitude if the airplane was previously outside of this

region. Flashes (1) for two seconds the first time the airplane

crossed the selected altitude and (2) continuously in the 200

to 1000 feet region if the airplane was previously inside of this

region (i.e. at the selected altitude). Associated with the visual

alerting is an aural alert (5 short tones) which occurs 1000

feet from the selected altitude upon approaching the altitude

and 200 feet from the selected altitude on leaving the altitude.

Figure 3. Bendix/King KAP 140 2 Axis Autopilot with Altitude

Preselect, Operating Controls and Indicators (Sheet 2)

Revision 3

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MODEL 172R

SECTION 2

LIMITATIONS

The following autopilot limitations must be adhered to:

The entire preflight test procedure outlined under Section 4,

paragraph A of this supplement, including steps 1 through 7,

must be successfully completed prior to each flight. Use of

the autopilot or manual electric trim system is prohibited prior

to completion of these tests.

During autopilot operation, a pilot with seat belt fastened must

be seated at the left pilot position.

The autopilot must be OFF during takeoff and landing.

KMA

28 audio amplifier PUSH OFF/EMG operation is

prohibited during normal operations.

NOTE

During emergency operation of the audio amplifier,

the PUSH OFF/EMG state of the KMA

28 will

prevent flight control system alerts from being heard.

The system is approved for Category I operation only

(Approach mode selected).

Autopilot maximum airspeed limitation -- 140 KIAS.

Autopilot minimum airspeed limitation -- 70 KIAS.

Autopilot minimum approach speed -- 80 KIAS.

Maximum flap extension -- 10°.

The autopilot must be disengaged below 200 feet AGL during

approach operations and below 800 feet AGL for all other

phases of flight.

Overriding the autopilot to change pitch or roll attitude is

prohibited. (Disengage with A/P DISC/TRIM INT or AP select

button.)

10. The AUTO PILOT circuit breaker must be pulled following any

inflight illumination of the red "PITCH TRIM" warning

annunciator (located on the airplane annunciator panel), but

only after first completing the Emergency Procedures (Section

3, paragraph

1.).

The manual electric trim and autopilot

autotrim systems will be disabled with the AUTO PILOT circuit

breaker pulled.

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SUPPLEMENT 15 - FAA APPROVED

SECTION 3

EMERGENCY PROCEDURES

The four step procedure (steps A thru D) listed under paragraph 1

should be among the basic airplane emergency procedures that are

committed to memory. It is important that the pilot be proficient in

accomplishing all four steps without reference to this manual.

1. In case of Autopilot, Autopilot Trim, or Manual Electric Trim

malfunction (accomplish Items A and B simultaneously):

A. Airplane Control Wheel -- GRASP FIRMLY and regain

aircraft control.

B. A/P DISC/TRIM INT Switch

-- PRESS and HOLD

throughout recovery.

C. AIRCRAFT -- RE-TRIM Manually as Needed.

D. AUTO PILOT Circuit Breaker -- PULL.

NOTE

The AVIONICS MASTER Switch may be used as an

alternate means of removing all electric power from

the autopilot and electric trim systems. If necessary

perform steps 1A thru 1C above, then turn the

AVIONICS MASTER Switch OFF before locating

and pulling the AUTO PILOT Circuit Breaker. Turn

the AVIONICS MASTER Switch ON as soon as

possible to restore power to all other avionics

equipment. Primary attitude, airspeed, directional

compass, and altitude instruments will remain

operational at all times.

DO NOT ATTEMPT TO RE-ENGAGE THE

AUTOPILOT FOLLOWING AN AUTOPILOT,

AUTOTRIM, OR MANUAL ELECTRIC TRIM

MALFUNCTION UNTIL THE CAUSE FOR THE

MALFUNCTION HAS BEEN CORRECTED.

Maximum Altitude losses due to autopilot malfunction:

CONFIGURATION

ALT. LOSS

Cruise, Climb, Descent

350 ft.

Maneuvering

100 ft.

Approach

90 ft.

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MODEL 172R

AMPLIFIED EMERGENCY PROCEDURES

The following paragraphs are presented to supply additional

information for the purpose of providing the pilot with a more

complete understanding of the recommended course of action for

an emergency situation.

An autopilot or autotrim malfunction occurs when there is an

uncommanded deviation in the airplane flight path or when

there is abnormal control wheel or trim wheel motion. In some

cases, and especially for autopilot trim, there may be little to

no airplane motion, yet the red PITCH TRIM annunciator

(airplane annunciator panel) may illuminate and an alert tone

may sound.

The primary concern in reacting to an autopilot or autopilot

trim malfunction, or to an automatic disconnect of the

autopilot, is in maintaining control of the airplane. Immediately

grasp the control wheel and press and hold down the A/P

DISC/TRIM INT switch throughout the recovery. Manipulate

the controls as required to safely maintain operation of the

airplane within all of its operating limitations. Elevator trim

should be used manually as needed to relieve control forces.

Locate and pull the AUTO PILOT circuit breaker on the

right hand circuit breaker panel to completely disable the

autopilot system.

A manual electric trim malfunction may be recognized by

illumination of the red PITCH TRIM annunciator, accompanied

by an alert tone, or by unusual trim wheel motions with the

autopilot OFF, without pilot actuation of the manual electric

trim switches. As with an autopilot malfunction, the first

concern following a manual electric trim malfunction is

maintaining control of the airplane. Grasp the control wheel

firmly and press and hold down the A/P DISC/TRIM INT

switch. Locate and pull the AUTO PILOT circuit breaker on

the right hand breaker panel.

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3. Note that the emergency procedure for any malfunction is

essentially the same: immediately grasp the control wheel

and regain airplane control while pressing and holding the A/P

DISC/TRIM INT switch down, and retrim the airplane as

needed. After these steps have been accomplished secure

the autopilot electric trim system by pulling the autopilot

(AUTO PILOT) circuit breaker. As with any other airplane

emergency procedure, it is important that the 4 steps of the

emergency procedure located on Page 15 be committed to

memory.

4. The AVIONICS MASTER switch may be used to remove all

electric power from the Autopilot and Electric Trim systems

while the circuit breaker is located and pulled. Return the

AVIONICS MASTER switch to the ON position as soon as

possible. With the AVIONICS MASTER switch off, all avionics

and autopilot equipment will be inoperable.

5. It is important that all portions of the autopilot and electric trim

system are preflight tested prior to each flight in accordance

with the procedures published herein in order to assure their

integrity and continued safe operation during flight.

DO NOT RESET AUTOPILOT CIRCUIT BREAKER

FOLLOWING AN AUTOPILOT/AUTOTRIM OR

MANUAL ELECTRIC TRIM MALFUNCTION UNTIL

THE CAUSE FOR THE MALFUNCTION HAS

BEEN CORRECTED.

A flashing

auto trim annunciation on the face of the autopilot

indicates a failure of the auto trim function to relieve pitch servo

loading in a timely manner. This condition should be temporary.

1. FLASHING

ANNUNCIATION -- OBSERVE airplane pitch

behavior. If pitch behavior is satisfactory, wait 5-10 seconds

for the annunciation to stop.

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2. If annunciation continues, Airplane Control Wheel -- GRASP

FIRMLY, disengage the autopilot and check for an out of pitch

trim condition. Manually retrim as required.

3. AUTOPILOT OPERATION -- CONTINUE if satisfied that the

out of trim indication was temporary.

DISCONTINUE if

evidence indicates a failure of the auto trim function.

A red P or R on the face of the autopilot computer:

1. A red P is an indication that the pitch axis of the autopilot has

been disabled and cannot be engaged. DO NOT ENGAGE

INTO A ROLL AXIS ONLY SYSTEM.

NOTE

If the red P lamp was the result of some abnormal

accelerations on the airplane, the annunciation

should go out within approximately one minute and

normal use of the autopilot will be re-established.

2. A red R is an indication that the roll axis of the autopilot has

been disabled and cannot be engaged. The autopilot cannot

be engaged again.

Flashing mode annunciation in the display of the autopilot computer:

1. Flashing HDG -- Indicates a failed heading. PRESS HDG

button to terminate flashing. ROL will be displayed.

2. Flashing NAV, APR or REV -- Usually an indication of a

flagged navigation source. PRESS the NAV, APR or REV

button to terminate flashing. ROL will be displayed. (Select a

valid navigation source.)

NOTE

A flashing NAV, APR or REV annunciation can also be

caused by a failed heading valid input.

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3. Flashing GS -- Indication of a flagged glideslope. (GS will

rearm automatically if a valid GS signal is received.)

NOTE

f To continue tracking the localizer, observe the

appropriate minimums for a nonprecision

approach. (Press ALT twice in rapid succession to

terminate the flashing. Control the pitch axis in

the default VS mode.)

f At the onset of mode annunciator flashing, the

autopilot has already reverted to a default mode of

operation, i.e., ROL and or VS mode.

immediate attempt to reengage to lost mode may

be made if the offending navigation, glideslope or

compass flag has cleared.

EXCEPTION

The HDG annunciation will flash for 5 seconds upon

selection of NAV, APR, or REV modes to remind the

pilot to set the HDG bug for use as course datum.

Effects of instrument losses upon autopilot operation:

1. Loss of the artificial horizon -- no effect on the autopilot.

2. Loss of the turn coordinator -- autopilot inoperative.

3. Loss of the Directional Gyro (DG) -- The directional gyro does

not provide any system valid flag. If the DG fails to function

properly the autopilot heading and navigation mode will not

function correctly. Under these conditions, the only usable

lateral mode is ROL.

4. Loss of Horizontal Situation Indicator (HSI) (if installed) -- If

the HSI fails to function properly the autopilot heading and

navigation mode will not function correctly. Under these

conditions, the only usable lateral mode is ROL.

5. Loss of Blind Altitude Encoder -- Altitude Alerter and Altitude

Preselect function inoperative.

Revision 3

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SECTION 9 - SUPPLEMENTS

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SUPPLEMENT 15 - FAA APPROVED

MODEL 172R

NOTE

The following procedures apply to airplane serials

17280831 thru

17281118 incorporating Honeywell

Service Bulletin KC140-M1, and serials

17281119

and on.

The following voice messages will be annunciated as conditions

warrant:

1. "TRIM IN MOTION" - Elevator trim running for more than 5

seconds, message repeats every 5 seconds.

2. "CHECK PITCH TRIM" - An out of trim condition has existed

for approximately

20 seconds, take immediate corrective

action.

a. Airplane Control Wheel -- GRASP FIRMLY and regain

aircraft control.

b. A/P DISC/TRIM INT Switch

-- PRESS and HOLD

throughout recovery.

c. AIRPLANE -- RETRIM Manually as Needed.

d. AUTO PILOT Circuit Breaker -- PULL.

SECTION 4

NORMAL PROCEDURES

PREFLIGHT (PERFORM PRIOR TO EACH FLIGHT):

1. AVIONICS MASTER SWITCH -- ON.

2. POWER APPLICATION AND SELF-TEST -- A self-test is

performed upon power application to the computer. This test

is a sequence of internal checks that validate proper system

operation prior to allowing normal system operation. The

sequence is indicated by "PFT" with an increasing number for

the sequence steps. Successful completion of self-test is

identified by all display segments being illuminated (Display

Test), external "Pitch Trim" (A/C System Annunciator Panel)

being illuminated, and the disconnect tone sounding.

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SUPPLEMENT 15 - FAA APPROVED

NOTE

Upon applying power to the autopilot, the red P

warning on the face of the autopilot may illuminate

indicating that the pitch axis cannot be engaged.

This condition should be temporary, lasting

approximately 30 seconds. The P will extinguish

and normal operation will be available.

IF PITCH TRIM LIGHT STAYS ON, THEN THE

AUTOTRIM DID NOT PASS PREFLIGHT TEST.

THE AUTOPILOT CIRCUIT BREAKER MUST BE

PULLED. MANUAL ELECTRIC TRIM AND AUTO-

PILOT ARE INOPERATIVE.

3. MANUAL ELECTRIC TRIM -- TEST as follows:

a. LH SWITCH -- PUSH FORWARD to DN position and hold.

OBSERVE NO MOVEMENT of Elevator Trim Wheel.

Release switch to Center OFF Position.

NOTE

If movement of the elevator trim wheel is observed

during a check of either LH or RH Switch, the

manual electric trim system has malfunctioned. The

flight may be continued if the AUTOPILOT Circuit

Breaker is pulled to the OFF position and secured

until repairs can be made.

b. LH SWITCH

-- PULL AFT to UP position and hold.

OBSERVE NO MOVEMENT of the Elevator Trim Wheel.

Release switch to center OFF position.

c. RH SWITCH -- PUSH FORWARD to DN position and hold

for 5 seconds. OBSERVE NO MOVEMENT of Elevator

Trim Wheel. Verify red

light on the autopilot display.

Release switch to center OFF position.

Revision 3

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SUPPLEMENT 15 - FAA APPROVED

MODEL 172R

NOTE

If red

light is not observed after holding RH

switch for 5 seconds, the trim monitor system has

failed.

The flight may be continued if the

AUTOPILOT Circuit Breaker is pulled to the OFF

position until repairs can be made.

d. RH SWITCH -- PULL AFT to UP position and hold for 5

seconds. OBSERVE NO MOVEMENT of Elevator Trim

Wheel. Verify red

on the autopilot display. Release

switch to center OFF position.

e. LH

and

Switch

PUSH

FORWARD

SIMULTANEOUSLY and HOLD. OBSERVE MOVEMENT

of Elevator Trim Wheel in proper direction (nose down).

While holding LH and RH Switches forward, PRESS and

HOLD A/P DISC/TRIM INT Switch. OBSERVE NO

MOVEMENT of Elevator Trim Wheel. Continue to hold LH

and RH Switches forward and RELEASE A/P DISC/TRIM

INT Switch. OBSERVE MOVEMENT of Elevator Trim

Wheel in proper direction. Release LH and RH Switches to

center OFF position.

NOTE

During Steps e. and f., verify movement of elevator

trim tab in proper direction (the elevator trim tab will

move up for nose down trim). If movement of

Elevator Trim Wheel is observed while the A/P

DISC/TRIM INT Switch is pressed, the manual

electric trim system has failed. The flight may be

continued if the AUTOPILOT Circuit Breaker is

pulled to the OFF position until repairs can be made.

f. LH and RH Switch -- PULL AFT SIMULTANEOUSLY and

HOLD. OBSERVE MOVEMENT of Elevator Trim Wheel in

proper direction (nose up). While holding LH and RH

Switches aft, PRESS and HOLD A/P DISC/TRIM INT

Switch. OBSERVE NO MOVEMENT of Elevator Trim

Wheel. Continue to hold LH and RH Switches aft and

RELEASE A/P DISC/TRIM INT Switch. OBSERVE

MOVEMENT of Elevator Trim Wheel in proper direction.

Release LH and RH Switches to center OFF position.

S15-22

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SUPPLEMENT 15 - FAA APPROVED

4. FLASHING BARO SETTING (if installed) -- SET proper baro

setting manually (or press BARO to accept the present value).

5. AUTOPILOT

-- ENGAGE by pressing*, or pressing and

holding** AP button.

6. FLIGHT CONTROLS -- MOVE fore, aft, left and right to verify

the autopilot can be overpowered.

7. A/P DISC/TRIM INT Switch

-- PRESS. Verify that the

autopilot disconnects.

8. TRIM -- SET to take off position manually.

f THE

PILOT

COMMAND

MUST

CONTINUOUSLY MONITOR THE AUTOPILOT

WHEN IT IS ENGAGED, AND BE PREPARED TO

DISCONNECT THE AUTOPILOT AND TAKE

IMMEDIATE

CORRECTIVE

ACTION

INCLUDING MANUAL CONTROL OF THE

AIRPLANE AND/OR PERFORMANCE OF

EMERGENCY PROCEDURES -- IF AUTOPILOT

OPERATION IS NOT AS EXPECTED OR IF

AIRPLANE CONTROL IS NOT MAINTAINED.

f DURING

ALL

AUTOPILOT

COUPLED

OPERATIONS, THE PILOT IN COMMAND MUST

USE PROPER AUTOPILOT COMMANDS AND

USE THE PROPER ENGINE POWER TO

ENSURE THAT THE AIRPLANE IS MAINTAINED

BETWEEN 70 AND 140 KIAS, AND DOES NOT

EXCEED OTHER BASIC AIRPLANE OPERATING

LIMITATIONS.

* Airplane serials

17280831 thru

17281118 not incorporating

Honeywell Service Bulletin KC140-M1.

** Airplane serials

17280831 thru

17281118 incorporating

Honeywell Service Bulletin KC140-M1, and airplane serials

17281119 and on.

Revision 3

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SUPPLEMENT 15 - FAA APPROVED

MODEL 172R

NOTE

Autopilot tracking performance will be degraded in

turbulence.

172R Serial number

17281174 and On, Roll Steering

functionality enables the GPS navigation computer to control the

autopilot and automatically perform course changes (turns) and

intercept the course to the next active waypoint (when GPS is

selected as the autopilot navigation source). The GPS navigation

computer uses ground speed, track, and turn rate data to calculate

the required bank angle for waypoint course changes. The GPS

Roll Steering output will command the autopilot to turn and

intercept the course to the new active waypoint without directly

overflying the immediate waypoint (except designated flyover

waypoints). Distance from the waypoint for the GPS to initiate the

turn will vary with groundspeed, etc., but will usually be within one

nautical mile of the waypoint. Sequencing to the next waypoint will

occur approximately at the midpoint of the turn (transition segment).

Roll Steering is the default operating mode for the autoflight system

when all of the following conditions are met:

1. The autopilot is engaged in NAV or APR mode.

2. GPS is selected as the autopilot navigation source.

3. The GPS navigation computer is executing an active flight

plan.

4. The GPS is operating in LEG mode.

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SUPPLEMENT 15 - FAA APPROVED

1. BEFORE TAKEOFF:

a. A/P DISC/TRIM INT Switch -- PRESS.

b. BARO setting (if installed) -- CHECK.

CONTINUE TO SET MANUALLY THROUGHOUT

THE FLIGHT EACH TIME THE ALTIMETER BARO

SETTING REQUIRES ADJUSTMENT.

FURTHER REMINDERS (FLASHING) WILL BE

GIVEN.

c. ALTITUDE SELECT KNOB (if installed) -- ROTATE until

the desired altitude is displayed.

NOTE

An altitude alert is annunciated 1000 ft. prior to

arrival at the selected altitude. Airplane deviations

greater than 200 feet above or below the selected

altitude will produce an altitude alert. The alert

annunciation is accompanied by a series of short

tones.

2. AFTER TAKEOFF:

a. Elevator Trim -- VERIFY or SET to place the airplane in a

trimmed condition prior to autopilot engagement.

NOTE

Engaging the autopilot into a mistrim condition may

cause unwanted attitude changes and a "TRIM

FAIL" annunciation.

b. Airspeed and Rate of Climb -- STABILIZED.

Revision 3

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SUPPLEMENT 15 - FAA APPROVED

MODEL 172R

NOTE

Avoid autopilot engagement into a climb condition

that either cannot be maintained, or is on the

performance limits of the airplane for its power and

weight configuration.

c. AP Button -- PRESS*, or PRESS and HOLD**. Note ROL

and VS annunciator on. If no other modes are selected the

autopilot will operate in the ROL and VS modes.

f WHEN OPERATING AT OR NEAR THE BEST

RATE OF CLIMB AIRSPEED, AT CLIMB POWER

SETTINGS, AND USING VERTICAL SPEED (VS)

MODE, CONTINUED OPERATION IN VERTICAL

SPEED MODE CAN RESULT IN AN AIRPLANE

STALL. IF NECESSARY, DISCONNECT THE

AUTOPILOT AND RETURN THE AIRPLANE TO

STABILIZED

CLIMB

PRIOR

RE-ENGAGMENT.

f WHEN OPERATING AT OR NEAR THE

MAXIMUM AUTOPILOT SPEED, IT WILL BE

NECESSARY TO REDUCE POWER IN ORDER

TO MAINTAIN THE DESIRED RATE OF

DESCENT AND NOT EXCEED THE MAXIMUM

AUTOPILOT SPEED.

f DO NOT HELP THE AUTOPILOT OR HAND-FLY

THE AIRPLANE WITH THE AUTOPILOT

ENGAGED AS THE AUTOPILOT WILL RUN THE

PITCH TRIM TO OPPOSE CONTROL WHEEL

MOVEMENT. A MISTRIM OF THE AIRPLANE,

WITH ACCOMPANYING LARGE ELEVATOR

CONTROL FORCES, MAY RESULT IF THE

PILOT MANIPULATES THE CONTROL WHEEL

MANUALLY WHILE THE AUTOPILOT IS

ENGAGED.

* Airplane serials

17280831 thru

17281118 not incorporating

Honeywell Service Bulletin KC140-M1.

** Airplane serials

17280831 thru

17281118 incorporating

Honeywell Service Bulletin KC140-M1, and airplane serials

17281119 and on.

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SUPPLEMENT 15 - FAA APPROVED

3. CLIMB OR DESCENT:

a. BARO setting (if installed) -- CHECK.

b. Using Vertical Trim:

1) VERTICAL SPEED Control -- PRESS either the UP or

DN button to select aircraft vertical speed within the

+1500 /-2000 ft. per min command limits.

2) VERTICAL SPEED Control -- RELEASE when desired

vertical speed is displayed. The autopilot will maintain

the selected vertical speed.

NOTE

Avoid selecting a climb rate that either cannot be

maintained or is on the performance limit of the

airplane for its power and weight configuration.

4. ALTITUDE HOLD:

a. Capture preselected altitudes (if installed):

1) ALTITUDE SELECT knob -- ROTATE until the desired

altitude is displayed. Note ARM annunciation occurs

automatically with altitude selection when the autopilot is

engaged.

2) ALTITUDE SELECT MODE (ARM) button -- PUSH to

alternately disarm or arm altitude capture.

3) Airplane

-- ESTABLISH vertical speed necessary to

intercept the selected altitude.

NOTE

It may be possible to observe minor difference

between the autopilots' selected altitude and the

airplane altimeter after an altitude capture. These

discrepancies are attributed to the autopilot and

altimeter using different static sources combined

with autopilot system tolerances. Not inputing the

proper barometric setting into the autopilot computer

will produce inaccuracies.

Revision 3

S15-27

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 15 - FAA APPROVED

MODEL 172R

NOTE

Altitude preselect captures are not recommended on

nonprecision approaches to capture the MDA.

Glideslope coupling will preclude a preselect altitude

capture on an ILS.

b. Altitude (ALT) Hold Button:

1) ALT Hold Selector Button -- PRESS. Note ALT hold

annunciator ON. Autopilot will maintain the selected

altitude.

NOTE

It is recommended by the FAA (AC00-24B) to use

basic "PITCH ATTITUDE HOLD" mode during

operation in severe turbulence. However, since this

autopilot does not use the attitude gyro as a pitch

reference, it is recommended that the autopilot be

disconnected and that the airplane be flown by hand

in severe turbulence.

c. Changing altitudes:

1) Using Vertical Speed (Recommended for altitude

changes less than 100 ft.)

a) VERTICAL SPEED Control -- PRESS and HOLD

either the UP or DN button. Vertical Speed will seek

a rate of change of about 500 fpm.

b) VERTICAL SPEED Control

-- RELEASE when

desired altitude is reached.

The autopilot will

maintain the desired altitude.

NOTE

As an alternative, a series of quick momentary

presses on the UP or DN button will program either

an increase or decrease of the altitude reference, 20

feet each time the button is pressed.

S15-28

Revision 3

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 15 - FAA APPROVED

HEADING HOLD:

a. Heading Selector Knob -- SET BUG to desired heading.

b. HDG Mode Selector Button -- PRESS. Note HDG mode

annunciator ON. Autopilot will automatically turn the

airplane to the selected heading.

NOTE

Airplane heading may change in ROL mode due to

turbulence.

c. Heading Selector Knob

-- MOVE BUG to the desired

heading. Autopilot will automatically turn the airplane to

the new selected heading.

NAV COUPLING:

a. When equipped with DG:

1) OBS Knob -- SELECT desired course.

2) NAV Mode Selector Button -- PRESS. Note NAVARM

annunciated.

3) Heading Selector Knob -- ROTATE BUG to agree with

OBS course.

NOTE

f When NAV is selected, the autopilot will flash HDG

for 5 seconds to remind the pilot to reset the HDG

bug to the OBS course. IF HDG mode was in use

at the time of NAV button selection, a

45°

intercept angle will then be automatically

established based on the position of the bug.

f All angle intercepts compatible with radar vectors

may be accomplished by selecting ROL mode

PRIOR to pressing the NAV button. The HDG bug

must still be positioned to agree with the OBS

course to provide course datum to the autopilot

when using a DG (Directional Gyro).

Revision 3

S15-29

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 15 - FAA APPROVED

MODEL 172R

a) If the CDI needle is greater than 2 to 3 dots from

center, the autopilot will annunciate NAVARM. When

the computed capture point is reached the ARM

annunciator will go out and the selected course will

be automatically captured and tracked.

b) If the CDI needle is less than 2 to 3 dots from center,

the HDG mode will disengage upon selecting NAV

mode. The NAV annunciator will then illuminate and

the capture/track sequence will automatically begin.

b. When equipped with HSI:

1) Course Bearing Pointer - SET to desired course.

2) Heading Selector Knob -- SET BUG to provide desired

intercept angle and engage HDG mode.

3) NAV Mode Selector Button -- PRESS.

a) If the Course Deviation Bar (D-Bar) is greater than 2

to 3 dots from center, the autopilot will annunciate

NAVARM. When the computed capture point is

reached the ARM annunciator will go out and the

selected course will be automatically captured and

tracked.

b) If the D-Bar is less than 2 to 3 dots from center, the

HDG mode will disengage upon selecting NAV mode.

The NAV annunciator will then illuminate and the

capture/track sequence will automatically begin.

S15-30

Revision 3

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 15 - FAA APPROVED

When Roll Steering is in operation, adjusting or changing the

position of the heading bug or the course pointer will have no effect

on heading or course. It is recommended that both the heading

bug and the course pointer (or NO. 1 OBS) always be set to the

current course to enhance situational awareness, especially in the

event of an unexpected autoflight equipment failure. GPS signal

loss requires that the pilot immediately select an alternate autopilot

operating mode (such as HDG) or select NAV (NAV1) as the

autopilot navigation source. If autopilot function is lost, the pilot is

required to resume manual control of the airplane. Keeping the

heading bug and course pointer set to the present course makes

immediate recovery easier.

Roll Steering will not function when the GPS is in OBS mode, when

the autopilot is in HDG or ROL mode or when the autopilot is in

NAV mode with NAV selected as the autopilot navigation source.

7. APPROACH (APR) COUPLING: (To enable glideslope

coupling on an ILS and more precise tracking on instrument

approaches).

Roll Steering will operate on instrument approach procedures

selected from a current GPS aeronautical database only when:

f The autopilot is engaged in either NAV or APR

mode.

AND

f GPS is selected as the autopilot NAV input.

Ensure that the appropriate GPS mode (LEG or OBS) is selected

during each portion of the approach procedure.

a. When equipped with DG:

1) BARO setting -- CHECK (if installed).

2) OBS Knob -- SELECT desired approach course. (For a

localizer, set it to serve as a memory aid.)

3) APR Mode Selector Button -- PRESS. Note APR_ARM

annunciated.

4) Heading Selector Knob -- ROTATE BUG to agree with

desired approach.

Revision 3

S15-31

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 15 - FAA APPROVED

MODEL 172R

NOTE

f When APR is selected, the autopilot will flash HDG

for 5 seconds to remind the pilot to reset the HDG

bug to the approach course. If HDG mode was in

use at the time of APR button selection, a 45°

intercept angle will then be automatically

established based on the position of the bug.

f All angle intercepts compatible with radar vectors

may be accomplished by selecting ROL mode

PRIOR to pressing the APR button. The HDG bug

must still be positioned to agree with the desired

approach course to provide course datum to the

autopilot when using a DG.

a) If the CDI needle is greater than 2 to 3 dots from the

center, the autopilot will annunciate APRARM; when

the computed capture point is reached the ARM

annunciator will go out and the selected course will

be automatically captured and tracked.

b) If the CDI needle is less than 2 to 3 dots form the

center, the HDG mode will disengage upon selecting

APR mode; the APR annunciator will illuminate and

the capture/track sequence will automatically begin.

b. When equipped with HSI:

1) BARO Setting (if installed) -- CHECK.

2) Course Bearing Pointer -- SET to desired course.

3) Heading Selector Knob -- SET BUG to provide desired

intercept angle.

S15-32

Revision 3

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 15 - FAA APPROVED

4) APR Mode Selector Button -- PRESS.

a) If the D-Bar is greater than 2 to 3 dots from center,

the autopilot will annunciate APRARM; when the

computed capture point is reached the ARM

annunciator will go out and the selected course will

be automatically captured and tracked.

b) If the D-Bar is less than 2 to 3 dots from center, the

HDG mode will disengage upon selecting APR mode;

the APR annunciator will illuminate and the

capture/track sequence will automatically begin.

5) Airspeed

-- MAINTAIN

90 KIAS minimum during

coupled autopilot approaches (recommended).

8. BACK COURSE (REV) APPROACH COUPLING (i.e., reverse

localizer):

a. When equipped with DG:

1) BARO setting (if installed) -- CHECK.

2) OBS Knob -- SELECT the localizer course to the front

course inbound (as a memory aid).

3) REV Mode Selector Button -- PRESS.

4) Heading Selector Knob -- ROTATE BUG to the heading

corresponding to the localizer front course inbound.

Revision 3

S15-33

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 15 - FAA APPROVED

MODEL 172R

NOTE

f When REV is selected, the autopilot will flash HDG

for 5 seconds to remind the pilot to reset the HDG

bug to the localizer FRONT COURSE INBOUND

heading. If heading mode was in use at the time

of REV button selection, a 45° intercept angle will

then be automatically established based on the

position of the bug.

f All angle intercepts compatible with radar vectors

may be accomplished by selecting ROL mode

PRIOR to pressing the REV button. The HDG bug

must still be positioned to the localizer FRONT

COURSE INBOUND heading to provide course

datum to the autopilot when using a DG.

a) If the CDI needle is greater than 2 to 3 dots from

center, the autopilot will annunciate REVARM; when

the computed capture point is reached the ARM

annunciator will go out and the selected back course

will be automatically captured and tracked.

b) If the CDI needle is less than 2 to 3 dots from center,

the HDG mode will disengage upon selecting REV

mode; the REV annunciator will illuminate and the

capture/track sequence will automatically begin.

b. When equipped with HSI:

1) BARO Setting (if installed) -- CHECK.

2) Course Bearing pointer -- SET to the ILS front course

inbound heading.

3) Heading Selector Knob -- SET BUG to provide desired

intercept angle and engage HDG mode.

4) REV Mode Selector Button -- PRESS.

S15-34

Revision 3

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 15 - FAA APPROVED

a) If the D-Bar is greater than 2 to 3 dots from center,

the autopilot will annunciate REVARM; when the

computed capture point is reached the ARM

annunciator will go out and the selected back course

will be automatically captured and tracked.

b) If the D-Bar is less than 2 to 3 dots from center, the

HDG mode will disengage upon selecting REV mode;

the REV annunciator will illuminate and the

capture/track sequence will automatically begin.

5) Airspeed

-- MAINTAIN

90 KIAS minimum during

autopilot coupled approaches (recommended).

9. GLIDESLOPE COUPLING

a. APR Mode -- ENGAGED, Note GS_ARM annunciated.

NOTE

Glideslope coupling is inhibited when operating in NAV or

REV modes. With NAV 1 selected to a valid ILS, glideslope

armed and coupling occurs automatically in the APR mode

when tracking a localizer.

b. At Glideslope centering -- note ARM annunciator goes out.

NOTE

Autopilot can capture glideslope from above or below the

beam.

c. Airspeed -- MAINTAIN 90 KIAS minimum during autopilot

coupled approaches (recommended).

Revision 3

S15-35

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 15 - FAA APPROVED

MODEL 172R

10. MISSED APPROACH

a. A/P DISC/TRIM INTER Switch - PRESS to disengage AP.

b. MISSED APPROACH - EXECUTE.

c. If autopilot is desired:

1) Elevator Trim -- VERIFY or SET.

2) Airspeed and Rate of Climb -- STABILIZED.

NOTE

Avoid autopilot engagement into a climb condition

that either cannot be maintained, or is on the

performance limits of the airplane for its power and

weight configuration.

3) AP Button -- PRESS. Note ROL and VS annunciators

on. If no other modes are selected the autopilot will

operate in the ROL and VS modes. Verify that the

airplane Vertical Speed Indicator (VSI) and the Autopilot

VS agree.

NOTE

If tracking the ILS course outbound as part of the missed

approach procedure is desired, use the NAV mode to

prevent inadvertent GS coupling.

11. BEFORE LANDING

a. A/P DISC/TRIM INT Switch -- PRESS* or PRESS and

HOLD** to disengage AP.

SECTION 5

PERFORMANCE

There is no change to the airplane performance when the KAP 140

2 Axis Autopilot is installed.

* Airplane serials

17280831 thru

17281118 not incorporating

Honeywell Service Bulletin KC140-M1.

** Airplane serials

17280831 thru

17281118 incorporating

Honeywell Service Bulletin KC140-M1, and airplane serials

17281119 and on.

S15-36

Revision 3

Pilot's Operating Handbook

and

FAA Approved Airplane Flight Manual

CESSNA MODEL 172R

AIRPLANES 17280001 AND ON

SUPPLEMENT 16

BENDIX/KING KT 73 MODE S TRANSPONDER

SERIAL NO.

REGISTRATION NO.

This supplement must be inserted into Section

9 of the Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual when a Bendix/King KT 73

Mode S Transponder is installed.

Member of GAMA

CESSNA AIRCRAFT COMPANY

22 DECEMBER 2004

WICHITA, KANSAS, USA

172RPHUS-S16-00

U.S.

S16-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 16

MODEL 172R

SUPPLEMENT 16

BENDIX/KING KT 73 MODE S TRANSPONDER

Use the Log of Effective Pages to determine the current status of

this supplement. Pages affected by the current revision are

indicated by an asterisk (*) preceding the page number.

Supplement Status

Date

Original Issue

22 December 2004

LOG OF EFFECTIVITY PAGES

Page

Revision

Number

Status

Number

S16-1 thru

S16-11/S16-12

Original

FAA APPROVED

S16-2 U.S.

Original

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 16

SUPPLEMENT

BENDIX/KING KT 73 MODE S TRANPONDER

SECTION 1

GENERAL

The Bendix/King Mode S Transponder (KT 73), shown in Figure

S16-1, is the airborne component of the Air Traffic Control Radar

Beacon System (ATCRBS). The transponder enables the ATC

ground controller to accurately identify the airplane on the

radarscope.

The KT 73 Transponder system consists of a transponder unit

mounted in the instrument panel, an analog pressure altitude

encoder, and an externally-mounted L-Band antenna. The KT 73

Transponder system installation uses the same antenna, altitude

encoder and mounting hardware as the Bendix/King KT 76C Mode

A/C Transponder. The KT 73 Transponder operates in Mode A

("SQUAWK"), Mode C (altitude reporting), and Mode S (elementary

surveillance/selective interrogation).

The transponder receives

interrogating signals on

1030 MHz and transmits coded reply

signals on 1090 MHz. In Mode C operation, the KT 73 provides

altitude information automatically to ATC ground stations. The

transponder reports altitude in 100-foot increments between -1000

and +20,000 feet MSL. Mode S allows the ground station to

individually interrogate the airplane by the unique 24-bit address

assigned to the airplane.

The KT 73 Transponder features an all solid-state transmitter with

microprocessor controls. Rotary control knobs are used to control

the operating mode and to set the squawk code. The gas discharge

display shows all functions including the flight level (pressure

altitude), airplane identification (SQUAWK), and surveillance

interrogator (SI) code (airplane call sign). A photocell dims all

display segments automatically.

(Continued Next Page)

FAA APPROVED

Original

U.S. S16-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 16

MODEL 172R

GENERAL (Continued)

BENDIX/KING KT 73 MODE S TRANSPONDER

Figure S16-1

1. IDENT BUTTON (IDT) - When pushed, a pulse is transmitted

for identification of the airplane on ATC radar display. IDT

will be displayed steadily and R will flash for approximately

18 seconds when the Function Selector Knob is set to GND,

ON, or ALT. Button brightness is controlled by the avionics

light dimming rheostat.

2. MODE ANNUNCIATOR - Displays "FL" on the transponder

when "ALT", "SBY", or "GND" is selected on the Mode

Selector Switch. Displays "IDT" when the IDT button is

pushed.

3. ALTITUDE DISPLAY (FL)

- The Flight Level altitude is

shown on the left side of the display only when the Mode

Selector Switch is set to Altitude mode (ALT). In ALT mode,

the KT 73 shows the pressure altitude on the left side of the

display area. The altitude is shown in hundreds of feet.

Dashes will appear in the altitude display instead of

numbers if an invalid code is received from the encoder.

(Continued Next Page)

FAA APPROVED

S16-6 U.S.

Original

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 16

GENERAL (Continued)

REPLY INDICATOR (R) - The R will illuminate on the

display panel when the transponder is replying to a valid

interrogation during the following conditions:

1. Twice per second with valid interrogation on the ground

in Mode S (GND).

2. Once per second with valid interrogation from ATCRBS

in airborne Mode S (ON or ALT).

3. During the 18 seconds after pushing the ident button

(IDT).

MODE SELECT SWITCH - Controls application of power

and selects transponder operating mode as follows:

OFF - De-energizes the KT 73 Transponder.

FLT ID - The KT 73 shows the airplane's flight identification

code and allows it to be changed. The Flight ID

should be the airplane identification assigned in the

flight plan. When no flight plan is available, the

registration marking of the airplane should be used.

FLT ID is modified by turning the CRSR Knob to

position the cursor under the character to be

changed then turning the FLT ID Knob to select the

desired character. When the CRSR and FLT ID

Knobs have not been turned for 5 seconds or the

Mode Select Switch has been turned to the SBY

position, the FLT ID will be saved. The unit does

not transmit in SBY mode.

SBY - (Standby) Sets the KT 73 to standby power. While

in the standby mode the transponder identification

code may be selected. SBY is shown on the left

side of the display. The airplane identification code

is shown on the right side of the display. SBY

should be used only when the airplane is parked.

(Continued Next Page)

FAA APPROVED

Original

U.S. S16-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 16

MODEL 172R

GENERAL (Continued)

TST - Self-test function. The transmitter is disabled. All

display segments will come on for a minimum of 4

seconds. If no faults have been detected "TEST

OK" will be displayed.

Refer to the KT

Transponder section of the Bendix/King Silver

Crown Plus Pilot's Guide.

GND - Sets the transponder to inhibit ATCRBS,

ATCRBS/Mode S All Call and Mode S-only replies.

The KT 73 Transponder will continue to generate

Mode S squitter transmissions and reply to selective

interrogations. The KT 73 Transponder should be

set to the GND position when the airplane is in

operation on the ground before or after flight.

ON -

Sets transponder to transmit Mode A/S (airplane

identification) reply pulses with altitude information

suppressed. Transponder identification code is

annunciated on the right side of the display.

ALT - Sets transponder to transmit Mode A (squawk),

Mode C (altitude squawk) and Mode S (airplane

identification) reply pulses after receiving the

interrogation signal. FL is shown on the left side of

the display with the pressure altitude in hundreds of

feet. The airplane identification code is shown on

the right side of the display.

VFR CODE BUTTON (VFR) - Pushing the "VFR" Button will

replace the current Mode A reply code with a pre-

programmed Mode A reply code (usually 1200).

CODE SELECTOR KNOBS - Selects assigned Mode A

(squawk) code. Each knob sets a digit of the 4-character

code. The new code will be transmitted after a 5 second

delay.

Refer to the KT 73 Transponder section of the Bendix/King Silver

Crown Plus Pilot's Guide for additional information.

FAA APPROVED

S16-8 U.S.

Original

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 16

SECTION 2

LIMITATIONS

There is no change to the airplane limitations when this avionic

equipment is installed.

SECTION 3

EMERGENCY PROCEDURES

TO TRANSMIT AN EMERGENCY SIGNAL

1. Mode Selector Switch - ALT.

2. Transponder Code Selector Knobs - SELECT 7700

operating code.

TO TRANSMIT A SIGNAL REPRESENTING LOSS OF ALL

COMMUNICATIONS (WHEN IN A CONTROLLED ENVIRONMENT)

1. Mode Selector Switch - ALT.

2. Transponder Code Selector Knobs - SELECT 7600

operating code.

TO PROGRAM FLIGHT IDENTIFICATION CODE

1. Mode Selector Switch - ALT

2. Transponder Code Selector Knobs

- SET assigned

SQUAWK code.

SECTION 4

NORMAL PROCEDURES

DURING TAXI

1. Mode Selector Switch - GND.

(Continued Next Page)

FAA APPROVED

Original

U.S. S16-9

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 16

MODEL 172R

NORMAL PROCEDURES (Continued)

TO TRANSMIT MODE A/S (AIRPLANE IDENTIFICATION) CODES

IN FLIGHT

1. Transponder Code Selector Knobs - SET assigned code.

2. Mode Selector Switch - ON.

NOTE

• During normal operation with Mode Selector

Switch in ON position, reply indicator flashes,

indicating transponder replies to interrogations.

• Mode A reply codes are transmitted in ALT also;

however, Mode C codes are suppressed when

the Mode Selector Switch is positioned to ON.

3. IDT Button - PUSH when instructed by ground controller to

"SQUAWK IDENT" (R will come on steadily indicating

IDENT operation).

TO TRANSMIT MODE A/C/S (ALTITUDE REPORTING) CODES IN

FLIGHT

1. Transponder Code Selector Knobs

- SELECT assigned

code.

2. Mode Selector Switch - ALT.

NOTE

• When directed by ground controller to "STOP

ALTITUDE SQUAWK", turn Mode Selector

Switch to ON for Mode A/S operation only.

• Altitude transmitted by the transponder and

displayed on the KT

73 panel is pressure

altitude (referenced to 29.92 inches Hg (1013

hPa)). The conversion to indicated altitude is

done in the ATC computer.

(Continued Next Page)

FAA APPROVED

S16-10 U.S.

Original

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 16

NORMAL PROCEDURES (Continued)

TO SELF-TEST TRANSPONDER OPERATION

1. Mode Selector Switch - TST.

2. Check all displays come on.

3. TEST OK displayed. If not refer to the KT 73 Transponder

section of the Bendix/King Silver Crown Plus Pilot's Guide.

4. Mode Selector Switch - SELECT desired function.

SECTION 5

PERFORMANCE

There is no change to the airplane performance when this

avionic equipment is installed.

FAA APPROVED

Original

U.S. S16-11/S16-12

CESSNA MODEL 172R

NAV I/NAV II AVIONICS OPTION

Serials 17280001 thru 17281356

SUPPLEMENT 18

UKRAINIAN CERTIFIED AIRPLANES

SERIAL NO.

REGISTRATION NO.

This supplement must be inserted into Section 9 of the Pilot's Operating Handbook and FAA

Approved Airplane Flight Manual for Ukrainian Certified Airplanes. This supplement is approved by

the U.S. Federal Aviation Administration (FAA) on behalf of the State Aviation Administration of

Ukraine (SAA).

8 MAY 2012

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

172RPHUS-S18-00

U.S.

S18-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 18

MODEL 172R

NAV I/NAV II

SUPPLEMENT 18

UKRAINIAN CERTIFIED AIRPLANES

Use the Log of Effective Pages to determine the current status of this

supplement.

Pages affected by the current revision are indicated by an asterisk (*)

preceding the page number.

Supplement Status

Date

Original Issue

8 May 2012

LOG OF EFFECTIVE PAGES

Page

Revision

Number

Status

Number

S18-1 thru S18-16

Original

FAA APPROVED

S18-2

U.S.

172RPHUS-S18-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 18

NAV I/NAV II

SERVICE BULLETIN CONFIGURATION LIST

The following is a list of Service Bulletins that are applicable to the

operation of the airplane, and have been incorporated into this

supplement. This list contains only those Service Bulletins that are

currently active.

Number

Title

Airplane Serial

Revision

Incorporated

Effectivity

Incorporated

in Airplane

FAA APPROVED

172RPHUS-S18-00

U.S.

S18-3

CESSNA 172R NAV I/NAV II Skyhawk MODEL 172R. Information Manual (2016) - page 2