CESSNA 172S NAV III Skyhawk SP. Information Manual (2016)

SECTION 6

CESSNA

WEIGHT AND BALANCE/

MODEL 172S NAV III

EQUIPMENT LIST

KAP 140 AUTOPILOT

REF

ARM

ITEM NO

EQUIPMENT LIST DESCRIPTION

DRAWING

LBS

INS.

25 - EQUIPMENT/FURNISHINGS

25-01-R

SEAT, PILOT, ADJUSTABLE, CLOTH/VINYL

0719025-1

33.8

41.5

COVER

25-02-O

SEAT, PILOT, ADJUSTABLE, LEATHER/VINYL

0719025-4

34.3

41.5

COVER

25-03-S

SEAT, FRONT PASSENGER, ADJUSTABLE,

0719025-1

33.8

41.5

CLOTH/VINYL COVER

25-04-O

SEAT, FRONT PASSENGER, ADJUSTABLE,

0719025-4

34.3

41.5

LEATHER/VINYL COVER

25-05-S

SEAT, REAR PASSENGER, ONE-PIECE BACK,

0719028-1

50.0

82.0

CLOTH/VINYL COVER

25-06-O

SEAT, REAR PASSENGER, ONE-PIECE BACK,

0719028-2

51.0

82.0

LEATHER/VINYL COVER

25-07-R

SEAT BELT AND SHOULDER HARNESS, INERTIA

0519031-1

5.2

50.3

REEL, AUTO ADJUST, PILOT AND FRONT

PASSENGER

25-08-S

SEAT BELT AND SHOULDER HARNESS, INERTIA

0519031-1

5.2

87.8

REEL, AUTO ADJUST, REAR SEAT

25-09-S

SUN VISOR (SET OF 2)

0514166-2

1.1

32.8

25-10-S

BAGGAGE RESTRAINT NET

2015009-7

0.5

95.0

25-11-S

CARGO TIEDOWN RINGS (SET OF 6)

0515055-6

0.2

95.0

25-12-S

TOW BAR, NOSE GEAR (STOWED)

0501019-1

1.7

124.0

25-13-R

PILOT'S OPERATING HANDBOOK AND FAA

0500832-1

2.2

50.0

APPROVED AIRPLANE FLIGHT MANUAL

(STOWED IN FRONT PASSENGER'S SEAT BACK)

25-14-R

GARMIN G1000 COCKPIT REFERENCE GUIDE

1.5

15.0

(STOWED IN COCKPIT SIDE PANEL POCKET)

25-15-O

APPROACH PLATE HOLDER

0715083-1

0.1

22.0

25-16-S

FUEL SAMPLING CUP (STOWED IN PILOT’S

S2107-1

0.1

50.0

SEAT BACK)

25-17-S

POINTER MODEL 3000-11 OR 4000-11 ELT

3940401-1

- 3000-11 ELT TRANSMITTER

3000-11-1

1.8

113.3

- 4000-11 ELT TRANSMITTER

4000-11-3

1.8

113.3

- ANTENNA AND CABLE ASSY

3003-45

0.1

122.0

25-18-O

ARTEX ME406 - 2 FREQUENCY ELT

3940458-1

2.6*

134.6*

- ELT TRANSMITTER

ME406

2.1

135.5

- ANTENNA AND CABLE ASSY

110-338

0.5

130.0

25-19-O

ARTEX C406-N - 3 FREQUENCY ELT

3940460-1

5.1*

135.0*

- ELT TRANSMITTER

C406-N

4.6

135.5

- ANTENNA AND CABLE ASSY

110-338

0.5

130.0

Figure 6-9 (Sheet 2)

6-20

U.S.

172SPHAUS-05

CESSNA

SECTION 6

MODEL 172S NAV III

WEIGHT AND BALANCE/

KAP 140 AUTOPILOT

EQUIPMENT LIST

REF

ARM

ITEM NO

EQUIPMENT LIST DESCRIPTION

DRAWING

LBS

INS.

26 - FIRE PROTECTION

26-01-S

FIRE EXTINGUISHER

0501011-2

5.3*

43.0*

- FIRE EXTINGUISHER, HAND TYPE

A352GS

4.8

44.0

- MOUNTING CLAMP AND HARDWARE

1290010-1

0.5

42.2

27 - FLIGHT CONTROLS

27-01-S

DUAL CONTROLS, RIGHT SEAT

0506008-1

5.5*

12.4*

- CONTROL WHEEL, COPILOT

0513576-4

2.6

26.0

- RUDDER AND BRAKE PEDAL, COPILOT

0510402-16

1.1

6.8

27-02-A

RUDDER PEDAL EXTENSION (SET OF 2)

0501082-1

2.9

8.0

(INSTALLED ARM SHOWN)

28 - FUEL

28-01-R

AUXILIARY FUEL PUMP - 5100-00-4

0516015

1.9

9.5

28-02-R

FUEL SENDER - S3852-2

0522644

0.1

47.4

30 - ICE AND RAIN PROTECTION

30-01-S

PITOT HEAT

0523080

0.1

28.0

31 - INDICATING/RECORDING SYSTEM

31-01-S

RECORDING HOURMETER - C664503-0103

0506009

0.5

16.1

31-02-R

PNEUMATIC STALL WARNING SYSTEM

0523112

0.4

28.5

31-03-R

GEA 71 ENGINE/AIRFRAME UNIT

3930377

2.2

11.4

31-04-R

GTP 59 OUTSIDE AIR TEMPERATURE (OAT)

0518006

0.1

41.5

PROBE

32 - LANDING GEAR

32-01-R

WHEEL BRAKE AND TIRE, 6.00 X 6 MAIN (2)

0541200-7, -8

34.4*

57.8*

- WHEEL ASSY (EACH)

C163001-0104

6.2

58.2

- BRAKE ASSY (EACH)

C163030-0111

1.8

54.5

- TIRE, 6-PLY, 6.00 X 6, BLACKWALL (EACH)

C262003-0101

7.9

58.2

- TUBE, (EACH)

C262023-0102

1.3

58.2

32-02-R

WHEEL AND TIRE ASSY, 5.00 X 5 NOSE

0543062-17

9.5*

-6.8*

- WHEEL ASSY

1241156-12

3.5

-6.8

- TIRE, 6-PLY, 5.00 X 5, BLACKWALL

C262003-0202

4.6

-6.8

- TUBE

C262023-0101

1.4

-6.8

32-03-S

WHEEL FAIRING AND INSTALLATION

0541225-1

16.5*

48.1*

- WHEEL FAIRING, NOSE

0543079-3

3.5

-3.5

- WHEEL FAIRINGS, MAIN (SET OF 2)

0541223-1, -2

10.1

61.1

- BRAKE FAIRINGS (SET OF 2)

0541224-1, -2

1.1

55.6

- MOUNTING PLATE (SET OF 2)

0541220-1, -2

0.8

59.5

Figure 6-9 (Sheet 3)

172SPHAUS-05

U.S.

6-21

SECTION 6

CESSNA

WEIGHT AND BALANCE/

MODEL 172S NAV III

EQUIPMENT LIST

KAP 140 AUTOPILOT

REF

ARM

ITEM NO

EQUIPMENT LIST DESCRIPTION

DRAWING

LBS

INS.

33 - LIGHTS

33-01-S

MAP LIGHT IN CONTROL WHEEL

0706015

0.2

21.5

33-02-S

COURTESY LIGHTS UNDER WING

0521101-8

0.5

61.0

33-03-S

FLASHING BEACON

0506003-6

1.4

240.7

33-04-R

STROBE LIGHT

0723628

3.4

43.3

33-05-S

LANDING AND TAXI LIGHT

0523029-7

2.4

28.7

34 - NAVIGATION

34-01-R

STANDBY AIRSPEED INDICATOR, - S3325-1

0506009

0.7

16.2

34-02-R

STANDBY ATTITUDE INDICATOR- S3326-2

0501135

2.2

14.0

34-03-R

STANDBY ALTIMETER, SENSITIVE WITH

0506009

0.9

14.0

FOOT MARKINGS, INCHES OF MERCURY AND

MILLBARS - S3827-1

34-04-S

ALTERNATE STATIC AIR SOURCE

0501017-1

0.2

15.5

34-05-R

COMPASS, MAGNETIC

0513262-3

0.5

18.0

34-06-R

TRANSPONDER

3940397

- GTX-33 TRANSPONDER

3910317-5

3.6

134.0

- CI 105-16 TRANSPONDER ANTENNA

3960191

0.4

86.3

34-07-R

PFD DISPLAY

3930377

- GDU-1044 DISPLAY

3910317-1

6.3

16.4

34-08-R

MFD DISPLAY

3930377

- GDU-1044 DISPLAY

3910317-1

6.3

16.4

34-09-R

ATTITUDE HEADING REFERENCE SENSOR

3940397

(AHRS)

- GRS 77 AHRS

3910317-3

2.4

134.0

- GMU 44 MAGNETOMETER

3940398

0.4

52.7

34-10-R

AIR DATA COMPUTER

3940397

- GDC 74A AIR DATA COMPUTER

3910317-6

1.7

11.4

34-11-S

BLIND YAW RATE SENSOR

3930493

1.0

15.5

(TURN COORDINATOR)

34-12-S

GDL-69A DATALINK

3940397

1.9

112.8

34-13-O

AUTOMATIC DIRECTION FINDER (ADF)

- KR 87 ADF RECEIVER

3930494

3.2

12.1

- ADF ANTENNA

3960187

4.2

39.3

34-14-O

DISTANCE MEASURING EQUIPMENT (DME)

- KN 63 REMOTE DME

3940448

2.8

154.0

- CI 105-16 DME ANTENNA

3960231

0.4

114.5

Figure 6-9 (Sheet 4)

6-22

U.S.

172SPHAUS-05

CESSNA

SECTION 6

MODEL 172S NAV III

WEIGHT AND BALANCE/

KAP 140 AUTOPILOT

EQUIPMENT LIST

REF

ARM

ITEM NO

EQUIPMENT LIST DESCRIPTION

DRAWING

LBS

INS.

37 - VACUUM

37-01-R

ENGINE DRIVEN VACUUM PUMP

- VACUUM PUMP - AA3215CC

0501135

2.1

-5.0

- COOLING SHROUD

1201998-1

0.2

-5.6

- FILTER

1201075-2

0.3

2.0

- VACUUM REGULATOR

AA2H3-2

0.5

2.0

37-02-R

VACUUM TRANSDUCER - P165-5786

0501135

0.3

10.3

53 - FUSELAGE

53-01-S

REFUELING STEPS AND HANDLE

0513415-2

1.7

16.3

56 - WINDOWS

56-01-S

WINDOW, HINGED RIGHT SIDE (NET CHANGE)

0517001-40

2.3*

48.0

56-02-S

WINDOW, HINGED LEFT SIDE (NET CHANGE)

0517001-39

2.3*

48.0

61 - PROPELLER

61-01-R

FIXED PITCH PROPELLER ASSEMBLY

0550320-18

38.8*

-38.2*

- MCCAULEY 76 INCH PROPELLER

IA170E/JHA7660

35.0

-38.4

- MCCAULEY 3.5 INCH PROPELLER SPACER

C5464

3.6

-36.0

61-02-R

SPINNER INSTALLATION, PROPELLER

0550320-11

1.8*

-41.0*

- SPINNER DOME ASSEMBLY

0550236-14

1.0

-42.6

- FWD SPINNER BULKHEAD

0552231-1

0.3

-40.8

- AFT SPINNER BULKHEAD

0550321-10

0.4

-37.3

71 - POWERPLANT

71-01-R

FILTER, INDUCTION AIR

0550365

0.3

-27.5

71-02-O

WINTERIZATION KIT INSTALLATION (STOWED)

0501128-3

0.8*

-20.3*

(INSTALLED ARM SHOWN)

- BREATHER TUBE INSULATION

0552011

0.4

-13.8

- COWL INLET COVERS (INSTALLED)

0552229-3, -4

0.3

-32.0

- COWL INLET COVERS (STOWED)

0552229-3, -4

0.3

95.0

72 - ENGINES

72-01-R

ENGINE, LYCOMING IO-360-L2A

0550365

297.8*

-18.6*

Figure 6-9 (Sheet 5)

172SPHAUS-05

U.S.

6-23

SECTION 6

CESSNA

WEIGHT AND BALANCE/

MODEL 172S NAV III

EQUIPMENT LIST

KAP 140 AUTOPILOT

REF

ARM

ITEM NO

EQUIPMENT LIST DESCRIPTION

DRAWING

LBS

INS.

73 - ENGINE FUEL AND CONTROL

73-01-R

FUEL FLOW TRANDUCER - 680501K

0501168

0.8

-22.6

77 - ENGINE INDICATING

77-01-R

ENGINE TACHOMETER SENSOR - 1A3C-1

0501168

0.2

-8.0

77-02-S

CYLINDER HEAD THERMOCOUPLES

0501168

0.2

-12.0

(ALL CYLINDERS) - 32DKWUE006F0126

77-03-S

0501168

0.3

-12.0

EXHAUST THERMOCOUPLES

(ALL CYLINDERS) - 86317

78 - EXHAUST

78-01-R

EXHAUST SYSTEM

9954100-1

16.3*

-20.0*

- MUFFLER AND TAILPIPE WELD ASSEMBLY

9954100-2

4.6

-22.7

- SHROUD ASSEMBLY, MUFFLER HEATER

9954100-3

0.8

-22.7

79 - OIL

79-01-R

OIL COOLER - 10877A

0550365

2.3

-11.0

79-02-R

OIL PRESSURE SENSOR - P165-5281

0550365

0.2

-12.9

79-03-R

OIL TEMPERATURE SENSOR - S2335-1

0550365

0.2

-8.5

Figure 6-9 (Sheet 6)

6-24

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

AIRPLANE AND SYSTEMS DESCRIPTION

TABLE OF CONTENTS

Page

Introduction

7-5

Airframe

7-5

Flight Controls

7-7

Trim Systems

7-7

Instrument Panel

7-10

Pilot Panel Layout

7-10

Center Panel Layout

7-11

Right Panel Layout

7-13

Center Pedestal Layout

7-13

Flight Instruments

7-16

Attitude Indicator

7-17

Airspeed Indicator

7-18

Altimeter

7-18

Horizontal Situation Indicator

7-19

Vertical Speed Indicator

7-20

Ground Control

7-21

Wing Flap System

7-22

Landing Gear System

7-23

Baggage Compartment

7-23

Seats

7-24

Integrated Seat Belt/Shoulder Harness

7-25

Entrance Doors And Cabin Windows

7-27

Control Locks

7-28

Engine

7-29

Engine Controls

7-29

Engine Instruments

7-30

RPM (Tachometer)

7-31

Fuel Flow

7-31

Oil Pressure

7-32

Oil Temperature

7-33

(Continued Next Page)

172SPHAUS-05

U.S.

7-1

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

TABLE OF CONTENTS (Continued)

Page

Engine (Continued)

Cylinder Head Temperature

7-34

Exhaust Gas Temperature

7-34

New Engine Break-In And Operation

7-35

Engine Lubrication System

7-35

Ignition And Starter System

7-36

Air Induction System

7-36

Exhaust System

7-37

Fuel Injection System

7-37

Cooling System

7-37

Propeller

7-37

Fuel System

7-38

Fuel Distribution

7-39

Fuel Indicating System

7-39

Fuel Calculations

7-41

Auxiliary Fuel Pump Operation

7-43

Fuel Return System

7-44

Fuel Venting

7-44

Reduced Tank Capacity

7-44

Fuel Selector Valve

7-45

Fuel Drain Valves

7-46

Brake System

7-46

Electrical System

7-47

G1000 Annunciator Panel

7-51

Master Switch

7-51

Standby Battery Switch

7-52

Avionics Switch

7-52

Electrical System Monitoring And Annunciations

7-53

Bus Voltage (Voltmeters)

7-53

Ammeter

7-54

Standby Battery Annunciation

7-54

Low Voltage Annunciation

7-55

High Voltage Annunciation

7-56

Circuit Breakers And Fuses

7-57

External Power Receptacle

7-58

(Continued Next Page)

7-2

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

TABLE OF CONTENTS (Continued)

Page

Lighting Systems

7-59

Exterior Lighting

7-59

Interior Lighting

7-60

Cabin Heating, Ventilating And Defrosting System

7-62

Pitot-Static System And Instruments

7-64

Vacuum System And Instruments

7-65

Attitude Indicator

7-65

Vacuum Indicator

7-65

Low Vacuum Annunciation

7-65

Clock/O.A.T. Indicator

7-67

Stall Warning System

7-67

Standard Avionics

7-68

Garmin Display Units (GDU)

7-68

Audio Panel (GMA)

7-69

Integrated Avionics Unit (GIA)

7-69

Attitude and Heading Reference System (AHRS)

and Magnetometer (GRS)

7-69

Air Data Computer (GDC)

7-70

Engine Monitor (GEA)

7-70

Transponder (GTX)

7-70

Bendix/King KAP 140 2 Axis Autopilot (if installed)

7-71

XM Weather and Radio Data Link (GDL) (if installed)

7-71

Avionics Support Equipment

7-72

Avionics Cooling Fans

7-72

Antennas

7-73

Microphone And Headset Installations

7-74

Auxiliary Audio Input Jack

7-75

12V Power Outlet

7-76

Static Dischargers

7-77

Cabin Features

7-78

Emergency Locator Transmitter (ELT)

7-78

Cabin Fire Extinguisher

7-78

Carbon Monoxide Detection System (if installed)

7-79/7-80

172SPHAUS-05

U.S.

7-3/7-4

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

INTRODUCTION

This section provides description and operation of the airplane and its

systems. Some equipment described herein is optional and may not be

installed in the airplane. Refer to Section 9, Supplements, for details of

other optional systems and equipment.

AIRFRAME

The airplane is an all metal, four-place, high wing, single-engine

airplane equipped with tricycle landing gear and is designed for general

utility and training purposes.

The construction of the fuselage is a conventional formed sheet metal

bulkhead, stringer, and skin design referred to as semimonocoque.

Major items of structure are the front and rear carry through spars to

which the wings are attached, a bulkhead and forgings for main landing

gear attachment at the base of the rear door posts, and a bulkhead with

attach fittings at the base of the forward door posts for the lower

attachment of the wing struts. Four engine mount stringers are also

attached to the forward door posts and extend forward to the firewall.

The externally braced wings, containing integral fuel tanks, are

constructed of a front and rear spar with formed sheet metal ribs,

doublers, and stringers. The entire structure is covered with aluminum

skin. The front spars are equipped with wing-to-fuselage and wing-to-

strut attach fittings. The aft spars are equipped with wing-to-fuselage

attach fittings, and are partial span spars. Conventional hinged ailerons

and single slot type flaps are attached to the trailing edge of the wings.

The ailerons are constructed of a forward spar containing balance

weights, formed sheet metal ribs and V type corrugated aluminum skin

joined together at the trailing edge. The flaps are constructed basically

the same as the ailerons, with the exception of the balance weights and

the addition of a formed sheet metal leading edge section.

The empennage (tail assembly) consists of a conventional vertical

stabilizer, rudder, horizontal stabilizer, and elevator. The vertical

stabilizer consists of a spar, formed sheet metal ribs and

reinforcements, a wraparound skin panel, formed leading edge skins

and a dorsal.

(Continued Next Page)

172SPHAUS-05

U.S.

7-5

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

AIRFRAME (Continued)

The rudder is constructed of a formed leading edge skin and spar with

attached hinge brackets and ribs, a center spar, a wrap around skin,

and a ground adjustable trim tab at the base of the trailing edge. The

top of the rudder incorporates a leading edge extension which contains

a balance weight.

The horizontal stabilizer is constructed of a forward and aft spar, ribs

and stiffeners, center, left, and right wrap around skin panels, and

formed leading edge skins. The horizontal stabilizer also contains the

elevator trim tab actuator.

Construction of the elevator consists of formed leading edge skins, a

forward spar, aft channel, ribs, torque tube and bellcrank, left upper and

lower “V” type corrugated skins, and right upper and lower “V” type

corrugated skins incorporating a trailing edge cutout for the trim tab.

The elevator tip leading edge extensions incorporate balance weights.

The elevator trim tab consists of a spar, rib, and upper and lower “V”

type corrugated skins.

7-6

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

FLIGHT CONTROLS

The airplane's flight control system, refer to Figure 7-1, consists of

conventional aileron, rudder, and elevator control surfaces. The control

surfaces are manually operated through cables and mechanical linkage

using a control wheel for the ailerons and elevator, and rudder/brake

pedals for the rudder.

TRIM SYSTEMS

A manually operated elevator trim system is provided on this airplane,

refer to Figure 7-1. Elevator trimming is accomplished through the

elevator trim tab by utilizing the vertically mounted trim control wheel on

the center pedestal. Forward rotation of the trim wheel will trim nose

down, conversely, aft rotation will trim nose up.

(Continued Next Page)

172SPHAUS-05

U.S.

7-7

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

INSTRUMENT PANEL

The instrument panel, refer to Figure 7-2, is of all metal construction

and is installed in sections so equipment can be easily removed for

maintenance. The glareshield, above and projecting aft from the

instrument panel, limits undesirable reflections on the windshield from

lighted equipment and displays mounted in the instrument panel.

The Nav III instrument panel contains the Garmin Display Unit (GDU)

Primary Flight Display (PFD) and Multifunction Display (MFD) and the

Garmin Audio Panel. For specific details regarding the instruments,

switches, circuit breakers and controls on the instrument panel, refer to

the related topics in this section.

PILOT PANEL LAYOUT

The PFD, centered on the instrument panel in front of the pilot, shows

the primary flight instruments during normal operation. During engine

start, reversionary operation

(MFD failure), or when the DISPLAY

BACKUP switch is selected, the Engine Indication System (EIS) is

shown on the PFD. Refer to the Garmin G1000 Cockpit Reference

Guide (CRG) for specific operating information.

The Standby Battery (STBY BATT) switch is found at the upper left

corner of the pilot instrument panel on an internally lighted subpanel.

The switch positions

(ARM/OFF/TEST) select the standby battery

operating modes. The rocker-type MASTER and AVIONICS switches

are found immediately below the standby battery switch.

The controls for adjusting instrument panel, equipment, and pedestal

lighting are found together on the subpanel below the MASTER and

AVIONICS switches. Refer to the INTERNAL LIGHTING paragraphs of

this section for more information.

(Continued Next Page)

7-10

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

INSTRUMENT PANEL (Continued)

PILOT PANEL LAYOUT (Continued)

Switches for the airplane electrical systems and equipment are found

on an internally lighted subpanel found below the lower left corner of

the PFD. Each switch is labeled for function and is ON when the handle

is in the up position. Refer to the ELECTRICAL EQUIPMENT

descriptions in this section for further information.

The circuit breaker panel is found along the lower edge of the pilot's

instrument panel below the electrical equipment switch panel and pilot

control wheel column. Each circuit breaker is identified for the

equipment or function it controls and for the bus from which it receives

power. Lighting for this subpanel is controlled using the SW/CB

PANELS dimmer control. Refer to the ELECTRICAL EQUIPMENT

descriptions in this section for further information.

CENTER PANEL LAYOUT

The Garmin audio panel is found on the upper half of the center

instrument panel, immediately to the right of the PFD. A pushbutton

switch labeled DISPLAY BACKUP, to manually select display reversion

mode, is found on the lower face of the audio panel. Refer to the

Garmin G1000 CRG for operating information.

The MFD is found on the upper center panel to the right of the audio

panel. The MFD depicts EIS information along the left side of the

display and shows navigation, terrain, lightning and traffic data on the

moving map. Flight management or display configuration information

can be shown on the MFD in place of the moving map pages. Refer to

the Garmin G1000 CRG for operating information.

(Continued Next Page)

172SPHAUS-05

U.S.

7-11

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

INSTRUMENT PANEL (Continued)

CENTER PANEL LAYOUT (Continued)

The standby instrument cluster is in the center instrument panel below

the audio panel. A conventional (mechanical) airspeed indicator and a

sensitive aneroid altimeter are on each side of the vacuum-powered

attitude indicator. The pitot-static instruments share the airplane pitot

head and static ports with the air data computer. The attitude indicator

features a low vacuum flag to provide immediate warning of vacuum

system failure.

The Bendix/King KAP 140 2 Axis Autopilot with Altitude Preselect (if

installed) is found on the center panel below the standby instruments. A

DC electric powered turn coordinator, installed forward of the

instrument panel, and not visible to the pilot, provides a roll rate signal

to the autopilot. The autopilot receives NAV, HDG, and analog roll

steering inputs from the G1000 system. The autopilot ROL, VS, and

ALT modes operate independently from the G1000 system. Refer to

Section 9, Supplement 3 for operation of the Bendix/King KAP 140 2

Axis Autopilot.

The engine controls are found on the lower center instrument panel

below the standby instrument cluster. The controls are conventional

push-pull-type controls for throttle and mixture. Refer to the ENGINE

description in this section for operating information.

The alternate static air valve is found adjacent to the throttle control.

Refer to the PITOT-STATIC SYSTEM AND INSTRUMENTS description

in this section for operating information.

The wing flap control lever and indicator are found at the lower right

side of the center panel. Refer to the WING FLAP SYSTEM description

in this section for operating information.

(Continued Next Page)

7-12

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

INSTRUMENT PANEL (Continued)

RIGHT PANEL LAYOUT

The Emergency Locator Transmitter (ELT) remote switch is positioned

at the upper inboard corner of the right panel adjacent to the MFD.

Refer to Section

9, Supplements

6, or

9 for appropriate ELT

operating information.

The Hour (Hobbs) meter is found to the right of the ELT switch and

records engine operating time, when oil pressure is greater than 20

PSI, for maintenance purposes. Refer to the ENGINE INSTRUMENTS

description in this section for further information.

CENTER PEDESTAL LAYOUT

The center pedestal, located below the center panel, contains the

elevator trim control wheel, trim position indicator, 12V power outlet,

aux audio input jack, fuel shutoff valve, and the hand-held microphone.

The fuel selector valve handle is located at the base of the pedestal.

172SPHAUS-05

U.S.

7-13

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

INSTRUMENT PANEL

1. MASTER Switch (ALT and BAT)

2. STBY BATT Switch

3. STBY BATT Test Annunciator

4. AVIONICS Switch (BUS 1 and BUS 2)

5. Primary Flight Display

6. Standby Airspeed Indicator

7. Audio Control Panel

8. Standby Attitude Indicator

9. Standby Altimeter

10.Multifunction Display

11.ELT Remote Switch/Annunciator

12.Flight Hour Recorder

13.Microphone Button

14.Bendix/King KR87 Automatic Direction Finder (if installed)

15.Glove Box

16.Cabin Heat Control

17.Cabin Air Control

18.Wing Flap Control Lever And Position Indicator

19.Bendix/King KAP 140 Autopilot (if installed)

20.Mixture Control Knob

21.Handheld Microphone

22.12V/10A Power Outlet

23.Fuel Shutoff Valve Control Knob

24.Fuel Selector Valve

25.Aux Audio Input Jack

26.Elevator Trim Control Wheel And Position Indicator

27.Throttle Control Knob (With Friction Lock)

28.ALT Static Air Valve Control

29.Yoke Mounted Map Light

30.Parking Brake Handle

31.Circuit Breaker Panel

32.Electrical Switch Panel

33.MAGNETOS/START Switch

34.DIMMING Panel

172SPHAUS-05

U.S.

7-15

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

FLIGHT INSTRUMENTS

The G1000 Integrated Cockpit System primary flight instrument

indications are shown on the PFD. The primary flight instruments are

arranged on the PFD in the basic T configuration. The Attitude Indicator

(AI) and Horizontal Situation Indicator (HSI) are centered vertically on

the PFD and are conventional in appearance and operation. Vertical

tape-style

(scrolling scale) indicators with fixed pointers and digital

displays, show airspeed, altitude, and vertical speed. The vertical

indicators take the place of analog indicators with a fixed circular scale

and rotating pointer.

Knobs, knob sets (two knobs on a common shaft) and membrane type

push button switches, found on the bezel surrounding each GDU

display, control COM, NAV, XPDR, and GPS avionics, set BARO

(barometric pressure), CRS (course), and HDG (heading), and work

various flight management functions. Some push button switches are

dedicated to certain functions

(keys) while other switches have

functions defined by software (softkeys). A softkey may perform various

operations or functions at various times based on software definition.

Softkeys are found along the lower bezel of the GDU displays.

(Continued Next Page)

7-16

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

FLIGHT INSTRUMENTS (Continued)

ATTITUDE INDICATOR

The G1000 attitude indicator is shown on the upper center of the PFD.

The attitude indication data is provided by the Attitude and Heading

Reference System (AHRS). The G1000 attitude indicator provides a

horizon line that is the full width of the GDU display.

The roll index scale is conventional with 10° graduations to 30° and

then 15° graduations to 60° of roll. The roll pointer is slaved to the

airplane symbol. The pitch index scale is graduated in 5° increments

with every 10° of pitch labeled. If pitch limits are exceeded in either the

nose-up or nose-down direction, red warning chevrons will appear on

the indicator to point the way back to level flight. A small white

trapezoid located below the roll pointer moves laterally left and right to

provide the slip-skid information previously supplied by the skid

indicator ball. The trapezoid should be centered below the roll pointer

for coordinated turns. The standby (vacuum) attitude indicator is found

on the lower center instrument panel.

(Continued Next Page)

172SPHAUS-05

U.S.

7-17

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

FLIGHT INSTRUMENTS (Continued)

AIRSPEED INDICATOR

The G1000 vertical tape airspeed indicator is shown along the upper

left side of the PFD. The airspeed indication data is provided by the air

data computer unit. Colored bands are provided to indicate the

maximum speed, high cruise speed caution range, normal operating

range, full wing flap operating range and low airspeed awareness band.

Calculated true airspeed is displayed in a window at the bottom edge of

the airspeed tape.

The standby (pneumatic) airspeed indicator is found on the lower

center instrument panel. Colored arcs are provided to indicate the

maximum speed, high cruise speed caution range, normal operating

range, full wing flap operating range and low airspeed awareness band.

ALTIMETER

The primary altitude indicator (altimeter) is found along the right side of

the attitude indicator on the PFD. The altitude indication data is

provided by the air data computer unit. The local barometric pressure is

set using the BARO knob on the GDU displays. The GDU BARO

setting has no effect on the KAP 140 Autopilot BARO setting.

A cyan selectable altitude reference pointer, bug, is displayed on the

altimeter tape and is set using the ALT SEL knob on the GDU displays.

The altitude bug set-point is shown in a window at the top edge of the

altimeter. The ALT SEL knob has no effect on the optional KAP 140

autopilot altitude preselect or altitude hold functions.

NOTE

The optional KAP 140 autopilot altitude preselect, altitude

hold and BARO settings are completely independent of the

G1000 ALT SEL and BARO settings.

The standby (aneroid) sensitive altimeter is found on the lower center

instrument panel.

(Continued Next Page)

7-18

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

FLIGHT INSTRUMENTS (Continued)

HORIZONTAL SITUATION INDICATOR

The Horizontal Situation Indicator (HSI) is found along the lower center

area of the PFD. The heading indication data is provided by the AHRS

and magnetometer units. The HSI combines a stabilized magnetic

direction indicator (compass card) with selectable navigation deviation

indicators for GPS or VHF navigation. The HSI is conventional in

appearance and operation.

Magnetic heading is shown numerically in a window centered above

the heading index (lubber line) at the top of the HSI. Reference index

marks are provided at 45° intervals around the compass card. A

circular segment scale below the heading window at the top of the HSI

shows half and standard rates of turn based on the length of the

magenta turn vector.

The cyan HSI heading reference pointer, bug, is set using the HDG

knob on the GDU display. The selected heading is shown digitally in a

window above the upper left 45° index mark. The selected heading will

provide control input to the autopilot, if installed, when engaged in HDG

mode.

The CDI navigation source shown on the HSI is set using the CDI

softkey to select from GPS, NAV 1 or NAV 2 inputs. The course

reference pointer is set using the CRS knob on the GDU display. The

selected course is shown digitally in a window above the upper right

45° index mark. The selected navigation source will provide control

input to the autopilot, if installed, when engaged in NAV, APR or REV

mode and it is receiving a navigation signal from the selected GPS or

VHF NAV radios.

(Continued Next Page)

172SPHAUS-05

U.S.

7-19

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

FLIGHT INSTRUMENTS (Continued)

HORIZONTAL SITUATION INDICATOR (Continued)

WARNING

WHEN THE KAP 140 AUTOPILOT IS ENGAGED IN NAV,

APR OR REV OPERATING MODES, IF THE HSI

NAVIGATION SOURCE IS CHANGED FROM GPS TO

NAV1, AUTOMATICALLY OR MANUALLY (USING THE

CDI SOFTKEY), OR MANUALLY FROM NAV2 TO GPS,

THE CHANGE WILL INTERRUPT THE NAVIGATION

SIGNAL TO THE AUTOPILOT AND WILL CAUSE THE

AUTOPILOT TO REVERT TO ROL MODE OPERATION.

NO WARNING CHIME OR PFD ANNUNCIATION IS

PROVIDED. THE PREVIOUSLY SELECTED MODE

SYMBOL SHOWN ON THE AUTOPILOT DISPLAY WILL

BE FLASHING TO SHOW THE REVERSION TO ROL

MODE OPERATION. IN ROL MODE, THE AUTOPILOT

WILL ONLY KEEP THE WINGS LEVEL AND WILL NOT

CORRECT THE AIRPLANE HEADING OR COURSE. SET

THE HDG BUG TO THE CORRECT HEADING AND

SELECT THE CORRECT NAVIGATION SOURCE ON

THE HSI USING THE CDI SOFTKEY BEFORE

ENGAGING THE AUTOPILOT IN ANY OTHER

OPERATING MODE.

VERTICAL SPEED INDICATOR

The Vertical Speed Indicator (VSI) tape is found on the right side of the

altimeter display along the upper right side of the PFD. The vertical

speed pointer moves up and down the fixed VSI scale and shows the

rate of climb or descent in digits inside the pointer. The VSI tape has a

notch on the right edge at the 0 feet/min index for reference. Rate of

descent is shown with a negative sign in front of the digits. Vertical

speed must exceed 100 feet/min in climb or descent before digits will

appear in the VSI pointer.

7-20

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

GROUND CONTROL

Effective ground control while taxiing is accomplished through

nosewheel steering by using the rudder pedals; left rudder pedal to

steer left and right rudder pedal to steer right. When a rudder pedal is

depressed, a spring loaded steering bungee, which is connected to the

nose gear and to the rudder bars, will turn the nosewheel through an

arc of approximately 10° each side of center. By applying either left or

right brake, the degree of turn may be increased up to 30° each side of

center.

Moving the airplane by hand is most easily accomplished by attaching

a towbar to the nose gear strut. If a towbar is not available, or pushing

is required, use the wing struts as push points. Do not use the vertical

or horizontal surfaces to move the airplane. If the airplane is to be

towed by vehicle, never turn the nosewheel more than 30° either side

of center or structural damage to the nose gear could result.

The minimum turning radius of the airplane, using differential braking

and nosewheel steering during taxi, is approximately 27 feet. To obtain

a minimum radius turn during ground handling, the airplane may be

rotated around either main landing gear by pressing down on a tailcone

bulkhead just forward of the horizontal stabilizer to raise the nosewheel

off the ground. Care should be exercised to ensure that pressure is

exerted only on the bulkhead area and not on skin between the

bulkheads. Pressing down on the horizontal stabilizer to raise the

nosewheel off the ground is not recommended.

172SPHAUS-05

U.S.

7-21

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

WING FLAP SYSTEM

The single slot type wing flaps, refer to Figure 7-3, are extended or

retracted by positioning the wing flap control lever on the instrument

panel to the desired flap deflection position. The wing flap control lever

is moved up or down in a slotted panel that provides mechanical stops

at the 10°, 20° and FULL positions. To change flap setting, the wing flap

control lever is moved to the right to clear mechanical stops at the 10°

and 20° positions. A scale and pointer to the left of the wing flap control

lever indicates flap travel in degrees. The wing flap system circuit is

protected by a 10-ampere circuit breaker, labeled FLAP, on the left side

of the circuit breaker panel.

Figure 7-3*

7-22

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

LANDING GEAR SYSTEM

The landing gear is of the tricycle type, with a steerable nosewheel and

two main wheels. Wheel fairings are standard equipment for both the

main wheels and nosewheel. Shock absorption is provided by the

tubular spring steel main landing gear struts and the air/oil nose gear

shock strut. Each main gear wheel is equipped with a hydraulically-

actuated disc type brake on the inboard side of each wheel.

BAGGAGE COMPARTMENT

The baggage compartment consists of two areas, one extending from

behind the rear passengers seat to the aft cabin bulkhead, and an

additional area aft of the bulkhead. Access to both baggage areas is

gained through a lockable baggage door on the left side of the airplane,

or from within the airplane cabin. A baggage net with tiedown straps is

provided for securing baggage and is attached by tying the straps to

tiedown rings provided in the airplane. For baggage area and door

dimensions, refer to Section 6.

172SPHAUS-05

U.S.

7-23

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

SEATS

The seating arrangement consists of two vertically adjusting crew seats

for the pilot and front seat passenger, and a single bench seat with

adjustable back for rear seat passengers.

Seats used for the pilot and front seat passenger are adjustable

forward and aft, and up and down. Additionally, the angle of the seat

back is infinitely adjustable.

Forward and aft adjustment is made using the handle located below the

center of the seat frame. To position the seat, lift the handle, slide the

seat into position, release the handle and check that the seat is locked

in place. To adjust the height of the seat, rotate the large crank under

the right corner of the seat until a comfortable height is obtained. To

adjust the seat back angle, pull up on the release button, located in

center front of seat, just under the seat bottom, position the seat back

to the desired angle, and release the button. When the seat is not

occupied, the seat back will automatically fold forward whenever the

release button is pulled up.

The rear passenger seat consists of a fixed, one piece seat bottom and

a three-position reclining back. The reclining back is adjusted by a lever

located below the center of the seat frame. To adjust the seat back,

raise the lever, position the seat back to the desired angle, release the

lever, and check that the seat back is securely locked in place.

Headrests are installed on both the front and rear seats. To adjust the

headrest, apply enough pressure to it to raise or lower it to the desired

level.

7-24

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

INTEGRATED SEAT BELT/SHOULDER HARNESS

All seat positions are equipped with integrated seat belts/shoulder

harness assemblies, refer to Figure 7-4. The design incorporates an

overhead inertia reel for the shoulder portion, and a retractor assembly

for the lap portion of the belt. This design allows for complete freedom

of movement of the upper torso area while providing restraint in the lap

belt area. In the event of a sudden deceleration, reels lock up to provide

positive restraint for the user.

In the front seats, the inertia reels are located on the centerline of the

upper cabin area. In the rear seats, the inertia reels are located

outboard of each passenger in the upper cabin.

To use the integrated seat belt/shoulder harness, grasp the link with

one hand, and, in a single motion, extend the assembly and insert into

the buckle. Positive locking has occurred when a distinctive “snap”

sound is heard.

Proper locking of the lap belt can be verified by ensuring that the belts

are allowed to retract into the retractors and the lap belt is snug and low

on the waist as worn normally during flight. No more than one

additional inch of belt should be able to be pulled out of the retractor

once the lap belt is in place on the occupant. If more than one

additional inch of belt can be pulled out of the retractor, the occupant is

too small for the installed restraint system and the seat should not be

occupied until the occupant is properly restrained.

Removal is accomplished by pressing the release button on the buckle

and pulling out and up on the harness. Spring tension on the inertia reel

will automatically stow the harness.

172SPHAUS-05

U.S.

7-25

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

ENTRANCE DOORS AND CABIN WINDOWS

Entry to and exit from the airplane is accomplished through either of

two entry doors, one on each side of the cabin, at the front seat

positions, refer to Section 6 for cabin and cabin door dimensions. The

doors incorporate a recessed exterior door handle, a conventional

interior door handle, a key operated door lock, left door only, a door

stop mechanism, and openable windows in both the left and right

doors.

NOTE

The door latch design on this model requires that the

outside door handle on the pilot and front passenger doors

be extended out whenever the doors are open. When

closing the door, do not attempt to push the door handle in

until the door is fully shut.

To open the doors from outside the airplane, utilize the recessed door

handle near the aft edge of either door by grasping the forward edge of

the handle and pulling outboard. To close or open the doors from inside

the airplane, use the combination door handle and arm rest. The inside

door handle has three positions and a placard at its base which reads

OPEN, CLOSE, and LOCK. The handle is spring loaded to the CLOSE

(up) position. When the door has been pulled shut and latched, lock it

by rotating the door handle forward to the LOCK position (flush with the

arm rest). When the handle is rotated to the LOCK position, an over

center action will hold it in that position. Both cabin doors should be

locked prior to flight, and should not be opened intentionally during

flight.

NOTE

Accidental opening of a cabin door in flight, due to improper

closing, does not constitute a need to land the airplane. The

best procedure is to set up the airplane in a trimmed

condition at approximately 75 KIAS, momentarily shove the

door outward slightly, and forcefully close and lock the door.

(Continued Next Page)

172SPHAUS-05

U.S.

7-27

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

ENTRANCE DOORS AND CABIN WINDOWS

(Continued)

Exit from the airplane is accomplished by rotating the door handle from

the LOCK position, past the CLOSE position, aft to the OPEN position

and pushing the door open. To lock the airplane, lock the right cabin

door with the inside handle, close the left cabin door, and using the

ignition key, lock the door.

The left and right cabin doors are equipped with openable windows

which are held in the closed position by a detent equipped latch on the

lower edge of the window frame. To open the windows, rotate the latch

upward. Each window is equipped with a spring-loaded retaining arm

which will help rotate the window outward, and hold it there. If required,

either window may be opened at any speed up to 163 KIAS. The rear

side windows and rear windows are of the fixed type and cannot be

opened.

CONTROL LOCKS

A control lock is provided to lock the aileron and elevator control

surfaces to prevent damage to these systems by wind buffeting while

the airplane is parked. The lock consists of a shaped steel rod and flag.

The flag identifies the control lock and cautions about its removal

before starting the engine. To install the control lock, align the hole in

the top of the pilot’s control wheel shaft with the hole in the top of the

shaft collar on the instrument panel and insert the rod into the aligned

holes. Installation of the lock will secure the ailerons in a neutral

position and the elevators in a slightly trailing edge down position.

Proper installation of the lock will place the flag over the ignition switch.

In areas where high or gusty winds occur, a control surface lock should

be installed over the vertical stabilizer and rudder. The control lock and

any other type of locking device should be removed prior to starting the

engine.

7-28

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

ENGINE

The airplane is powered by a direct drive, horizontally opposed, four

cylinder, overhead valve, air cooled, fuel injected engine with a wet

sump lubrication system. The engine is a Lycoming Model IO-360-L2A

rated at 180 horsepower at 2700 RPM. Major accessories include a

starter and belt driven alternator mounted on the front of the engine,

dual magnetos, vacuum pump, engine driven fuel pump, and a full flow

oil filter mounted on the rear of the engine accessory case.

ENGINE CONTROLS

Engine power is set using the throttle control. The throttle control is a

smooth black knob located at the center of the instrument panel below

the standby instruments. The throttle control is configured so that the

throttle is open in the forward position and closed in the full aft position.

A friction lock, located at the base of the throttle, is operated by rotating

the lock clockwise to increase friction or counterclockwise to decrease

friction.

Engine fuel mixture is controlled by the mixture control. The mixture

control is a red knob, with raised points around the circumference,

located immediately to the right of the throttle control and is equipped

with a lock button in the end of the knob. The rich position is full

forward, and full aft is the idle cutoff position. For small adjustments, the

control may be moved forward by rotating the knob clockwise, and aft

by rotating the knob counterclockwise. For rapid or large adjustments,

the knob may be moved forward or aft by depressing the lock button in

the end of the control, and then positioning the control as desired.

(Continued Next Page)

172SPHAUS-05

U.S.

7-29

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

ENGINE (Continued)

ENGINE INSTRUMENTS

The G1000 Engine Indication System

(EIS) provides graphical

indicators and numeric values for engine, fuel, and electrical system

parameters to the pilot. The EIS is shown in a vertical strip on the left

side of the PFD during engine starts and on the MFD during normal

operation. If either the MFD or PFD fails during flight, the EIS is shown

on the remaining display.

The EIS consists of three pages that are selected using the ENGINE

softkey. The ENGINE page provides indicators for Tachometer (RPM),

Fuel Flow (FFLOW GPH), Oil Pressure (OIL PRES), Oil Temperature

(OIL TEMP), Exhaust Gas Temperature (EGT), Vacuum (VAC), Fuel

Quantity (FUEL QTY GAL), Engine Hours (ENG HRS), Electrical Bus

Voltages (VOLTS), and Battery Currents (AMPS). When the ENGINE

softkey is pressed, the LEAN and SYSTEM softkeys appear adjacent to

the ENGINE softkey. The LEAN page provides simultaneous indicators

for Exhaust Gas Temperature

(EGT

°F) and Cylinder Head

Temperature (CHT °F) on all cylinders to be used for adjusting, or

leaning, the fuel/air mixture along with a digital value for FFLOW GPH

and a indicator for FUEL QTY GAL. The SYSTEM page provides

numerical values for parameters on the ENGINE page that are shown

as indicators only. The SYSTEM page also provides a digital value for

Fuel Used (GAL USED) and Fuel Remaining (GAL REM).

The engine and airframe unit, located forward of the instrument panel,

receives signals from the engine/system sensors for the parameters

that are being monitored. The engine and airframe unit provides data to

the EIS, which displays the data for the ENGINE page described on the

following pages.

(Continued Next Page)

7-30

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

ENGINE (Continued)

ENGINE INSTRUMENTS (Continued)

RPM (TACHOMETER)

Engine speed (RPM) is shown by the tachometer indicator found on all

EIS pages. The tachometer indicator uses a circular scale with moving

pointer and a digital value. The pointer moves through a range from 0

to 3000 RPM. The numerical RPM value is displayed in increments of

10 RPM in white numerals below the pointer.

The normal engine speed operating limit (top of green arc) changes

with altitude. For standard-day conditions, between sea level and 5000

feet, 2500 RPM is the upper limit of the normal operating range. From

5000 feet to 10,000 feet, 2600 RPM is the top of the normal range. And

above 10,000 feet, 2700 RPM is the upper limit of the normal operating

range.

When engine speed is 2780 RPM or more, the pointer, digital value,

and label (RPM) turn red to show engine speed is more than the limit.

The digital value and label

(RPM) will flash. The engine speed

(tachometer) is displayed in the same configuration and location on the

LEAN and SYSTEM pages. If engine speed becomes 2780 RPM or

more, while on the LEAN or SYSTEM page, the display will return to

the ENGINE page.

A speed sensor, mounted on the engine tachometer drive accessory

pad, provides a digital signal to the engine and airframe unit which

processes and outputs the RPM data to the EIS. A red X through the

RPM indicator shows the indicating system is inoperative.

(Continued Next Page)

172SPHAUS-05

U.S.

7-31

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

ENGINE (Continued)

ENGINE INSTRUMENTS (Continued)

FUEL FLOW

Fuel flow is shown on the ENGINE page by the FFLOW GPH horizontal

indicator. The indicator range is from 0 to 20 gallons per hour (GPH)

with 2 GPH graduations, with a green band from 0 to 12 GPH. A white

pointer shows the measured fuel flow.

A digital value for FFLOW GPH is included on both the EIS LEAN and

SYSTEM pages.

The fuel flow transducer is located in the engine fuel injection system

between the fuel/air control unit

(servo) and the fuel distribution

manifold (flow divider). The transducer provides a signal to the engine

display that is processed and shown as fuel flow (FFLOW) on the EIS

pages. A red X through the indicator means the indicating system is

inoperative.

OIL PRESSURE

Engine oil pressure is shown on the ENGINE page by the OIL PRES

horizontal indicator. The indicator range is 0 to 120 PSI with a red band

from 0 to 20 PSI, a green band from 50 to 90 PSI (normal operating

range) and a red band from 115 to 120 PSI. A white pointer indicates

actual oil pressure. Oil pressure is shown numerically on the SYSTEM

page.

When oil pressure is 0 to 20 PSI or 115 to 120 PSI, the pointer, digital

value, and label (OIL PRES) will change to red to show that oil pressure

is outside normal limits. If oil pressure exceeds either the upper or

lower limit while on the LEAN or SYSTEM page, the EIS will return to

the ENGINE page.

When the engine speed (RPM) is in the green arc and the oil

temperature is in the green band, the oil pressure should be in the

green band. If oil pressure is below the green band or above the green

band, adjust the engine speed to maintain adequate oil pressure. When

engine speed is at idle or near idle, the oil pressure indication must be

above the lower red band. With the engine at normal operating oil

temperature, and engine speed at or close to idle, oil pressure below

the green band, but above the lower red band, is acceptable.

(Continued Next Page)

7-32

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

ENGINE (Continued)

ENGINE INSTRUMENTS (Continued)

OIL PRESSURE (Continued)

In cold weather, the oil pressure will initially be high (close to the upper

red band when the engine is started). As the engine and oil warm up,

the oil pressure will come down into the green band range.

The oil pressure transducer, connected to the engine forward oil

pressure port, provides a signal to the engine display that is processed

and shown as oil pressure. A separate low oil pressure switch causes

an OIL PRESSURE annunciation on the PFD when oil pressure is 0 to

20 PSI. A red X through the oil pressure indicator means that the

indicating system is inoperative.

OIL TEMPERATURE

Engine oil temperature is shown on the ENGINE page by the OIL

TEMP horizontal indicator. The indicator range is from 75°F to 250°F

with a green band (normal operating range) from 100°F to 245°F and a

red band from 245°F to 250°F. A white pointer indicates actual oil

temperature. Oil temperature is displayed numerically on the SYSTEM

page.

When oil temperature is in the red band, 245°F to 250°F, the pointer

and OIL TEMP turn red and flash to show oil temperature is higher than

the limit. If oil temperature becomes hotter than 245°F while on the

LEAN or SYSTEM page, the display will default to the ENGINE page.

The oil temperature sensor is installed in the engine oil filter adapter

and provides a signal to the engine display that is processed and

shown as oil temperature. A red X through the indicator shows that the

indicating system is inoperative.

(Continued Next Page)

172SPHAUS-05

U.S.

7-33

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

ENGINE (Continued)

ENGINE INSTRUMENTS (Continued)

CYLINDER HEAD TEMPERATURE

Cylinder Head Temperature (CHT) for all four cylinders are shown on

the LEAN page. The cylinder with the hottest CHT is indicated by a

cyan bar graph. The indicator range is from 100°F to 500°F with a

normal operating range from 200°F to 500°F and a warning range (red

line) at 500°F. When the CHT is 500°F or hotter, the bar segments,

CHT label and °F digital value will change to red to show that the CHT

is greater than the limit.

A thermocouple is installed in each cylinder head and provides a signal

to the engine display that is processed and shown as CHT on the EIS

LEAN page. The LEAN page will show a red X over any cylinder that

has a probe or wiring failure.

EXHAUST GAS TEMPERATURE

Exhaust Gas Temperature (EGT) is shown on the ENGINE page by the

EGT horizontal indicator. The indicator range is from 1250°F to 1650°F

with graduations every 50°F. The white pointer indicates relative EGT

with the number of the hottest cylinder displayed inside the pointer. If a

cylinder EGT probe or wiring failure occurs for the hottest EGT, the next

hottest EGT will be displayed.

The EGT for all four cylinders is shown on the LEAN page of the EIS.

The hottest cylinder is indicated by the cyan bar graph. The EGT for a

particular cylinder may be shown by using the CYL SLCT softkey to

select the desired cylinder. Automatic indication of the hottest cylinder

will resume a short time after the CYL SLCT is last selected. The LEAN

page will show a red X over a cylinder that has a probe or wiring failure.

A thermocouple is installed in the exhaust pipe of each cylinder which

measures EGT and provides a signal to the engine display that is

processed and shown as EGT on the EIS LEAN page.

(Continued Next Page)

7-34

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

ENGINE (Continued)

NEW ENGINE BREAK-IN AND OPERATION

The engine run-in was accomplished at the factory and is ready for the

full range of use. It is suggested that cruising be accomplished at 75%

power as much as practicable until a total of 50 hours has accumulated

or oil consumption has stabilized. This will ensure proper seating of the

piston rings.

ENGINE LUBRICATION SYSTEM

The engine utilizes a full pressure, wet sump type lubrication system

with aviation grade oil as the lubricant. The capacity of the engine

sump, located on the bottom of the engine, is eight quarts with one

additional quart contained in the engine oil filter. Oil is drawn from the

sump through a filter screen on the end of a pickup tube to the engine

driven oil pump. Oil from the pump passes through a full-flow oil filter, a

pressure relief valve at the rear of the right oil gallery, and a

thermostatically controlled remote oil cooler. Oil from the remote cooler

is then circulated to the left oil gallery. The engine parts are then

lubricated by oil from the galleries. After lubricating the engine, the oil

returns to the sump by gravity. The filter adapter in the full-flow filter is

equipped with a bypass valve which will cause lubricating oil to bypass

the filter in the event the filter becomes plugged, or the oil temperature

is extremely cold.

An oil dipstick/filler tube is located at the right rear of the engine case.

The oil dipstick/filler tube is accessed through a door located on the

right side of the engine cowling. The engine should not be operated on

less than five quarts of oil. To minimize loss of oil through the breather,

fill to eight quarts for normal flights of less than three hours. For

extended flight, fill to eight quarts (dipstick indication only). For engine

oil grade and specifications, refer to Section 8 of this POH.

(Continued Next Page)

172SPHAUS-05

U.S.

7-35

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

ENGINE (Continued)

IGNITION AND STARTER SYSTEM

Engine ignition is provided by two engine driven magnetos, and two

spark plugs in each cylinder. The left magneto fires the upper left and

lower right spark plugs, and the right magneto fires the lower left and

upper right spark plugs. Normal operation is conducted with both

magnetos due to the more complete burning of the fuel/air mixture with

dual ignition.

Ignition and starter operation is controlled by a rotary-type switch

located on the left switch and control panel. The MAGNETOS switch is

labeled clockwise, OFF, R, L, BOTH, and START. The engine should

be operated on both magnetos (BOTH position) except for magneto

checks. The R and L positions are for checking purposes and

emergency use only. When the MAGNETOS switch is rotated to the

spring-loaded START position, with the MASTER switch in the ON

position, the starter contactor is closed and the starter, now energized,

will crank the engine. When the switch is released, it will automatically

return to the BOTH position.

AIR INDUCTION SYSTEM

The engine air induction system receives ram air through an intake on

the lower front portion of the engine cowling. The intake is covered by

an air filter which removes dust and other foreign matter from the

induction air. Airflow passing through the filter enters an air box, which

is equipped with a spring-loaded alternate air door. If the air induction

filter should become blocked, suction created by the engine will open

the door and draw unfiltered air from inside the lower cowl area. An

open alternate air door will result in an approximate 10% power loss at

full throttle. After passing through the air box, induction air enters a fuel/

air control unit under the engine, and is then ducted to the engine

cylinders through intake manifold tubes.

(Continued Next Page)

7-36

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

ENGINE (Continued)

EXHAUST SYSTEM

Exhaust gas from each cylinder passes through a riser assembly to a

common muffler, located below the engine, and then overboard through

a single tailpipe. Outside air is supplied to a shroud constructed around

the outside of the muffler to form a heating chamber. The air heated by

the shroud is then supplied to the cabin.

FUEL INJECTION SYSTEM

The engine is equipped with a fuel injection system. The system is

comprised of an engine driven fuel pump, fuel/air control unit, fuel

manifold, fuel flow indicator, and air-bleed type injector nozzles.

Fuel is delivered by the engine driven fuel pump to the fuel/air control

unit. The fuel/air control unit correctly proportions the fuel flow to the

induction air flow. After passing through the control unit, induction air is

delivered to the cylinders through the intake manifold tubes and

metered fuel is delivered to a fuel manifold (flow divider). The fuel

manifold, through spring tension on a diaphragm and valve, evenly

distributes the fuel to an air-bleed type injector nozzle in the intake

valve chamber of each cylinder. A turbine-type fuel flow transducer

mounted between the fuel/air control unit and the fuel distribution unit

produces a digital signal that displays fuel flow on the EIS pages.

COOLING SYSTEM

Ram air for engine cooling enters through two intake openings in the

front of the engine cowling. The cooling air is directed from above the

engine, around the cylinders and other areas of the engine by baffling,

and then exits through an opening at the bottom aft edge of the engine

cowling.

A winterization kit is available for the airplane. Refer to Section 9,

Supplement 4 for description and operating information.

PROPELLER

The airplane is equipped with a two bladed, fixed pitch, one-piece

forged aluminum alloy propeller which is anodized to retard corrosion.

The propeller is 76 inches in diameter.

172SPHAUS-05

U.S.

7-37

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

FUEL SYSTEM

The airplane fuel system, refer to Figure 7-6, consists of two vented

integral fuel tanks

(one tank in each wing), three-position selector

valve, fuel reservoir tank, electrically-driven auxiliary fuel pump, fuel

shutoff valve, and a fuel strainer. The engine-mounted portion of the

system consists of the engine driven fuel pump, a fuel/air control unit,

fuel flow transducer, a fuel distribution valve (flow divider) and fuel

injection nozzles.

WARNING

UNUSABLE FUEL LEVELS FOR THIS AIRPLANE WERE

DETERMINED IN ACCORDANCE WITH FEDERAL

AVIATION REGULATIONS. FAILURE TO OPERATE THE

AIRPLANE IN COMPLIANCE WITH FUEL LIMITATIONS

SPECIFIED IN SECTION 2 MAY FURTHER REDUCE THE

AMOUNT OF FUEL AVAILABLE IN FLIGHT.

FUEL QUANTITY DATA IN U.S. GALLONS

FUEL LEVEL

TOTAL USABLE

FUEL

(QUANTITY

TOTAL

ALL FLIGHT

TANKS

EACH TANK)

FUEL

UNUSABLE

CONDITIONS

Two

Full (28.0)

56.0

3.0

53.0

Two

Reduced (19.0)

38.0

3.0

35.0

Figure 7-5*

(Continued Next Page)

7-38

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

FUEL SYSTEM (Continued)

FUEL DISTRIBUTION

Fuel flows by gravity from the two wing tanks to a three-position fuel

selector valve, labeled BOTH, RIGHT and LEFT, and on to the fuel

reservoir tank. From the fuel reservoir tank, fuel flows through the

electrically-driven auxiliary fuel pump, through the fuel shutoff valve,

the fuel strainer, and to the engine-driven fuel pump. From the engine-

driven fuel pump, fuel is delivered to the fuel/air control unit on the

bottom of the engine. The fuel/air control unit (fuel servo) meters fuel

flow in proportion to induction air flow. After passing through the control

unit, metered fuel goes to a fuel distribution valve (flow divider) located

on the top of the engine. From the fuel distribution valve, individual fuel

lines are routed to air bleed type injector nozzles located in the intake

chamber of each cylinder.

FUEL INDICATING SYSTEM

Fuel quantity is measured by two fuel quantity sensors, one in each fuel

tank, and is displayed on the EIS pages. The indicators are marked in

gallons of fuel (GAL). An empty tank is displayed on the fuel quantity

indicator (FUEL QTY GAL) as a red line on the far left of the indicator

scale, and the number 0. When an indicator shows an empty tank,

approximately 1.5 gallons of unusable fuel remain in the tank. The

indicators should not be relied upon for accurate readings during skids,

slips or unusual attitudes.

The fuel quantity indicator shows the fuel available in the tank up to the

limit of the sensor measurement range. At this level, additional fuel may

be added to completely fill the tank, but no additional movement of the

indicator will result. The limit for sensor measurement range is

approximately 24 gallons and is indicated by the maximum limit of the

green band. When the fuel level decreases below the maximum limit of

the fuel sensor, the fuel quantity indicator will display fuel quantity

measured in each tank. A visual check of each wing tank fuel level

must be performed prior to each flight. Compare the visual fuel level

and indicated fuel quantity to accurately estimate usable fuel.

(Continued Next Page)

172SPHAUS-05

U.S.

7-39

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

FUEL SYSTEM (Continued)

FUEL INDICATING SYSTEM (Continued)

The fuel quantity indicators detect low fuel conditions and incorrect

sensor outputs. When fuel quantity is less than 5 gallons indicated (and

remains less than this level for more than 60 seconds), LOW FUEL L

(left) and/or LOW FUEL R (right) will be displayed in amber on the PFD

and a tone will sound. The fuel quantity indicator pointer(s) and

indicator label will change from white to steady amber. When fuel

quantity reaches the calibrated usable fuel empty level, the LOW FUEL

L and/or LOW FUEL R remain amber and the indicator pointer(s) and

label change to flashing red.

NOTE

Takeoff is not recommended if both fuel quantity indicator

pointers are in the yellow band range and/or amber LOW

FUEL L or LOW FUEL R annunciator is displayed on the

PFD.

In addition to low fuel annunciation, the warning logic is designed to

report failures with each sensor. If the system detects a failure, the

affected fuel indicator will display a red X. A red X through the top part

of the indicator indicates a failure associated with the left fuel tank. A

red X through the bottom part of the indicator indicates a failure

associated with the right fuel tank.

Fuel flow is measured by use of a turbine type transducer mounted on

top of the engine between the fuel/air control unit and the fuel

distribution unit. This flow meter produces a signal that is displayed as

the rate of fuel flow on the FFLOW GPH indicator on the EIS pages.

FFLOW GPH is shown as either a horizontal analog indicator or a

digital value, depending on the active EIS page.

(Continued Next Page)

7-40

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

FUEL SYSTEM (Continued)

FUEL CALCULATIONS

NOTE

Fuel calculations do not use the airplane’s fuel quantity

indicators and are calculated from the last time the fuel was

reset.

For fuel consumption information, a fuel used totalizer function is

provided on the EIS SYSTEM page as GAL USED. This digital

indicator shows total fuel used since last reset of the totalizer. To reset

the GAL USED, the EIS SYSTEM page must be active and the RST

USED softkey must be selected. GAL USED is calculated after reset

using information from the fuel flow transducer signal.

For fuel remaining information, a count down fuel totalizer function is

provided on the EIS SYSTEM page as GAL REM. This digital indicator

shows calculated fuel remaining since last GAL REM pilot adjustment.

To adjust GAL REM, the EIS SYSTEM page must be active and the

GAL REM softkey must be selected followed by the appropriate

quantity adjustment softkeys. Refer to the Garmin G1000 CRG for

details for resetting and adjusting fuel calculations. GAL REM is

calculated after pilot adjustment using information from the fuel flow

transducer signal.

NOTE

GAL USED and GAL REM provide no indication of the

actual amount of fuel remaining in each tank and should

only be used in conjunction with other fuel management

procedures to estimate total fuel remaining.

(Continued Next Page)

172SPHAUS-05

U.S.

7-41

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

FUEL SYSTEM (Continued)

AUXILIARY FUEL PUMP OPERATION

The auxiliary fuel pump is used primarily for priming the engine before

starting. Priming is accomplished through the fuel injection system. The

engine may be flooded if the auxiliary FUEL PUMP switch is

accidentally placed in the ON position for prolonged periods, with

MASTER Switch ON and mixture rich, with the engine stopped.

The auxiliary fuel pump is also used for vapor suppression in hot

weather. Normally, momentary use will be sufficient for vapor

suppression; however, continuous operation is permissible if required.

Turning on the auxiliary fuel pump with a normally operating engine-

driven fuel pump will result in only a very minor enrichment of the

mixture.

It is not necessary to operate the auxiliary fuel pump during normal

takeoff and landing, since gravity and the engine-driven fuel pump will

supply adequate fuel flow. In the event of failure of the engine-driven

fuel pump, use of the auxiliary fuel pump will provide sufficient fuel to

maintain flight at maximum continuous power.

Under hot day, high altitude conditions, or conditions during a climb that

are conducive to fuel vapor formation, it may be necessary to utilize the

auxiliary fuel pump to attain or stabilize the fuel flow required for the

type of climb being performed. In this case, turn the auxiliary fuel pump

on, and adjust the mixture to the desired fuel flow. If fluctuating fuel flow

(greater than

1 GPH) is observed during climb or cruise at high

altitudes on hot days, place the auxiliary fuel pump switch in the ON

position to clear the fuel system of vapor. The auxiliary fuel pump may

be operated continuously in cruise.

(Continued Next Page)

172SPHAUS-05

U.S.

7-43

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

FUEL SYSTEM (Continued)

FUEL RETURN SYSTEM

A fuel return system was incorporated to improve engine operation

during extended idle operation in hot weather environments. The major

components of the system include an orifice fitting located in the top of

the fuel-air control unit (fuel servo), fuel return line, with check valve,

and a fuel reservoir tank. The fuel return system is designed to return a

metered amount of fuel/vapor back to the fuel reservoir tank. The

increased fuel flow, due to the fuel return system, results in lower fuel

operating temperatures at the engine inlet, which minimizes the amount

of fuel vapor generated in the fuel lines during hot weather operations.

Refer to Section 4 for Hot Weather operating information.

FUEL VENTING

Fuel system venting is essential to system operation. Complete

blockage of the fuel venting system will result in decreasing fuel flow

and eventual engine stoppage. The fuel venting system consists of an

interconnecting vent line between the fuel tanks and a check valve

equipped overboard vent in the left fuel tank assembly. The overboard

vent protrudes from the bottom surface of the left wing, just inboard of

the wing strut upper attachment point. The fuel filler caps are vacuum

vented; the fuel filler cap vents will open and allow air to enter the fuel

tanks in case the overboard vents become blocked.

REDUCED TANK CAPACITY

The airplane may be serviced to a reduced capacity to permit heavier

cabin loadings. This is accomplished by filling each tank to the bottom

edge of the fuel filler indicator tab, thus giving a reduced fuel load of

17.5 gallons usable in each tank.

(Continued Next Page)

7-44

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

FUEL SYSTEM (Continued)

FUEL SELECTOR VALVE

The fuel selector is a three-position selector valve, labeled BOTH,

RIGHT and LEFT. The fuel selector valve should be in the BOTH

position for takeoff, climb, landing, and maneuvers that involve

prolonged slips or skids of more than 30 seconds. Operation on either

LEFT or RIGHT fuel tank is reserved for level cruising flight only.

NOTE

•

When the fuel selector valve is placed in the BOTH

position, while in cruise flight, unequal fuel flow from

each tank may occur if the wings are not maintained

exactly level. Unequal fuel flow can be detected by one

fuel tank indicating more fuel than the other on the L

FUEL and R FUEL indicators. The resulting fuel

imbalance can be corrected by turning the fuel selector

valve to the fuel tank indicating the highest fuel quantity.

Once the L FUEL and R FUEL indicators have

equalized, position the fuel selector valve to the BOTH

position.

•

It is not practical to measure the time required to

consume all of the fuel in one tank, and, after switching

to the opposite tank, expect an equal duration from the

remaining fuel. The airspace in both fuel tanks is

interconnected by a vent line and, therefore, some

sloshing of fuel between tanks can be expected when

the tanks are nearly full and the wings are not level.

•

When the fuel tanks are 1/4 tank or less, prolonged

uncoordinated flight, such as slips or skids, can uncover

the fuel tank outlets causing fuel starvation and engine

stoppage. Therefore, if operating with one fuel tank dry

or operating on either LEFT or RIGHT tank with 1/4 tank

or less, do not allow the airplane to remain in

uncoordinated flight for periods in excess of 30 seconds.

(Continued Next Page)

172SPHAUS-05

U.S.

7-45

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

FUEL SYSTEM (Continued)

FUEL DRAIN VALVES

The fuel system is equipped with drain valves to provide a means for

the examination of fuel in the system for contamination and grade. The

system should be examined before each flight and after each refueling,

by using the sampler cup provided to drain fuel from each wing tank

sump, the fuel reservoir tank sump, the fuel selector valve drain and the

fuel strainer sump. If any evidence of fuel contamination is found, it

must be eliminated in accordance with the preflight inspection checklist

and the discussion in Section 8. If takeoff weight limitations for the next

flight permit, the fuel tanks should be filled after each flight to prevent

condensation.

BRAKE SYSTEM

The airplane has a single-disc, hydraulically-actuated brake on each

main landing gear wheel. Each brake is connected, by a hydraulic line,

to a master cylinder attached to each of the pilot's rudder pedals. The

brakes are operated by applying pressure to the top of either the left

(pilot's) or right

(copilot's) set of rudder pedals, which are

interconnected. When the airplane is parked, both main wheel brakes

may be set by utilizing the parking brake which is operated by a handle

under the left side of the instrument panel. To apply the parking brake,

set the brakes with the rudder pedals, pull the handle aft, and rotate it

90° down.

For maximum brake life, keep the brake system properly maintained,

and minimize brake usage during taxi operations and landings.

Some of the symptoms of impending brake failure are: gradual

decrease in braking action after brake application, noisy or dragging

brakes, soft or spongy pedals, and excessive travel and weak braking

action. If any of these symptoms appear, the brake system is in need of

immediate attention. If, during taxi or landing roll, braking action

decreases, let up on the pedals and then reapply the brakes with heavy

pressure. If the brakes become spongy or pedal travel increases,

pumping the pedals should build braking pressure. If one brake

becomes weak or fails, use the other brake sparingly while using

opposite rudder, as required, to offset the good brake

7-46

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

ELECTRICAL SYSTEM

The airplane is equipped with a 28-volt direct current (DC) electrical

system, refer to Figure 7-7. A belt-driven 60 ampere alternator powers

the system. A 24-volt main storage battery is located inside the engine

cowling on the left firewall. The alternator and main battery are

controlled through the MASTER switch found near the top of the pilot's

switch panel.

Power is supplied to most electrical circuits through two primary buses

(ELECTRICAL BUS 1 and ELECTRICAL BUS 2), with an essential bus

and a crossfeed bus connected between the two primary buses to

support essential equipment.

The system is equipped with a secondary or standby battery located

between the firewall and the instrument panel. The STBY BATT switch

controls power to or from the standby battery. The standby battery is

available to supply power to the essential bus in the event that

alternator and main battery power sources have both failed.

The primary buses are supplied with power whenever the MASTER

switch is turned on, and are not affected by starter or external power

usage. Each primary bus is also connected to an avionics bus through

a circuit breaker and the AVIONICS BUS 1 and BUS 2 switches. Each

avionics bus is powered when the MASTER switch and the

corresponding AVIONICS switch are in the ON position.

CAUTION

BOTH BUS

1 AND BUS

2 AVIONICS SWITCHES

SHOULD BE TURNED OFF TO PREVENT ANY

HARMFUL TRANSIENT VOLTAGE FROM DAMAGING

THE AVIONICS EQUIPMENT PRIOR TO TURNING THE

MASTER SWITCH ON OR OFF, STARTING THE ENGINE

OR APPLYING AN EXTERNAL POWER SOURCE.

The airplane includes a power distribution module, located on the left

forward side of the firewall, to house all the relays used in the airplane

electrical system. The Alternator Control Unit

(ACU), main battery

current sensor, and the external power connector are also housed

within the module.

(Continued Next Page)

172SPHAUS-05

U.S.

7-47

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

ELECTRICAL SYSTEM (Continued)

G1000 ANNUNCIATOR PANEL

All system alerts, cautions and warnings are shown on the right side of

the PFD screen adjacent to the vertical speed indicator. The following

annunciations are supported:

OIL PRESSURE

LOW VACUUM

LOW FUEL L

LOW FUEL R

LOW VOLTS

PITCH TRIM (if installed)

HIGH VOLTS

CO LVL HIGH (if installed)

STBY BATT

Refer to the Garmin G1000 CRG Appendix A for more information on

system annunciations.

MASTER SWITCH

The MASTER switch is a two-pole, rocker-type switch. The BAT side of

the switch controls the main battery electrical power to the airplane.

The ALT side of the switch controls the alternator system.

In normal operation, both sides of the switch (ALT and BAT) are ON

simultaneously; however, the BAT side of the switch may be selected

separately as necessary. The ALT side of the switch cannot be set to

ON without the BAT side of the switch also being set to ON.

If the alternator system fails, the MASTER switch may be set in the

OFF position to preserve main battery capacity for later in the flight.

With the MASTER switch OFF and the STBY BATT switch in the ARM

position, the standby battery will power the essential bus for a limited

time. Time remaining may be estimated by monitoring essential bus

voltage. At

20 Volts, the standby battery has little or no capacity

remaining.

(Continued Next Page)

172SPHAUS-05

U.S.

7-51

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

ELECTRICAL SYSTEM (Continued)

STANDBY BATTERY SWITCH

The STBY BATT master switch is a three position (ARM-OFF-TEST)

switch that tests and controls the standby battery system. The energy

level of the battery shall be checked before starting the engine, refer to

Section 4, by placing the switch in the momentary TEST position and

observing the correct illumination of the TEST lamp found to the right of

the switch. Energy level tests after starting engine are not

recommended.

Placing the switch in the ARM position during the engine start cycle

allows the standby battery to help regulate and filter essential bus

voltage during the start cycle. The switch is set to the ARM position

during normal flight operation to allow the standby battery to charge

and to be ready to power the essential bus in the event of alternator

and main battery failure. Placing the switch in the OFF position

disconnects the standby battery from the essential bus. Operation with

the STBY BATT switch in the OFF position prevents the standby battery

from charging and from automatically providing power should an

electrical system failure occur.

AVIONICS SWITCH

The AVIONICS switch is a two-pole rocker-type switch that controls

electrical power to AVIONICS BUS 1 and BUS 2. Placing either side of

the rocker switch in the ON position supplies power to the

corresponding avionics bus. Both sides of the AVIONICS switch should

be placed in the OFF position before turning the MASTER switch ON or

OFF, starting the engine, or applying an external power source.

(Continued Next Page)

7-52

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

ELECTRICAL SYSTEM (Continued)

ELECTRICAL

SYSTEM

MONITORING

AND

ANNUNCIATIONS

BUS VOLTAGE (VOLTMETERS)

Voltage indication

(VOLTS) for the main and essential buses is

provided at the bottom of the EIS bar, along the left margin of the MFD

or PFD, labeled M BUS E. Main bus voltage is shown numerically

below the M. Essential bus voltage is displayed numerically below the

E. The main bus voltage is measured at the WARN circuit breaker on

the crossfeed bus. The essential bus voltage is measured at the NAV1

ENG circuit breaker on the essential bus.

Normal bus voltages with the alternator operating shall be about 28.0

volts. When the voltage for either main or essential buses is above 32.0

volts, the numerical value and VOLTS text turns red. This warning

indication, along with the HIGH VOLTS annunciation, is an indication

that the alternator is supplying too high of a voltage. The ALT MASTER

Switch should immediately be positioned to OFF. Refer to Section 3,

Emergency Procedures, HIGH VOLTS ANNUNCIATOR COMES ON.

When the voltage for either main or essential buses is below 24.5 volts,

the numeric value and VOLTS text turns red. This warning indication,

along with the LOW VOLTS annunciation, is an indication that the

alternator is not supplying all the power that is required by the airplane.

Indicated voltages between 24.5 and 28.0 volts may occur during low

engine RPM conditions. Refer to note under LOW VOLTAGE

ANNUNCIATION.

(Continued Next Page)

172SPHAUS-05

U.S.

7-53

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

ELECTRICAL SYSTEM (Continued)

ELECTRICAL

SYSTEM

MONITORING

AND

ANNUNCIATIONS (Continued)

AMMETERS

Current indication (AMPS) for both the main and standby batteries is

provided at the bottom of the EIS bar, along the left margin of the MFD

or PFD, labeled M BATT S. Main battery current is numerically

displayed below the M. Main battery current greater than -1.5 amps is

shown in white. Standby battery current is displayed numerically below

the S. A positive current value (shown in white) indicates that the

battery is charging. A negative current value

(shown in amber)

indicates that the battery is discharging. In the event the alternator is

not functioning or the electrical load exceeds the output of the

alternator, the main battery ammeter indicates the main battery

discharge rate.

In the event that standby battery discharge is required, normal steady

state discharge should be less than

4.0 amps. The STBY BATT

annunciator will come on when discharge rates are greater than 0.5

amps for more than 10 seconds. After engine start, with the STBY

BATT switch in the ARM position, the standby battery ammeter should

indicate a charge showing correct charging of the standby battery

system.

STANDBY BATTERY ANNUNCIATION

The STBY BATT annunciator will come on when discharge rates are

greater then

0.5 amps for more than

10 seconds. This caution

annunciation is an indication that the alternator and the main battery

are not supplying the power that is required by the essential bus. If the

condition causing the caution cannot be resolved, flight should be

terminated as soon as practicable.

(Continued Next Page)

7-54

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

ELECTRICAL SYSTEM (Continued)

ELECTRICAL

SYSTEM

MONITORING

AND

ANNUNCIATIONS (Continued)

LOW VOLTAGE ANNUNCIATION

A signal from the ACU, located inside the power distribution module,

provides the trigger for a red LOW VOLTS annunciation shown on the

PFD. LOW VOLTS is displayed when the main bus voltage measured

in the power distribution module is below 24.5 volts. The LOW VOLTS

warning annunciation is an indication that the alternator is not supplying

the power that is required by the airplane. If the conditions causing the

LOW VOLTS warning cannot be resolved, nonessential electrical loads

should be eliminated and the flight should be terminated as soon as

practicable.

NOTE

During low RPM operation, with a high electrical load on the

system, such as during a low RPM taxi, the LOW VOLTS

annunciation may come on, the bus voltage values may

turn red, and main battery ammeter discharge indications

may occur. Under these conditions, increase RPM or

decrease electrical loads to reduce demand on the battery.

In the event an overvoltage condition (or other alternator fault) occurs,

the ACU will automatically open the ALT FIELD circuit breaker,

removing alternator field current and stopping alternator output. The

main battery will then supply current to the electrical system as shown

by a discharge (negative number) on the M BATT ammeter. The LOW

VOLTS annunciator will come on when the system voltage drops below

24.5 volts. Set the ALT FIELD circuit breaker to the ON position (push

in) to energize the ACU. If the warning annunciation goes out and the

main battery (M BATT) ammeter indicates positive current, normal

alternator charging has resumed. If the annunciator comes on again, or

the ALT FIELD circuit breaker opens again, an alternator malfunction

has occurred. If the circuit breaker opens again, do not SET it to the ON

position again. Have a qualified technician determine the cause and

correct the malfunction. Turn off nonessential electrical loads and land

as soon as practicable.

(Continued Next Page)

172SPHAUS-05

U.S.

7-55

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

ELECTRICAL SYSTEM (Continued)

ELECTRICAL

SYSTEM

MONITORING

AND

ANNUNCIATIONS (Continued)

LOW VOLTAGE ANNUNCIATION (Continued)

The ALT FIELD circuit breaker may open on occasion during normal

engine starts due to transient voltages. Provided that normal alternator

output is resumed after the ALT FIELD circuit breaker is reset, these

occurrences are considered nuisance events. If the ALT FIELD circuit

breaker opens after reset, do not close again. Repeated occurrences

indicate a problem with the electrical system that must be corrected by

a qualified maintenance technician before flight.

HIGH VOLTAGE ANNUNCIATION

The HIGH VOLTS annunciator will come on when main or essential bus

voltage is above 32.0 volts. This warning annunciation is an indication

that the alternator is supplying too high of a voltage. The ALT MASTER

switch should immediately be positioned to OFF (refer to Section 3,

Emergency Procedures, HIGH VOLTS ANNUNCIATOR COMES ON).

In the event a HIGH VOLTS condition occurs, the ACU will

automatically open the ALT FIELD circuit breaker, removing alternator

field current and stopping alternator output. The HIGH VOLTS

annunciator is a warning that the ACU automatic alternator shutdown

circuit is not operational and an action from the pilot is required to

position the ALT MASTER to OFF.

(Continued Next Page)

7-56

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

ELECTRICAL SYSTEM (Continued)

CIRCUIT BREAKERS AND FUSES

Individual system circuit breakers are found on the circuit breaker panel

below the pilot's control wheel. All circuit breakers on ESSENTIAL

BUS, AVIONICS BUS 1 and AVIONICS BUS 2 are capable of being

opened, or disengaged from the electrical system, by pulling straight

out on the outer ring for emergency electrical load management. Using

a circuit breaker as a switch is discouraged since the practice will

decrease the life of the circuit breaker. All circuit breakers on

ELECTRICAL BUS 1, ELECTRICAL BUS 2 and CROSSFEED BUS

are not capable of being opened or disengaged.

The power distribution module uses three push-to-reset circuit breakers

for the electrical bus feeders. A fast blow automotive type fuse is used

at the standby battery. The standby battery current shunt circuit uses

two field replaceable fuses located on the standby battery controller

printed circuit board.

Most Garmin G1000 equipment has internal non-field replaceable

fuses. Equipment must be returned to Garmin by an approved service

station for replacement.

(Continued Next Page)

172SPHAUS-05

U.S.

7-57

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

ELECTRICAL SYSTEM (Continued)

EXTERNAL POWER RECEPTACLE

A external power receptacle is integral to the power distribution module

and allows the use of an external power source for cold weather

starting or for lengthy maintenance work on electrical and avionics

equipment. The receptacle is located on the left side of the cowl near

the firewall. Access to the receptacle is gained by opening the

receptacle door.

NOTE

Set the AVIONICS switches BUS 1 and BUS 2 to OFF if no

avionics are required. If maintenance on the avionics

equipment is required, a 28 VDC regulated and filtered

external power source must be provided to prevent damage

to the avionics equipment from transient voltages. Set

AVIONICS switches BUS 1 and BUS 2 to OFF before

starting the engine.

The following check should be made whenever the engine has been

started using external power (after disconnecting the external power

source).

1. MASTER Switch (ALT and BAT) - OFF

2. TAXI and LAND Light Switches - ON

3. Throttle Control - REDUCE TO IDLE

4. MASTER Switch (ALT and BAT) - ON (with taxi and landing lights

turned on)

5. Throttle Control - INCREASE (to approximately 1500 RPM)

6. Main Battery (M BATT) Ammeter - CHECK (Battery charging,

Amps Positive)

7. LOW VOLTS Annunciator - CHECK (Verify annunciator is not

shown)

WARNING

IF M BATT AMMETER DOES NOT SHOW POSITIVE

CHARGE (+ AMPS), OR LOW VOLTS ANNUNCIATOR

DOES NOT GO OFF, REMOVE THE BATTERY FROM

THE AIRPLANE AND SERVICE OR REPLACE THE

BATTERY BEFORE FLIGHT.

7-58

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

LIGHTING SYSTEMS

EXTERIOR LIGHTING

Exterior lighting consists of navigation lights on the wing tips and the tip

of the rudder, landing/taxi lights located on the left wing leading edge, a

flashing beacon mounted on top of the vertical stabilizer, and a strobe

light on each wing tip.

Two courtesy lights are recessed into the lower surfaces of each wing

and provide illumination for each cabin door area. The switch for the

courtesy lights is found on the pilot's overhead console. The rear dome

light and under-wing courtesy lights share the same control switch.

Pressing the rear dome light switch will make the lights come on and

pressing it again will make the lights go out.

All other exterior lights are operated by switches found on the lighted

switch panel to the left of the PFD. Exterior lights are grouped together

in the LIGHTS section of the switch panel. To activate the BEACON,

LAND (landing light), TAXI (taxi light), NAV, and STROBE light(s), place

the switch in the up position. Circuit breakers for the lights are found on

the lighted circuit breaker panel on the lower left instrument panel,

below the PFD. Circuit breakers are grouped by electrical bus with

BEACON and LAND on ELECTRICAL BUS 1 and TAXI, NAV and

STROBE on ELECTRICAL BUS 2.

NOTE

The strobes and flashing beacon should not be used when

flying through clouds or overcast; the flashing light reflected

from water droplets or particles in the atmosphere,

particularly at night, can produce vertigo and loss of

orientation.

(Continued Next Page)

172SPHAUS-05

U.S.

7-59

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

LIGHTING SYSTEMS (Continued)

INTERIOR LIGHTING

Interior lighting is controlled by a combination of dimmable crew area

flood lighting, internally lit switch and circuit breaker panels, avionics

panel lighting, standby instrument lighting, pedestal lighting, pilot

control wheel map lighting and passenger area flood lighting.

For airplanes serials

172S9810 thru 172S10102, flood lighting is

accomplished using one dimmable light in the front crew area and one

dome light in the rear passenger area. These lights are contained in the

overhead console, and are controlled by either the dimmer control for

the front flood light, and an on-off type push button switch for the rear

dome light. The front lights can be rotated to provide directional lighting

for the pilot and front passenger. The rear dome light provides for

general illumination in the rear cabin area. Rear dome light and

courtesy lights, located under the wing, share the same control switch.

For airplanes serials 172S10103 thru 172S10467 and 172S10469 thru

172S10506 and 172S10508 thru 172S10639 and 172S10641 thru

172S10655, flood lighting is accomplished using two dimmable lights in

the front crew area and one dome light in the rear passenger area.

These lights are contained in the overhead console, and are controlled

by dimmer controls for the front flood lights, and an on-off type push

button switch for the rear dome light. The front flood lights can be

rotated to provide directional lighting for the pilot and front passenger.

The rear dome light provides for general illumination in the rear cabin

area. Rear dome light and courtesy lights, located under the wing,

share the same control switch.

Lighting of the switch panel, circuit breaker panel, engine controls and

environmental control panel is accomplished by using internally lit LED

panels. Rotating the SW/CB PANELS dimmer, found on the switch

panel in the DIMMING group, controls the lighting level for both panels.

Rotating the dimmer counterclockwise decreases light intensity from

the highest level to off.

Pedestal lighting consists of two hooded lights found at various

locations on the pedestal. Rotating the PEDESTAL light dimmer, found

on the switch panel in the DIMMING group, controls the pedestal lights.

Rotating the dimmer counterclockwise decreases light intensity from

the highest level to off.

(Continued Next Page)

7-60

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

LIGHTING SYSTEMS (Continued)

INTERIOR LIGHTING (Continued)

Avionics panel lighting consists of the PFD and MFD bezel and display

lighting, audio panel lighting, and KAP 140 Autopilot flight computer

keys and display lighting (if installed). Rotating the AVIONICS dimmer,

found on the switch panel in the DIMMING group, controls the lighting

level. Positioning the dimmer control in the off position, by rotating the

control knob fully counterclockwise, causes the avionics displays to use

internal photocells to automatically control the lighting levels. This is the

recommended use of the avionics lighting for all day and lower lighting

levels where lighting of the avionics bezels and keys is not required. In

low to night lighting levels rotating the AVIONICS dimmer control

clockwise from the off position places all avionics lighting level control

to the AVIONICS dimmer control. This is the recommended use of

avionics lighting for night and low lighting conditions to allow the pilot

control of the avionics illumination levels as dark adaptation occurs.

Rotating the STBY IND dimmer control, found on the switch panel in

the DIMMING group, controls lighting of the standby airspeed indicator,

attitude indicator, altimeter and non-stabilized magnetic compass.

Rotating the dimmer control counterclockwise decreases light intensity

from the highest level to off.

Pilot's chart (map) lighting is accomplished by use of a rheostat and a

light assembly, both found on the lower surface of the pilot's control

wheel. The light provides downward illumination from the bottom of the

control wheel to the pilot's lap area. To operate the light, first turn the

NAV light switch ON, and then adjust the map light intensity using the

knurled rheostat knob. Rotating the dimmer clockwise (when facing up)

increases light intensity, and rotating the dimmer counterclockwise

decreases light intensity.

Regardless of the light system in question, the most probable cause of

a light failure is a burned out bulb. However, in the event any lighting

systems fails to come on, check the appropriate circuit breaker. For

interior lighting failure check the PANEL LTS circuit breaker, and for

exterior lighting failure check the associated light function circuit

breaker

(i.e. landing light, LAND LT circuit breaker). If the circuit

breaker has opened, and there is no obvious indication of a short circuit

(smoke or odor), turn the affected lights OFF, reset the circuit breaker,

and turn the lights ON again. If the circuit breaker opens again, do not

reset until maintenance has been performed.

172SPHAUS-05

U.S.

7-61

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

CABIN HEATING, VENTILATING AND DEFROSTING

SYSTEM

The temperature and volume of airflow into the cabin can be regulated

by manipulation of the push-pull CABIN HT and CABIN AIR control

knobs, refer to Figure 7-8. Both control knobs are the double button

locking-type and permit intermediate control settings.

For cabin ventilation, pull the CABIN AIR control knob full out. To raise

the air temperature, pull the CABIN HT control knob out approximately

1/4 to 1/2 inch for a small amount of cabin heat. Additional heat is

available by pulling the CABIN HT control knob out farther; maximum

heat is available with the CABIN HT control knob pulled full out and the

CABIN AIR control knob pushed full in. When no heat is desired in the

cabin, the CABIN HT control knob is pushed full in.

Front cabin heat and ventilating air is supplied by outlet holes spaced

across a cabin manifold just forward of the pilot's and front passenger's

feet. Rear cabin heat and air is supplied by two ducts from the manifold,

one extending down each side of the cabin to an outlet just aft of the

rudder pedals at floor level. Windshield defrost air is also supplied by

two ducts leading from the cabin manifold to defroster outlets near the

lower edge of the windshield. Two knobs control sliding valves in either

defroster outlet to permit regulation of defroster airflow.

Separate adjustable ventilators supply additional air; one near each

upper corner of the windshield supplies air for the pilot and front

passenger, and two ventilators are available for the rear cabin area to

supply air to the rear seat passengers. There are additional ventilators

located in various positions in the cockpit.

7-62

U.S.

172SPHAUS-05

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

PITOT-STATIC SYSTEM AND INSTRUMENTS

The pitot-static system uses a heated total pressure

(pitot) head

mounted on the lower surface of the left wing, external static port

mounted on the left side of the forward fuselage and associated

plumbing to connect the air data computer and the conventional pitot-

static instruments to the sources.

The heated pitot system uses an electrical heating element built in the

body of the pitot head. The PITOT HEAT control switch is found on the

switch panel below the lower left corner of the PFD. The PITOT HEAT

circuit breaker is found on the circuit breaker panel at the lower left side

of the pilot panel.

A static pressure alternate source valve (ALT STATIC AIR) is located

adjacent to the throttle control. The ALT STATIC AIR valve provides

static pressure from inside the cabin if the external static pressure

source becomes blocked.

If erroneous instrument readings are suspected due to water or ice in

the pressure line going to the standard external static pressure source,

the alternate static source valve should be pulled on.

Pressures within the cabin will vary with open heaters/vents and

windows. Refer to Section 5, Figure 5-1 (Sheet 2), for the Airspeed

Calibration, Alternate Static Source correction chart.

7-64

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

VACUUM SYSTEM AND INSTRUMENTS

The vacuum system, refer to Figure

7-9, provides the vacuum

necessary to operate the standby attitude indicator. The system

consists of one engine-driven vacuum pump, a vacuum regulator, the

standby attitude indicator, a vacuum system air filter, and a vacuum

transducer. The vacuum transducer provides a signal to the engine

display that is processed and displayed as vacuum on the EIS ENGINE

page. If available vacuum, from the engine-driven vacuum pump, drops

below 3.5 in.hg., the LOW VACUUM annunciator will display in amber

on the PFD.

ATTITUDE INDICATOR

The standby attitude indicator is a vacuum-powered gyroscopic

instrument, found on the center instrument panel below the MFD. The

attitude indicator includes a low-vacuum warning flag (GYRO) that

comes into view when the vacuum is below the level necessary for

reliable gyroscope operation.

VACUUM INDICATOR

The vacuum indicator is incorporated on the EIS ENGINE page, found

along the left side of the PFD during engine start or the left edge of the

MFD during normal operation. During reversionary operation, the EIS

bar appears along the left side of the operational display.

LOW VACUUM ANNUNCIATION

A low vacuum condition is annunciated along the right side of the PFD

by a amber LOW VACUUM annunciator.

172SPHAUS-05

U.S.

7-65

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

CLOCK/O.A.T. INDICATOR

A numerical time or clock window, based on GPS time, and an outside

air temperature (O.A.T.) indicator window are provided along the lower

edge of the PFD. The O.A.T. indicator uses an air temperature sensor

located on top of the cabin.

STALL WARNING SYSTEM

The airplane is equipped with a pneumatic-type stall warning system

consisting of an inlet in the leading edge of the left wing, an air-

operated horn near the upper left corner of the windshield, and

associated plumbing. As the airplane approaches a stall, the low

pressure on the upper surface of the wings moves forward around the

leading edge of the wings. This low pressure creates a differential

pressure in the stall warning system which draws air through the

warning horn, resulting in a audible warning at 5 to 10 knots above stall

in all flight conditions.

The stall warning system should be checked during the preflight

inspection by applying suction to the system either by placing a clean

handkerchief over the vent opening and applying suction or using some

other type of suction device to activate the warning horn. The system is

operational if the warning horn sounds when suction is applied.

172SPHAUS-05

U.S.

7-67

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

STANDARD AVIONICS

The Garmin G1000 Avionics System is an integrated flight control and

navigation system. The system combines primary flight instruments,

communications, airplane system information and navigational

information all displayed on two color displays. The G1000 system

consists of the following pieces of equipment:

GARMIN DISPLAY UNITS (GDU)

Two identical units are mounted on the instrument panel. One, located

in front of the pilot, is configured as a PFD. A second panel, located to

the right, is configured as a MFD.

The PFD displays roll and pitch information, heading and course

navigation information, plus altitude, airspeed and vertical speed

information to the pilot. The PFD also controls and displays all

communication and navigation frequencies as well as displaying

warning/status annunciations of airplane systems.

The MFD displays a large scalable, moving map that corresponds to

the airplane's current location. Data from other components of the

system can be overlaid on this map. Location and direction of

movement of nearby aircraft, lightning and weather information can all

be displayed on the MFD. The MFD is also the principle display for all

of the engine, fuel, and electrical system parameters.

The reversionary mode places the flight information and basic engine

information on both the PFD and the MFD. This feature allows the pilot

full access to all necessary information should either of the display

screens malfunction.

(Continued Next Page)

7-68

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

STANDARD AVIONICS (Continued)

AUDIO PANEL (GMA)

The audio panel for the G1000 system integrates all of the

communication and navigation digital audio signals, intercom system

and marker beacon controls in one unit. It is installed on the instrument

panel between the PFD and the MFD. The audio panel also controls

the reversionary mode for the PFD and MFD.

NOTE

Use of the COM 1/2 function is not approved.

INTEGRATED AVIONICS UNIT (GIA)

Two integrated avionics units are installed in the G1000 system. They

are mounted in racks in the tailcone, behind the baggage curtain.

These units act as the main communications hub linking all of the other

peripheral parts to the GDU displays. Each unit contains a GPS

receiver, a VHF navigation receiver, VHF communication transceiver

and the main system microprocessors. The first GIA unit to acquire a

GPS satellite 3-D navigation signal is the active GPS source.

ATTITUDE AND HEADING REFERENCE SYSTEM (AHRS)

AND MAGNETOMETER (GRS)

The AHRS provides airplane attitude and flight characteristics

information to the G1000 displays and to the integrated avionics units,

which is located in the tailcone of the airplane. The AHRS unit contains

accelerometers, tilt sensors and rate sensors that replace spinning

mass gyros used in other airplanes. The magnetometer is located

inside the left wing panel and interfaces with the AHRS to provide

heading information.

(Continued Next Page)

172SPHAUS-05

U.S.

7-69

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

STANDARD AVIONICS (Continued)

AIR DATA COMPUTER (GDC)

The Air Data Computer (ADC) compiles information from the airplane's

pitot-static system. The ADC unit is mounted behind the instrument

panel, just forward of the MFD. An outside air temperature probe,

mounted on top of the cabin, is connected to the ADC. The ADC

calculates pressure altitude, airspeed, true airspeed, vertical speed and

outside air temperature.

ENGINE MONITOR (GEA)

The Engine Monitor is responsible for receiving and processing the

signals from all of the engine and airframe sensors. It is connected to

all of the CHT measuring sensors, EGT sensors, RPM, fuel flow and to

the fuel gauging system. This unit transmits this information to the

engine display computers.

TRANSPONDER (GTX)

The full-featured Mode S transponder provides Mode A, C and S

functions. Control and operation of the transponder is accomplished

using the PFD. The transponder unit is mounted in the tailcone avionics

racks.

(Continued Next Page)

7-70

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

STANDARD AVIONICS (Continued)

BENDIX/KING KAP 140 2 AXIS AUTOPILOT (if installed)

Refer to Section 9, Supplements 3, for operating information.

WARNING

WHEN THE KAP 140 AUTOPILOT IS ENGAGED IN NAV,

APR OR REV OPERATING MODES, IF THE HSI

NAVIGATION SOURCE IS CHANGED FROM GPS TO

NAV1 AUTOMATICALLY OR MANUALLY (USING THE

CDI SOFTKEY) OR MANUALLY FROM NAV2 TO GPS,

THE CHANGE WILL INTERRUPT THE NAVIGATION

SIGNAL TO THE AUTOPILOT AND WILL CAUSE THE

AUTOPILOT TO REVERT TO ROL MODE OPERATION.

NO WARNING CHIME OR PFD ANNUNCIATION IS

PROVIDED. THE PREVIOUSLY SELECTED MODE

SYMBOL SHOWN ON THE AUTOPILOT DISPLAY WILL

BE FLASHING TO SHOW THE REVERSION TO ROL

MODE OPERATION. IN ROL MODE, THE AUTOPILOT

WILL ONLY KEEP THE WINGS LEVEL AND WILL NOT

CORRECT THE AIRPLANE HEADING OR COURSE. SET

THE HDG BUG TO THE CORRECT HEADING AND

SELECT THE CORRECT NAVIGATION SOURCE ON

THE HSI USING THE CDI SOFTKEY BEFORE

ENGAGING THE AUTOPILOT IN ANY OTHER

OPERATING MODE.

XM WEATHER AND RADIO DATA LINK (GDL) (if installed)

The XM weather and radio data link provides weather information and

digital audio entertainment in the cockpit. The unit is mounted in the

tailcone, behind the baggage curtain. This unit communicates with the

MFD on the high-speed data bus. XM weather and XM radio operate in

the S-band frequency range to provide continuous uplink capabilities at

any altitude throughout North America. A subscription to the XM

satellite radio service is required for the XM weather and radio data link

to be used.

(Continued Next Page)

172SPHAUS-05

U.S.

7-71

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

AVIONICS SUPPORT EQUIPMENT

Avionics cooling fans, antennas, microphone and headset provisions,

power converter and static discharge wicks support the operation of the

avionics equipment installations.

AVIONICS COOLING FANS

Four DC electric fans provide forced air and ambient air circulation

cooling for the G1000 avionics equipment. A single fan in the tailcone

provides forced air cooling to the integrated avionics units and to the

transponder. A fan located forward of the instrument panel removes air

from between the firewall bulkhead and instrument panel, directing the

warm air up at the inside of the windshield. Two additional fans blow air

directly onto the heat sinks located on the forward sides of the PFD and

MFD.

Power is provided to these fans when the MASTER (BAT) switch and

the AVIONICS (BUS 1 and BUS 2) switch are all ON.

NOTE

None of the cooling fans will operate when the essential

bus avionics equipment is being powered by the standby

battery.

(Continued Next Page)

7-72

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

AVIONICS SUPPORT EQUIPMENT (Continued)

ANTENNAS

Two combination VHF COM/GPS antennas are mounted on the top of

the cabin. The dual-mode COM 1/GPS 1 antenna is mounted on the

right side and the tri-mode COM 2/GPS 2/GDL antenna is mounted on

the left side. They are connected to the two VHF communication

transceivers, the two GPS receivers in the integrated avionics units,

and the GDL.

A blade-type navigation antenna is mounted on either side of the

vertical stabilizer. This antenna provides VOR and glideslope signals to

the VHF navigation receivers contained in the integrated avionics units.

The marker beacon antenna is mounted on the bottom of the tailcone.

It provides the signal to the marker beacon receiver located in the audio

panel.

The transponder antenna is mounted on the bottom of the cabin and is

connected to the Mode S transponder by a coaxial transmission cable.

The Bendix/King Distance Measuring Equipment (DME) antenna (if

installed) is mounted on the bottom of the tailcone and is connected to

the Bendix/King DME receiver by a coaxial cable.

(Continued Next Page)

172SPHAUS-05

U.S.

7-73

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

AVIONICS SUPPORT EQUIPMENT (Continued)

MICROPHONE AND HEADSET INSTALLATIONS

Standard equipment for the airplane includes a hand-held microphone,

an overhead speaker, two remote-keyed microphone switches on the

control wheels, and provisions for communications headsets at each

pilot and passenger station.

The hand-held microphone includes an integral push-to-talk switch.

This microphone is plugged in at the center pedestal and is accessible

to both the pilot and front passenger. Pressing the push-to-talk switch

allows voice transmission on the COM radios.

The overhead speaker is located in the center overhead console.

Volume and output for this speaker are controlled through the audio

panel.

Each control wheel contains a push-to-talk switch. This switch allows

the pilot or front passenger to transmit on the COM radios using remote

microphones.

Each seat position of the airplane has provisions for aviation-style

headsets. Microphone and headphone jacks are located on each

respective sidewall panel for communications between passengers and

pilot. The system is designed so that microphones are voice activated.

Only the pilot or front passenger can transmit through the COM radios.

NOTE

To ensure audibility and clarity when transmitting with the

hand-held microphone, always hold it as closely as possible

to the lips, then press the transmit switch and speak directly

into it. Avoid covering the opening on the back side of

microphone for optimum noise canceling.

(Continued Next Page)

7-74

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

AVIONICS SUPPORT EQUIPMENT (Continued)

AUXILIARY AUDIO INPUT JACK

An auxiliary audio input jack (AUX AUDIO IN) is located on the center

pedestal, refer to Figure 7-2. It allows entertainment audio devices such

as cassette, compact disc, and MP3 players to play music over the

airplane's headsets.

The signal from AUX AUDIO IN is automatically muted during radio

communications or pilot selection of crew intercom isolation modes

located on the audio panel. The AUX key on the audio panel does not

control the AUX AUDIO IN signal. For a more complete description and

operating instructions of the audio panel, refer to the Garmin G1000

CRG.

Since the entertainment audio input is not controlled by a switch, there

is no way to deselect the entertainment source except to disconnect the

source at the audio input connector. In the event of a high pilot

workload and/or heavy traffic, it is wise to disable the entertainment

audio to eliminate a source of distraction for the flight crew.

NOTE

• Passenger briefing should specify that AUX AUDIO IN

(entertainment audio input) and Portable Electronic

Device (PED) use is permitted only during the enroute

phase of flight.

• Disconnect the cable from the AUX AUDIO IN jack when

not in use.

• Use caution with audio cables in the cabin to avoid

entangling occupants or cabin furnishings and to prevent

damage to cables.

(Continued Next Page)

172SPHAUS-05

U.S.

7-75

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

AVIONICS SUPPORT EQUIPMENT (Continued)

12V POWER OUTLET

A power converter, located on the cabin side of the firewall just forward

of the right instrument panel, reduces the airplane's 28 VDC power to

12 VDC. This converter provides up to 10 amps of power to operate

portable devices such as notebook computers and audio players. The

power output connector (POWER OUTLET 12V -10A) is located on the

center pedestal, refer to Figure 7-2.

For airplanes serials 172S10103 thru 172S10467 and 172S10469 thru

172S10506 and 172S10508 thru 172S10639 and 172S10641 thru

172S10655, a switch located on the switch panel labeled CABIN PWR

12V controls the operation of the power outlet.

CAUTION

• CHARGING OF LITHIUM BATTERIES MAY CAUSE

THE LITHIUM BATTERIES TO EXPLODE.

• TAKE CARE TO OBSERVE THE MANUFACTURER'S

POWER REQUIREMENTS PRIOR TO PLUGGING

ANY DEVICE INTO THE 12 VOLT CABIN POWER

SYSTEM CONNECTOR. THIS SYSTEM IS LIMITED TO

A MAXIMUM OF 10 AMPS.

• USE CAUTION WITH POWER/ADAPTER CABLES IN

THE CABIN TO AVOID ENTANGLING OCCUPANTS

OR CABIN FURNISHINGS AND TO PREVENT

DAMAGE TO CABLES SUPPLYING LIVE ELECTRIC

CURRENT.

• DISCONNECT POWER/ADAPTER CABLES WHEN

NOT IN USE.

(Continued Next Page)

7-76

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

AVIONICS SUPPORT EQUIPMENT (Continued)

STATIC DISCHARGERS

Static dischargers are installed at various points throughout the

airframe to reduce interference from precipitation static. Under some

severe static conditions, loss of radio signals is possible even with

static dischargers installed. Whenever possible, avoid known severe

precipitation areas to prevent loss of dependable radio signals. If

avoidance is impractical, minimize airspeed and anticipate temporary

loss of radio signals while in these areas.

Static dischargers lose their effectiveness with age, and therefore,

should be checked periodically, at least at every annual inspection, by a

qualified technician.

172SPHAUS-05

U.S.

7-77

SECTION 7

CESSNA

AIRPLANE AND SYSTEM DESCRIPTION

MODEL 172S NAV III

KAP 140 AUTOPILOT

CABIN FEATURES

EMERGENCY LOCATOR TRANSMITTER (ELT)

Refer to Section

9, Supplements

6, or

9 for appropriate ELT

operating information.

CABIN FIRE EXTINGUISHER

A portable Halon 1211 (Bromochlorodifluoromethane) fire extinguisher

is installed in a holder on the floorboard between the front seats to be

accessible in case of fire. The extinguisher is classified

5B:C by

Underwriters Laboratories.

The extinguisher should be checked prior to each flight to ensure that

the pressure of the contents, as indicated by the gage at the top of the

extinguisher, is within the green arc (approximately 125 psi) and the

operating lever lock pin is securely in place.

To operate the fire extinguisher:

1. Loosen retaining clamp(s) and remove extinguisher from bracket.

2. Hold extinguisher upright, pull operating ring pin, and press lever

while directing the liquid at the base of the fire at the near edge.

Progress toward the back of the fire by moving the nozzle rapidly

with a side-to-side sweeping motion.

WARNING

VENTILATE THE CABIN PROMPTLY AFTER

SUCCESSFULLY EXTINGUISHING THE FIRE TO

REDUCE THE GASES PRODUCED BY THERMAL

DECOMPOSITION.

3. The contents of the cabin fire extinguisher will empty in

approximately eight seconds of continuous use.

Fire extinguishers should be recharged by a qualified fire extinguisher

agency after each use. After recharging, secure the extinguisher to its

mounting bracket.

(Continued Next Page)

7-78

U.S.

172SPHAUS-05

CESSNA

SECTION 7

MODEL 172S NAV III

AIRPLANE AND SYSTEM DESCRIPTION

KAP 140 AUTOPILOT

CABIN FEATURES (Continued)

CARBON MONOXIDE DETECTION SYSTEM (if installed)

The carbon monoxide (CO) detection system consist of a single

detector located behind the instrument panel, powered by the

airplane’s DC electrical system and integrated in the Garmin G1000

system with a warning annunciation and alert messages displayed on

the PFD.

When the CO detection system senses a CO level of 50 parts-per-

million

(PPM) by volume or greater the alarm turns on a flashing

warning annunciation, CO LVL HIGH, in the annunciation window on

the PFD with a continuous tone until the PFD softkey below WARNING

is pushed. It then remains on steady until the CO level drops below 50

PPM and automatically resets the alarm.

If the CO system detects a problem within the system that requires

service, a CO DET SRVC message is displayed in the alerts window of

the PFD. If there is an interface problem between the G1000 system

and the CO system a CO DET FAIL message is displayed in the alerts

window of the PFD.

172SPHAUS-05

U.S.

7-79/7-80

CESSNA

SECTION 8

MODEL 172S NAV III

AIRPLANE HANDLING, SERVICE

KAP 140 AUTOPILOT

AND MAINTENANCE

AIRPLANE HANDLING, SERVICE

AND MAINTENANCE

TABLE OF CONTENTS

Page

Introduction

8-3

Identification Plate

8-3

Cessna Owner Advisories

8-4

United States Airplane Owners

8-4

International Airplane Owners

8-4

Publications

8-5

Airplane File

8-6

Airplane Inspection Periods

8-7

FAA Required Inspections

8-7

Cessna Inspection Programs

8-7

Cessna Customer Care Program

8-8

Pilot Conducted Preventive Maintenance

8-8

Alterations Or Repairs

8-9

Ground Handling

8-9

Towing

8-9

Parking

8-9

Tiedown

8-10

Jacking

8-10

Leveling

8-11

Flyable Storage

8-11

Servicing

8-12

Oil

8-13

Oil Specification

8-13

Recommended Viscosity For Temperature Range

8-13

Capacity Of Engine Sump

8-14

Oil And Oil Filter Change

8-14

(Continued Next Page)

172SPHAUS-05

U.S.

8-1

CESSNA

SECTION 8

MODEL 172S NAV III

AIRPLANE HANDLING, SERVICE

KAP 140 AUTOPILOT

AND MAINTENANCE

INTRODUCTION

This section contains factory recommended procedures for proper

ground handling and routine care and servicing of your airplane. It also

identifies certain inspection and maintenance requirements which must

be followed if your airplane is to retain that new airplane performance

and dependability. It is important to follow a planned schedule of

lubrication and preventive maintenance based on climatic and flying

conditions encountered in your local area.

Keep in touch with your local Cessna Authorized Service Facility and

take advantage of their knowledge and experience. Your Cessna

Authorized Service Facility knows your airplane and how to maintain it,

and will remind you when lubrications and oil changes are necessary,

as well as other seasonal and periodic services.

The airplane should be regularly inspected and maintained in

accordance with information found in the airplane maintenance manual

and in company issued service bulletins and service letters. All service

bulletins pertaining to the airplane by serial number should be

accomplished and the airplane should receive repetitive and required

inspections. Cessna does not condone modifications, whether by

Supplemental Type Certificate

(STC) or otherwise, unless these

certificates are held and/or approved by Cessna. Other modifications

may void warranties on the airplane since Cessna has no way of

knowing the full effect on the overall airplane. Operation of an airplane

that has been modified may be a risk to the occupants, and operating

procedures and performance data set forth in the POH may no longer

be considered accurate for the modified airplane.

IDENTIFICATION PLATE

All correspondence regarding your airplane should include the Serial

Number. The Serial Number, Model Number, Production Certificate

Number (PC) and Type Certificate Number (TC) can be found on the

Identification Plate, located on the aft left tailcone. The Finish and Trim

Plate, which is installed on the lower part of the left forward doorpost,

contains a code describing the exterior paint combination of the

airplane. The code may be used in conjunction with an applicable

Illustrated Parts Catalog if finish and trim information is needed.

172SPHAUS-05

U.S.

8-3

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 172S NAV III

AND MAINTENANCE

KAP 140 AUTOPILOT

CESSNA OWNER ADVISORIES

Cessna Owner Advisories are sent to Cessna Aircraft FAA Registered

owners of record at no charge to inform them about mandatory and/or

beneficial airplane service requirements and product changes. Copies

of the actual bulletins are available from Cessna Authorized Service

Facilities and Cessna Customer Care.

As a convenience, service documents are now available online to all

our customers through a simple, free-of-charge registration process. If

you would like to sign up, please visit the “Customer Support Login” link

at www.cessna.com to register.

UNITED STATES AIRPLANE OWNERS

If your airplane is registered in the U.S., appropriate Cessna Owner

Advisories will be mailed to you automatically according to the latest

airplane registration name and address which you have provided to the

FAA. Therefore, it is important that you provide correct and up to date

mailing information to the FAA.

If you require a duplicate Owner Advisory to be sent to an address

different from the FAA aircraft registration address, please complete

and return an Owner Advisory Application (otherwise no action is

required on your part).

INTERNATIONAL AIRPLANE OWNERS

To receive Cessna Owner Advisories, please complete and return an

Owner Advisory Application.

Receipt of a valid Owner Advisory Application will establish your

Cessna Owner Advisory service for one year, after which you will be

sent a renewal notice. It is important that you respond promptly to

update your address for this critical service.

8-4

U.S.

172SPHAUS-05

CESSNA

SECTION 8

MODEL 172S NAV III

AIRPLANE HANDLING, SERVICE

KAP 140 AUTOPILOT

AND MAINTENANCE

PUBLICATIONS

Various publications and flight operation aids are furnished in the

airplane when delivered from the factory. These items are listed below.

• Customer Care Program Handbook

• Pilot’s Operating Handbook and FAA Approved Airplane

Flight Manual

• Pilot’s Checklist

• Passenger Briefing Card

• Cessna Authorized Service Facility Directory

To obtain additional publications or owner advisory information, you

may contact Cessna Customer Care at (316) 517-5800, Fax (316) 517-

7271 or write to Cessna Aircraft Company, P.O. Box 7706, Attn. Dept.

569, Wichita, KS 67277.

The following additional publications, plus many other supplies that are

applicable to your airplane, are available from a Cessna Authorized

Service Facility.

• Information Manual

(contains Pilot’s Operating

Handbook Information)

• Maintenance Manual, Wiring Diagram Manual and

Illustrated Parts Catalog

Cessna Authorized Service Facilities have access to a Customer Care

Supplies and Publications Catalog covering all available items, many of

which the Authorized Service Facility keeps on hand. The Authorized

Service Facility can place an order for any item which is not in stock.

NOTE

A Pilot's Operating Handbook and FAA Approved Airplane

Flight Manual which is lost or destroyed may be replaced by

contacting a Cessna Customer Care.

172SPHAUS-05

U.S.

8-5

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 172S NAV III

AND MAINTENANCE

KAP 140 AUTOPILOT

AIRPLANE FILE

There are miscellaneous data, information and licenses that are a part

of the airplane file. The following is a checklist for that file. In addition, a

periodic check should be made of the latest Federal Aviation

Regulations to ensure that all data requirements are met.

To be displayed in the airplane at all times:

1. Aircraft Airworthiness Certificate (FAA Form 8100-2)

2. Aircraft Registration Certificate (FAA Form 8050-3)

3. Aircraft Radio Station License, (if applicable)

To be carried in the airplane at all times:

1. Current Pilot's Operating Handbook and FAA Approved Airplane

Flight Manual

2. Garmin G1000 Cockpit Reference Guide (190-00384-00 Rev. B

or subsequent)

3. Weight and Balance, and associated papers (latest copy of the

Repair and Alteration Form, FAA Form 337, if applicable)

4. Equipment List

To be made available upon request:

1. Airplane Logbook

2. Engine Logbook

Most of the items listed are required by the United States Federal

Aviation Regulations. Since the regulations of other nations may

require other documents and data, owners of airplanes not registered in

the United States should check with their own aviation officials to

determine their individual requirements.

Cessna recommends that these items, plus the Pilot's Checklists,

Customer Care Program Handbook and Customer Care Card, be

carried in the airplane at all times.

8-6

U.S.

172SPHAUS-05

CESSNA

SECTION 8

MODEL 172S NAV III

AIRPLANE HANDLING, SERVICE

KAP 140 AUTOPILOT

AND MAINTENANCE

AIRPLANE INSPECTION PERIODS

FAA REQUIRED INSPECTIONS

As required by U.S. Federal Aviation Regulations, all civil aircraft of

U.S. registry must undergo a complete inspection (annual) each twelve

calendar months. In addition to the required annual inspection, aircraft

operated commercially (for hire) must have a complete inspection

every 100 hours of operation.

The FAA may require other inspections by the issuance of

Airworthiness Directives

(ADs) applicable to the airplane, engine,

propeller and components. It is the responsibility of the owner/operator

to ensure compliance with all applicable airworthiness directives, and

when the inspections are repetitive, to take appropriate steps to prevent

inadvertent noncompliance.

CESSNA INSPECTION PROGRAMS

In lieu of the 100 hour and annual inspection requirements, an airplane

may be inspected in accordance with a Progressive Care Inspection

Program or a PhaseCard Inspection Program. Both programs offer

systems which allow the work load to be divided into smaller operations

that can be accomplished in shorter time periods.

The Cessna Progressive Care Inspection Program allows an airplane

to be inspected and maintained in four operations. The four operations

are recycled each 200 hours and are recorded in a specially provided

Aircraft Inspection Log as each operation is conducted.

The PhaseCard Inspection Program offers a parallel system for high-

utilization flight operations (approximately 600 flight hours per year).

This system utilizes 50 hour intervals (Phase 1 and Phase 2) to inspect

high-usage systems and components. At 12 months or 600 flight hours,

whichever occurs first, the airplane undergoes a complete (Phase 3)

inspection.

Regardless of the inspection method selected, the owner should keep

in mind that 14 CFR 43 and 14 CFR 91 establishes the requirement

that properly certified agencies or personnel accomplish all required

FAA inspections and most of the manufacturer recommended

inspections.

(Continued Next Page)

172SPHAUS-05

U.S.

8-7

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 172S NAV III

AND MAINTENANCE

KAP 140 AUTOPILOT

AIRPLANE INSPECTION PERIODS (Continued)

CESSNA CUSTOMER CARE PROGRAM

Specific benefits and provisions of the Cessna Warranty plus other

important benefits for you are contained in the Customer Care Program

Handbook supplied with the airplane. The Customer Care Program

Handbook should be thoroughly reviewed and kept in the airplane at all

times.

Contact a Cessna Authorized Service Facility either at 50 hours for

your first Progressive Care Operation, or at 100 hours for your first 100

hour inspection depending on the program chosen for the airplane.

These inspections can be performed by any Cessna Authorized

Service Facility.

PILOT CONDUCTED PREVENTIVE MAINTENANCE

A certified pilot who owns or operates an airplane not used as an air

carrier is authorized by 14 CFR 43 to perform limited maintenance on

his airplane. Refer to 14 CFR 43 for a list of the specific maintenance

operations which are allowed.

NOTE

Pilots operating airplanes of other than U.S. registry should

refer to the regulations of the country of certification for

information on preventive maintenance that may be

performed by pilots.

A Maintenance Manual must be obtained prior to performing any

preventive maintenance to ensure that proper procedures are followed.

A Cessna Authorized Service Facility should be contacted for further

information or for required maintenance which must be accomplished

by appropriately licensed personnel.

8-8

U.S.

172SPHAUS-05

CESSNA

SECTION 8

MODEL 172S NAV III

AIRPLANE HANDLING, SERVICE

KAP 140 AUTOPILOT

AND MAINTENANCE

ALTERATIONS OR REPAIRS

It is essential that the FAA be contacted prior to any alterations on the

airplane to ensure that airworthiness of the airplane is not violated.

Alterations or repairs to the airplane must be accomplished by licensed

personnel, utilizing only FAA Approved components and FAA Approved

data, such as Cessna Service Bulletins.

GROUND HANDLING

TOWING

The airplane is most easily and safely maneuvered by hand with the

tow bar attached to the nosewheel (the tow bar is stowed on the side of

the baggage area). When towing with a vehicle, do not exceed the

nose gear turning angle of 30° either side of center, or damage to the

nose landing gear will result.

CAUTION

REMOVE ANY INSTALLED RUDDER LOCK BEFORE

TOWING.

If the airplane is towed or pushed over a rough surface during

hangaring, watch that the normal cushioning action of the nose strut

does not cause excessive vertical movement of the tail and the

resulting contact with low hangar doors or structure. A flat nose tire or

deflated strut will also increase tail height.

PARKING

When parking the airplane, head into the wind and set the parking

brake. Do not set the parking brake during cold weather when

accumulated moisture may freeze the brakes, or when the brakes are

overheated. Install the control wheel lock and chock the wheels. In

severe weather and high wind conditions, tie the airplane down as

outlined in the following paragraph.

(Continued Next Page)

172SPHAUS-05

U.S.

8-9

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 172S NAV III

AND MAINTENANCE

KAP 140 AUTOPILOT

GROUND HANDLING (Continued)

TIEDOWN

Proper tiedown procedure is the best precaution against damage to the

parked airplane by gusty or strong winds. To tiedown the airplane

securely, proceed as follows:

1. Set the parking brake and install the control wheel lock.

2. Install a surface control lock over the fin and rudder.

3. Tie sufficiently strong ropes or chains

(700 pounds tensile

strength) to the wing, tail and nose tiedown fittings and secure

each rope or chain to a ramp tiedown.

4. Install a pitot tube cover.

JACKING

When a requirement exists to jack the entire airplane off the ground, or

when wing jack points are used in the jacking operation, refer to the

Maintenance Manual for specific procedures and equipment required.

Individual main gear may be jacked by using the jack pad which is

incorporated in the main landing gear strut step bracket. When using

the individual gear strut jack pad, flexibility of the gear strut will cause

the main wheel to slide inboard as the wheel is raised, tilting the jack.

The jack must then be lowered for a second jacking operation. Do not

jack both main wheels simultaneously using the individual main gear

jack pads.

CAUTION

DO NOT APPLY PRESSURE ON THE ELEVATOR OR

HORIZONTAL STABILIZER SURFACES. WHEN

PUSHING ON THE TAILCONE, ALWAYS APPLY

PRESSURE AT A BULKHEAD TO AVOID BUCKLING THE

SKIN.

If nose gear maintenance is required, the nosewheel may be raised off

the ground by pressing down on a tailcone bulkhead, just forward of the

horizontal stabilizer, and allowing the tail to rest on the tail tiedown ring.

(Continued Next Page)

8-10

U.S.

172SPHAUS-05

CESSNA

SECTION 8

MODEL 172S NAV III

AIRPLANE HANDLING, SERVICE

KAP 140 AUTOPILOT

AND MAINTENANCE

GROUND HANDLING (Continued)

JACKING (Continued)

To assist in raising and holding the nosewheel off the ground, ground

anchors should be utilized at the tail tiedown point.

NOTE

Ensure that the nose will be held off the ground under all

conditions by means of suitable stands or supports under

weight supporting bulkheads near the nose of the airplane.

LEVELING

Longitudinal leveling of the airplane is accomplished by placing a level

on leveling screws located on the left side of the tailcone. Deflate the

nose tire and/or lower or raise the nose strut to properly center the

bubble in the level. Corresponding points on both upper door sills may

be used to level the airplane laterally.

FLYABLE STORAGE

Engines in airplanes that are flown every 30 days or less may not

achieve normal service life because of internal corrosion. Corrosion

occurs when moisture from the air and the products of combustion

combine to attack cylinder walls and bearing surfaces during periods

when the airplane is not flown.

The minimum recommended operating frequency for the engine is one

continuous flight hour (not counting taxi, takeoff and landing time) with

oil temperatures of 165°F to 200°F every 30 days or less (depending on

location and storage conditions). Airplanes operated close to oceans,

lakes, rivers and in humid regions are in greater need of engine

preservation than airplanes operated in arid regions. Appropriate

engine preservation procedures must be practiced by the owner or

operator of the airplane based on present environmental conditions and

the frequency of airplane activity.

NOTE

The engine manufacturer does not recommend pulling the

engine through by hand during storage periods.

(Continued Next Page)

172SPHAUS-05

U.S.

8-11

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 172S NAV III

AND MAINTENANCE

KAP 140 AUTOPILOT

GROUND HANDLING (Continued)

FLYABLE STORAGE (Continued)

If the airplane is to remain inactive for more than 30 days, consult the

latest revision of Textron Lycoming Service Letter L180

(www.lycoming.textron.com).

It is recommended when storing the airplane for any period of time to

keep fuel tanks full to minimize condensation in tanks. Keep the battery

fully charged to prevent the electrolyte from freezing in cold weather.

Refer to the Maintenance Manual for proper airplane storage

procedures.

SERVICING

In addition to the Preflight Inspection covered in Section 4 of this POH,

complete servicing, inspection and test requirements for your airplane

are detailed in the Maintenance Manual. The Maintenance Manual

outlines all items which require attention at specific intervals plus those

items which require servicing, inspection, and/or testing at special

intervals.

Since Cessna Authorized Service Facilities have the training and

equipment necessary to conduct all service, inspection, and test

procedures in accordance with applicable maintenance manuals, it is

recommended that owner/operators contact the Cessna Authorized

Service Facility concerning these requirements and begin scheduling

the airplane for service at the recommended intervals.

Cessna Progressive Care ensures that these requirements are

accomplished at the required intervals to comply with the 100 hour or

annual inspection as previously covered.

Depending on various flight operations, your local Government Aviation

Agency may require additional service, inspections, or tests. For these

regulatory requirements, owner/operators should check with local

aviation officials where the airplane is being operated.

For quick and ready reference, quantities, materials and specifications

for frequently used service items are as follows.

8-12

U.S.

172SPHAUS-05

CESSNA

SECTION 8

MODEL 172S NAV III

AIRPLANE HANDLING, SERVICE

KAP 140 AUTOPILOT

AND MAINTENANCE

OIL

OIL SPECIFICATION

MIL-L-6082 or SAE J1966 Aviation Grade Straight Mineral Oil: Used

when the airplane was delivered from the factory and should be used to

replenish the supply during the first 25 hours. This oil should be drained

and the filter changed after the first 25 hours of operation. Refill the

engine with MIL-L-6082 or SAE J1966 Aviation Grade Straight Mineral

Oil and continue to use until a total of 50 hours has accumulated or oil

consumption has stabilized.

MIL-L-22851 or SAE J1899 Aviation Grade Ashless Dispersant Oil: Oil

conforming to Textron Lycoming Service Instruction No 1014, and all

revisions and supplements thereto, must be used after first 50 hours

or oil consumption has stabilized.

RECOMMENDED VISCOSITY FOR TEMPERATURE

RANGE

Multiviscosity or straight grade oil may be used throughout the year for

engine lubrication. Refer to the following table for temperature versus

viscosity ranges.

MIL-L-6082

MIL-L-22851

or SAE J1966

or SAE J1899

Straight Mineral Oil

Ashless Dispersant Oil

Temperature

SAE Grade

Above 27°C (80°F)

Above 16°C (60°F)

40 or 50

-1°C (30°F) to 32°C (90°F)

-18°C (0°F) to 21°C (70°F)

30, 40 or 20W-40

Below -12°C (10°F)

30 or 20W-30

-18°C (0°F) to 32°C (90°F)

20W-50

20W-50 or 15W-50

All Temperatures

---

15W-50 or 20W-50

NOTE

When operating temperatures overlap, use the lighter

grade of oil.

(Continued Next Page)

172SPHAUS-05

U.S.

8-13

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 172S NAV III

AND MAINTENANCE

KAP 140 AUTOPILOT

OIL (Continued)

CAPACITY OF ENGINE SUMP

The engine has a total capacity of 9 quarts, with the oil filter accounting

for approximately 1 quart of that total. The engine oil sump has a

capacity of 8 quarts. The engine must not be operated on less than 5

quarts (as measured by the dipstick). For extended flights, the engine

should be filled to capacity.

OIL AND OIL FILTER CHANGE

After the first 25 hours of operation, drain the engine oil sump and

replace the filter. Refill sump with straight mineral oil and use until a

total of 50 hours has accumulated or oil consumption has stabilized;

then change to ashless dispersant oil. Ashless dispersant oil (and oil

filter) should be changed at time intervals set forth by the engine

manufacturer.

NOTE

During the first 25 hour oil and filter change, a general

inspection of the overall engine compartment is required.

Items which are not normally checked during a preflight

inspection should be given special attention. Hoses, metal

lines and fittings should be inspected for signs of oil and

fuel leaks, and checked for abrasions, chafing, security,

proper routing and support, and evidence of deterioration.

Inspect the intake and exhaust systems for cracks,

evidence of leakage, and security of attachment. Engine

controls and linkages should be checked for freedom of

movement through their full range, security of attachment

and evidence of wear. Inspect wiring for security, chafing,

burning, defective insulation, loose or broken terminals,

heat deterioration, and corroded terminals. Check the

alternator belt in accordance with Maintenance Manual

instructions, and retighten if necessary. A periodic check of

these items during subsequent servicing operations is

recommended.

8-14

U.S.

172SPHAUS-05

CESSNA

SECTION 8

MODEL 172S NAV III

AIRPLANE HANDLING, SERVICE

KAP 140 AUTOPILOT

AND MAINTENANCE

FUEL

APPROVED FUEL GRADES (AND COLORS)

100LL Grade Aviation Fuel (Blue)

100

Grade Aviation Fuel (Green)

NOTE

Isopropyl alcohol or Diethylene Glycol Monomethyl Ether

(DiEGME) may be added to the fuel supply in quantities not

to exceed 1% (alcohol) or 0.15% (DiEGME) of total volume.

Refer to Fuel Additives in later paragraphs for additional

information.

FUEL CAPACITY

56.0 U.S. Gallons Total:

28.0 U.S. Gallons per tank.

NOTE

• To ensure maximum fuel capacity when refueling and

minimize crossfeeding, the fuel selector valve should be

placed in either the LEFT or RIGHT position and the

airplane parked in a wings level, normal ground attitude.

Refer to Figure 1-1 for a definition of normal ground

attitude.

• Service the fuel system after each flight, and keep fuel

tanks full to minimize condensation in the tanks.

(Continued Next Page)

172SPHAUS-05

U.S.

8-15

CESSNA 172S NAV III Skyhawk SP. Information Manual (2016) - page 3