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

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 172S NAV III

AND MAINTENANCE

KAP 140 AUTOPILOT

FUEL (Continued)

FUEL ADDITIVES

Strict adherence to recommended preflight draining instructions as

called for in Section 4 will eliminate any free water accumulations from

the tank sumps. While small amounts of water may still remain in

solution in the gasoline, it will normally be consumed and go unnoticed

in the operation of the engine.

One exception to this can be encountered when operating under the

combined effect of: (1) use of certain fuels, with (2) high humidity

conditions on the ground (3) followed by flight at high altitude and low

temperature. Under these unusual conditions, small amounts of water

in solution can precipitate from the fuel stream and freeze in sufficient

quantities to induce partial icing of the engine fuel system.

While these conditions are quite rare and will not normally pose a

problem to owners and operators, they do exist in certain areas of the

world and consequently must be dealt with, when encountered.

Therefore, to help alleviate the possibility of fuel icing occurring under

these unusual conditions, it is permissible to add isopropyl alcohol or

Diethylene Glycol Monomethyl Ether (DiEGME) compound to the fuel

supply.

The introduction of alcohol or DiEGME compound into the fuel provides

two distinct effects: (1) it absorbs the dissolved water from the gasoline

and (2) alcohol has a freezing temperature depressant effect.

NOTE

When using fuel additives, it must be remembered that the

final goal is to obtain a correct fuel to additive ratio in the

tank, and not just with fuel coming out of the refueling

nozzle. For example, adding

15 gallons of correctly

proportioned fuel to a tank which contains 20 gallons of

untreated fuel will result in a lower than acceptable

concentration level to the 35 gallons of fuel which now

reside in the tank.

(Continued Next Page)

8-16

U.S.

172SPHAUS-05

CESSNA

SECTION 8

MODEL 172S NAV III

AIRPLANE HANDLING, SERVICE

KAP 140 AUTOPILOT

AND MAINTENANCE

FUEL (Continued)

FUEL ADDITIVES (Continued)

Alcohol, if used, is to be blended with the fuel in a concentration of 1%

by volume. Concentrations greater than 1% are not recommended

since they can be detrimental to fuel tank materials.

The manner in which the alcohol is added to the fuel is significant

because alcohol is most effective when it is completely dissolved in the

fuel. To ensure proper mixing, the following is recommended:

1. For best results, the alcohol should be added during the fueling

operation by pouring the alcohol directly on the fuel stream

issuing from the fueling nozzle.

2. An alternate method that may be used is to premix the complete

alcohol dosage with some fuel in a separate clean container

(approximately 2-3 gallon capacity) and then transferring this

mixture to the tank prior to the fuel operation.

(Continued Next Page)

172SPHAUS-05

U.S.

8-17

CESSNA

SECTION 8

MODEL 172S NAV III

AIRPLANE HANDLING, SERVICE

KAP 140 AUTOPILOT

AND MAINTENANCE

FUEL (Continued)

FUEL ADDITIVES (Continued)

Diethylene Glycol Monomethyl Ether (DiEGME) compound must be

carefully mixed with the fuel in concentrations between

0.10%

(minimum) and 0.15% (maximum) of total fuel volume. Refer to Figure

8-1 for a DiEGME-to-fuel mixing chart.

WARNING

ANTI-ICING ADDITIVE IS DANGEROUS TO HEALTH

WHEN BREATHED AND/OR ABSORBED INTO THE

SKIN.

CAUTION

MIXING OF DIEGME WITH FUEL IS EXTREMELY

IMPORTANT. A CONCENTRATION IN EXCESS OF THAT

RECOMMENDED (0.15% BY VOLUME MAXIMUM) MAY

RESULT IN DETRIMENTAL EFFECTS TO THE FUEL

TANK AND SEALANT, AND DAMAGE TO O-RINGS AND

SEALS USED IN THE FUEL SYSTEM AND ENGINE

COMPONENTS. A CONCENTRATION OF LESS THAN

THAT RECOMMENDED (0.10% BY TOTAL VOLUME

MINIMUM) WILL RESULT IN INEFFECTIVE TREATMENT.

USE ONLY BLENDING EQUIPMENT THAT IS

RECOMMENDED BY THE MANUFACTURER TO OBTAIN

PROPER PROPORTIONING.

Prolonged storage of the airplane will result in a water buildup in the

fuel which leeches out the additive. An indication of this is when an

excessive amount of water accumulates in the fuel tank sumps. The

concentration can be checked using a differential refractometer. It is

imperative that the technical manual for the differential refractometer be

followed explicitly when checking the additive concentration.

(Continued Next Page)

172SPHAUS-05

U.S.

8-19

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 172S NAV III

AND MAINTENANCE

KAP 140 AUTOPILOT

FUEL (Continued)

FUEL CONTAMINATION

Fuel contamination is usually the result of foreign material present in

the fuel system, and may consist of water, rust, sand, dirt, microbes or

bacterial growth. In addition, additives that are not compatible with fuel

or fuel system components can cause the fuel to become

contaminated.

Before each flight and after each refueling, use a clear sampler cup and

drain at least a cupful of fuel from each fuel tank drain location and from

the fuel strainer quick drain valve to determine if contaminants are

present, and to ensure the airplane has been fueled with the proper

grade of fuel.

If contamination is detected, drain all fuel drain points again, including

the fuel reservoir tank and fuel selector drain valves, and then gently

rock the wings and lower the tail to the ground to move any additional

contaminants to the sampling points. Take repeated samples from all

fuel drain points until all contamination has been removed. If, after

repeated sampling, evidence of contamination still exists, the airplane

should not be flown. Tanks should be drained and system purged by

qualified maintenance personnel. All evidence of contamination must

be removed before further flight. If the airplane has been serviced with

the improper fuel grade, defuel completely and refuel with the correct

grade. Do not fly the airplane with contaminated or unapproved fuel.

In addition, Owners/Operators who are not acquainted with a particular

fixed base operator should be assured that the fuel supply has been

checked for contamination and is properly filtered before allowing the

airplane to be serviced. Fuel tanks should be kept full between flights,

provided weight and balance considerations will permit, to reduce the

possibility of water condensing on the walls of partially filled tanks.

To further reduce the possibility of contaminated fuel, routine

maintenance of the fuel system should be performed in accordance

with the airplane Maintenance Manual. Only the proper fuel, as

recommended in this POH, should be used, and fuel additives should

not be used unless approved by Cessna and the Federal Aviation

Administration.

8-20

U.S.

172SPHAUS-05

CESSNA

SECTION 8

MODEL 172S NAV III

AIRPLANE HANDLING, SERVICE

KAP 140 AUTOPILOT

AND MAINTENANCE

LANDING GEAR

Consult the following table for servicing information on the landing gear.

COMPONENT

SERVICING CRITERIA

Nose Wheel (5.00-5, 6-Ply Rated Tire)

45.0 PSI

Main Wheel (6.00-6, 6-Ply Rated Tire)

42.0 PSI

Brakes

MIL-H-5606

Nose Gear Shock Strut

MIL-H-5606; 45.0 PSI *

* Keep strut filled with MIL-H-5606 hydraulic fluid per

filling instructions placard, and with no load on the strut,

inflate with air to 45.0 PSI. Do not over inflate.

172SPHAUS-05

U.S.

8-21

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 172S NAV III

AND MAINTENANCE

KAP 140 AUTOPILOT

CLEANING AND CARE

WINDSHIELD AND WINDOWS

The plastic windshield and windows should be cleaned with an airplane

windshield cleaner. Apply the cleaner sparingly with soft cloths, and rub

with moderate pressure until all dirt, oil scum and bug stains are

removed. Allow the cleaner to dry, then wipe it off with soft flannel

cloths.

CAUTION

NEVER USE GASOLINE, BENZENE, ALCOHOL,

ACETONE, FIRE EXTINGUISHER, ANTI-ICE FLUID,

LACQUER THINNER OR GLASS CLEANER TO CLEAN

THE PLASTIC. THESE MATERIALS WILL ATTACK THE

PLASTIC AND MAY CAUSE IT TO CRAZE.

If a windshield cleaner is not available, the plastic can be cleaned with

soft cloths moistened with Stoddard solvent to remove oil and grease.

Follow by carefully washing with a mild detergent and plenty of water.

Rinse thoroughly, then dry with a clean moist chamois.

Do not rub the plastic with a dry cloth since this builds up an

electrostatic charge which attracts dust. Waxing with a good

commercial wax will finish the cleaning job. A thin, even coat of wax,

polished out by hand with clean soft flannel cloths, will fill in minor

scratches and help prevent further scratching.

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

sleet is anticipated since the cover may scratch the plastic surface.

(Continued Next Page)

8-22

U.S.

172SPHAUS-05

CESSNA

SECTION 8

MODEL 172S NAV III

AIRPLANE HANDLING, SERVICE

KAP 140 AUTOPILOT

AND MAINTENANCE

CLEANING AND CARE (Continued)

PAINTED SURFACES

The painted exterior surfaces of your new Cessna have a durable, long

lasting finish.

Generally, the painted surfaces can be kept bright by washing with

water and mild soap, followed by a rinse with water and drying with

cloths or a chamois. Harsh or abrasive soaps or detergents which

cause corrosion or scratches should never be used. Remove stubborn

oil and grease with a cloth moistened with Stoddard solvent. Take

special care to make sure that the exterior graphics are not touched by

the solvent. For complete care of exterior graphics, refer to the

Maintenance Manual.

To seal any minor surface chips or scratches and protect against

corrosion, the airplane should be waxed regularly with a good

automotive wax applied in accordance with the manufacturer's

instructions. If the airplane is operated in a seacoast or other salt water

environment, it must be washed and waxed more frequently to assure

adequate protection. Special care should be taken to seal around rivet

heads and skin laps, which are the areas most susceptible to corrosion.

A heavier coating of wax on the leading edges of the wings and tail and

on the cowl nose cap and propeller spinner will help reduce the

abrasion encountered in these areas. Reapplication of wax will

generally be necessary after cleaning with soap solution or after

chemical deicing operations.

When the airplane is parked outside in cold climates and it is necessary

to remove ice before flight, care should be taken to protect the painted

surfaces during ice removal with chemical liquids. Isopropyl alcohol will

satisfactorily remove ice accumulations without damaging the paint.

However, keep the isopropyl alcohol away from the windshield and

cabin windows since it will attack the plastic and may cause it to craze.

(Continued Next Page)

172SPHAUS-05

U.S.

8-23

SECTION 8

CESSNA

AIRPLANE HANDLING, SERVICE

MODEL 172S NAV III

AND MAINTENANCE

KAP 140 AUTOPILOT

CLEANING AND CARE (Continued)

PROPELLER CARE

Preflight inspection of propeller blades for nicks, and wiping them

occasionally with an oily cloth to clean off grass and bug stains will

assure long blade life. Small nicks on the propeller, particularly near the

tips and on the leading edges, should be dressed out as soon as

possible since these nicks produce stress concentrations, and if

ignored, may result in cracks or failure of the propeller blade. Never use

an alkaline cleaner on the blades; remove grease and dirt with

Stoddard solvent.

ENGINE CARE

The engine may be cleaned, using a suitable solvent, in accordance

with instructions in the Maintenance Manual. Most efficient cleaning is

done using a spray type cleaner. Before spray cleaning, ensure that

protection is afforded for components which might be adversely

affected by the solvent. Refer to the airplane Maintenance Manual for

proper lubrication of controls and components after engine cleaning.

The induction air filter should be replaced when its condition warrants,

not to exceed 500 hours.

(Continued Next Page)

8-24

U.S.

172SPHAUS-05

CESSNA

SECTION 8

MODEL 172S NAV III

AIRPLANE HANDLING, SERVICE

KAP 140 AUTOPILOT

AND MAINTENANCE

CLEANING AND CARE (Continued)

INTERIOR CARE

To remove dust and loose dirt from the upholstery and carpet, clean the

interior regularly with a vacuum cleaner.

Blot up any spilled liquid promptly with cleansing tissue or rags. Do not

pat the spot; press the blotting material firmly and hold it for several

seconds. Continue blotting until no more liquid is taken up. Scrape off

sticky materials with a dull knife, then spot clean the area.

Oily spots may be cleaned with household spot removers, used

sparingly. Before using any solvent, read the instructions on the

container and test it on an obscure place on the fabric to be cleaned.

Never saturate the fabric with a volatile solvent; it may damage the

padding and backing materials.

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

used according to the manufacturer's instructions. To minimize wetting

the fabric, keep the foam as dry as possible and remove it with a

vacuum cleaner.

For complete information related to interior cleaning, refer to the

Maintenance Manual.

AVIONICS CARE

The Garmin GDU displays have an anti-reflective coating that is very

sensitive to skin oils, waxes, ammonia, and abrasive cleaners. Clean

the displays as described in the G1000 Cockpit Reference Guide.

172SPHAUS-05

U.S.

8-25/8-26

CESSNA

SECTION 9

MODEL 172S NAV III

SUPPLEMENTS

KAP 140 AUTOPILOT

SUPPLEMENTS

INTRODUCTION

The supplements in this section contain amended operating limitations,

operating procedures, performance data and other necessary

information for airplanes conducting special operations for both

standard and optional equipment installed in the airplane. Operators

should refer to each supplement to ensure that all limitations and

procedures appropriate for their airplane are observed.

A non FAA Approved Log Of Approved Supplements is provided for

convenience only. This log is a numerical list of all FAA Approved

supplements applicable to this airplane by name, supplement number

and revision level. This log should be used as a checklist to ensure all

applicable supplements have been placed in the Pilot's Operating

Handbook (POH). Supplements for both standard and installed optional

equipment must be maintained to the latest revision. Those

supplements applicable to optional equipment which is not installed in

the airplane, do not have to be retained.

Each individual supplement contains its own Log of Effective Pages.

This log lists the page number and revision level of every page in the

supplement. The log also lists the dates on which revisions to the

supplement occurred. Supplement page numbers will include an S and

the supplement number preceding the page number.

The part number of the supplement provides information on the

revision level. Refer to the following example:

172SPHAUS

-S1

-00

Revision Level (Original Issue)

Supplement Number

Airplane Model - 172S

Nav III, KAP 140 Autopilot, U.S.,

(Serials 172S9810 thru 172S10467

and 172S10469 thru 172S10506

and 172S10508 thru 172S10639

and 172S10641 thru 172S10655)

FAA APPROVED

172SPHAUS-05

U.S.

9-1/9-2

CESSNA

SECTION 9

MODEL 172S NAV III

SUPPLEMENTS

KAP 140 AUTOPILOT

LOG OF APPROVED SUPPLEMENTS

NOTE

It is the airplane owner's responsibility to make sure that he

or she has the latest revision to each supplement of a

Pilot's Operating Handbook, and the latest issued “Log Of

Approved Supplements”. This

“Log Of Approved

Supplements” was the latest version as of the date it was

shipped by Cessna; however, some changes may have

occurred, and the owner should verify this is the latest,

most up-to-date version by contacting Cessna Customer

Care at (316) 517-5800.

Supplement

Name

Revision

Equipment

Number

Level

Installed

Pointer Model 3000-11 or Model

4000-11 Emergency Locator

Transmitter (ELT)

Canadian Certified Airplanes

Bendix/King KAP

140

2 Axis

Autopilot

Winterization Kit

Brazilian Certified Airplanes

Artex C406-N Emergency Locator

Transmitter (ELT)

Bendix/King KR87 Automatic

Direction Finder (ADF)

Russian Federation (RF) and

Other Commonwealth of

Independent States (CIS)

Countries

Artex ME406 Emergency Locator

Transmitter (ELT)

JAR-OPS Operational Eligibility

Japanese Certified Airplanes

Garmin G1000 Synthetic Vision

Technology (SVT)

Argentine Certified Airplanes

Reserved

Ukrainian Certified Airplanes

172SPHAUSLOG-16

9 February 2015

U.S.

Log 1/Log 2

Pilot’s Operating Handbook and

FAA Approved Airplane Flight Manual

CESSNA MODEL 172S

NAV III AVIONICS OPTION

Serials 172S9810 and On

SUPPLEMENT 1

POINTER MODEL 3000-11 OR MODEL 4000-11

EMERGENCY LOCATOR TRANSMITTER

SERIAL NO. _____________________

REGISTRATION NO.________________

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

and FAA Approved Airplane Flight Manual when the Pointer Model 3000-11 or

Model 4000-11 Emergency Locator Transmitter is installed. The Pointer Model

4000-11 Emergency Locator Transmitter is approved for use only in the USA,

Canada, Japan and France.

25 FEBRUARY 2005

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

REVISION 1

19 SEPTEMBER 2005

172SPHAUS-S1-01

U.S.

S1-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 172S NAV III

SUPPLEMENT 1

POINTER MODEL 3000-11 OR MODEL 4000-11

EMERGENCY LOCATOR TRANSMITTER (ELT)

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

supplement.

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

preceding the page number.

Supplement Status Date

Original Issue

25 February 2005

Revised

19 September 2005

LOG OF EFFECTIVE PAGES

Page

Revision

Number

Status

Number

* S1-1 thru S1-2

Revised

S1-3

Original

* S1-4

Revised

S1-5 thru S1-12

Original

FAA APPROVED

S1-2

U.S.

172SPHAUS-S1-01

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 172S NAV III

POINTER MODEL

3000-11

4000-11

EMERGENCY LOCATOR TRANSMITTER (ELT)

GENERAL

This supplement provides information which must be observed when

operating the Pointer Model 3000-11 or 4000-11 Emergency Locator

Transmitter. The Pointer Model

4000-11 Emergency Locator

Transmitter is approved for use only in the USA, Canada, Japan and

France.

Both the Pointer Model 3000-11 ELT (which incorporates the English

placard) and Model 4000-11 ELT (which incorporates the bilingual

placard) consist of a self-contained, dual-frequency, solid-state

transmitter powered by a battery pack consisting of five alkaline "C" cell

batteries and is automatically activated by a deceleration sensing

inertia "G" switch, which is designed to activate when the unit senses

longitudinal inertia forces as required in TSO-C91A. Also, a remote

switch/annunciator is installed on the top right hand side of the copilot's

instrument panel for control of the ELT from the flight crew station. The

annunciator, which is in the center of the rocker switch, comes on when

the ELT transmitter is transmitting. The ELT emits an omni-directional

signal on the international distress frequencies of 121.5 MHz and 243.0

MHz. General aviation and commercial aircraft, the FAA and CAP

monitor 121.5 MHz, and 243.0 MHz is monitored by the military.

The ELT is contained in a high impact, fire retardant, fiberglass filled

Lexan case with carrying handle and is mounted behind the aft cabin

partition wall on the right side of the tailcone. To gain access to the unit,

unfasten the turn fasteners on the aft cabin partition. The ELT is

operated by a control panel at the forward facing end of the unit or by

the remote switch/annunciator located on the top right hand portion of

the copilot's instrument panel (refer to Figure S1-1).

Power for the transmitter is provided by an alkaline battery pack inside

the transmitter case.

(Continued Next Page)

FAA APPROVED

S1-4

U.S.

172SPHAUS-S1-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 1

GENERAL (CONTINUED)

In accordance with FAA regulations, the ELT's battery pack must be

replaced after 2 years shelf or service life or for any of the following

reasons:

a. After the transmitter has been used in an emergency situation

(including any inadvertent activation of unknown duration).

b. After the transmitter has been operated for more than one

cumulative hour (e.g. time accumulated in several tests and

inadvertent activation of known duration).

c. On or before battery replacement date. Battery replacement

date is marked on the battery pack and the label on the

transmitter.

POINTER MODEL 3000-11

EMERGENCY LOCATOR TRANSMITTER

Figure S1-1

1. REMOTE CABLE JACK - Connects to ELT remote switch/

annunciator located on the copilot's instrument panel.

2. ANTENNA RECEPTACLE - Connects to antenna mounted on top

of tailcone.

3. TRANSMITTER ANNUNCIATOR LIGHT - comes on red to

indicate the transmitter is transmitting a distress signal.

(Continued Next Page)

FAA APPROVED

172SPHAUS-S1-00

U.S.

S1-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 172S NAV III

GENERAL (CONTINUED)

MASTER FUNCTION SELECTOR SWITCH (3-position toggle

switch):

AUTO - Arms transmitter for automatic activation if "G" switch

senses a predetermined deceleration level.

ON -

Activates transmitter instantly. Used for test purposes

and if "G" switch is inoperative. The ON position

bypasses the automatic activation switch. (The red

annunciator in the center of the remote switch/

annunciator should come on).

OFF/

Deactivates transmitter during handling, following

RESET - rescue and to reset the automatic activation function.

(The red annunciator in the center of the remote

switch/annunciator should go off).

REMOTE SWITCH/ANNUNCIATOR (3-position rocker switch):

ON -

Remotely activates the transmitter for test or

emergency situations. Red annunciator in center of

rocker switch comes on to indicate that the transmitter

is transmitting a distress signal.

AUTO - Arms transmitter for automatic activation if "G" switch

senses a predetermined deceleration level.

RESET - Deactivates and rearms transmitter after automatic

activation by the "G" switch. Red annunciator in center

of rocker switch should go off.

(Continued Next Page)

FAA APPROVED

S1-6

U.S.

172SPHAUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 1

GENERAL (CONTINUED)

POINTER MODEL 4000-11

EMERGENCY LOCATOR TRANSMITTER

Figure S1-2

REMOTE CABLE JACK - Connects to ELT remote switch/

annunciator located on the copilot's instrument panel.

ANTENNA RECEPTACLE - Connects to antenna mounted on top

of tailcone.

TRANSMITTER ANNUNCIATOR LIGHT - comes on red to

indicate the transmitter is transmitting a distress signal.

MASTER FUNCTION SELECTOR SWITCH (3-position toggle

switch):

AUTO - Arms transmitter for automatic activation if "G" switch

senses a predetermined deceleration level.

ON -

Activates transmitter instantly. Used for test purposes

and if "G" switch is inoperative. The ON position

bypasses the automatic activation switch. (The red

annunciator in the center of the remote switch/

annunciator should come on).

OFF/

Deactivates transmitter during handling, following

RESET - rescue and to reset the automatic activation function.

(The red annunciator in the center of the remote

switch/annunciator should go off).

(Continued Next Page)

FAA APPROVED

172SPHAUS-S1-00

U.S.

S1-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 172S NAV III

GENERAL (CONTINUED)

5. REMOTE SWITCH/ANNUNCIATOR (3-position rocker switch):

ON -

Remotely activates the transmitter for test or

emergency situations. Red annunciator in center of

rocker switch comes on to indicate that the transmitter

is transmitting a distress signal.

AUTO - Arms transmitter for automatic activation if "G" switch

senses a predetermined deceleration level.

RESET - Deactivates and rearms transmitter after automatic

activation by the "G" switch. Red annunciator in center

of rocker switch should go off.

OPERATING LIMITATIONS

Refer to Section

2 of the Pilot's Operating Handbook and FAA

Approved Flight Manual (POH/AFM).

EMERGENCY PROCEDURES

Before performing a forced landing, especially in remote and

mountainous areas, activate the ELT transmitter by positioning the

remote switch/annunciator to the ON position. The annunciator in

center of the rocker switch should be illuminated.

Immediately after a forced landing where emergency assistance is

required, the ELT should be utilized as follows:

NOTE

The ELT remote switch/annunciator system could be

inoperative if damaged during a forced landing. If

inoperative, the inertia "G" switch will activate automatically.

However, to turn the ELT OFF and ON again requires

manual switching of the master function selector switch

which is located on the ELT unit.

(Continued Next Page)

FAA APPROVED

S1-8

U.S.

172SPHAUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 1

EMERGENCY PROCEDURES (CONTINUED)

VERIFY ELT ACTIVATION:

a. Position remote switch/annunciator to the ON position even if

annunciator light is already on.

b. If airplane radio is operable and can be safely used (no threat

of fire or explosion), turn ON and select 121.5 MHz. If the ELT

can be heard transmitting, it is working properly.

c. Ensure that antenna is clear of obstructions.

NOTE

When the ELT is activated, a decreasing tone will be heard

before the typical warbling tone begins.

PRIOR TO SIGHTING RESCUE AIRCRAFT - Conserve airplane

battery. Do not activate radio transceiver.

AFTER SIGHTING RESCUE AIRCRAFT - Position remote

switch/annunciator to the RESET position and release to the

AUTO position to prevent radio interference. Attempt contact with

rescue aircraft with the radio transceiver set to a frequency of

121.5 MHz. If no contact is established, return the remote switch/

annunciator to the ON position immediately.

FOLLOWING RESCUE - Position remote switch/annunciator to

the AUTO position, terminating emergency transmissions.

FAA APPROVED

172SPHAUS-S1-00

U.S.

S1-9

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1

MODEL 172S NAV III

NORMAL PROCEDURES

When the remote switch/annunciator is in the AUTO position and the

ELT master function selector switch remains in the AUTO position, the

ELT automatically activates when the unit senses longitudinal inertia

forces as required in TSO-C91A.

After a lightning strike, or an exceptionally hard landing, the ELT may

activate although no emergency exists. If the remote switch/

annunciator comes on, the ELT has inadvertently activated itself.

Another way to check is to select 121.5 MHz on the radio transceiver

and listen for an emergency tone transmission. If the remote switch/

annunciator is on or an emergency tone is heard, position the remote

switch/annunciator in the RESET position and release to the AUTO

position.

The ELT must be serviced in accordance with FAR Part 91.207.

INSPECTION/TEST

1. The emergency locator transmitter should be tested every 100

hours.

NOTE

Test should only be conducted within the first 5 minutes of

each hour.

2. Disconnect antenna cable from ELT.

3. Set the MASTER switch BAT in the ON position.

4. Turn airplane transceiver ON and set frequency to 121.5 MHz.

5. Place remote switch/annunciator in the ON position. The

annunciator should come on. Permit only three emergency tone

transmissions, then immediately reposition the remote switch/

annunciator to the RESET position and release to the AUTO

position.

(Continued Next Page)

FAA APPROVED

S1-10

U.S.

172SPHAUS-S1-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 1

NORMAL PROCEDURES (CONTINUED)

6. Place the ELT master function selector switch in the ON position.

Verify that the transmitter annunciator light on the ELT and the

remote switch/annunciator on the instrument panel are on.

7. Place the ELT master function selector switch in the OFF/RESET

position.

8. Reposition ELT master function selector switch to AUTO.

9. Reconnect antenna cable to ELT.

WARNING

A TEST WITH THE ANTENNA CONNECTED SHOULD

BE APPROVED AND CONFIRMED BY THE NEAREST

CONTROL TOWER.

NOTE

Without its antenna connected, the ELT will produce

sufficient signal to reach the airplane transceiver, yet it will

not disturb other communications or damage output

circuitry.

After accumulated test or operation time equals 1 hour, battery pack

replacement is required.

IN-FLIGHT MONITORING AND REPORTING

Pilot's are encouraged to monitor 121.5 MHz and/or 243.0 MHz while in

flight to assist in identifying possible emergency ELT transmissions. On

receiving a signal, report the following information to the nearest air

traffic control facility:

1. Your position at the time the signal was first heard.

2. Your position at the time the signal was last heard.

3. Your position at maximum signal strength.

4. Your flight altitude and frequency on which the emergency signal

was heard - 121.5 MHz or 243.0 MHz. If possible, positions

should be given relative to a navigation aid. If the aircraft has

homing equipment, provide the bearing to the emergency signal

with each reported position.

FAA APPROVED

172SPHAUS-S1-00

U.S.

S1-11

CESSNA MODEL 172S

NAV III AVIONICS OPTION - KAP 140 AUTOPILOT

Serials

172S9810 thru 172S10467 and 172S10469 thru 172S10506

and

172S10508 thru 172S10639 and 172S10641 thru 172S10655

SUPPLEMENT 2

CANADIAN CERTIFIED AIRPLANES

SERIAL NO.

REGISTRATION NO.

This supplement must be inserted into Section

9 of the Pilot's

Operating Handbook and FAA Approved Airplane Flight Manual for

Canadian Certified Airplanes.

25 FEBRUARY 2005

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

REVISION 2

21 MAY 2008

172SPHAUS-S2-02

U.S.

S2-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 2

MODEL 172S NAV III

KAP 140 AUTOPILOT

SUPPLEMENT 2

CANADIAN CERTIFIED AIRPLANES

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

supplement.

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

preceding the page number.

Supplement Status

Date

Original Issue

25 February 2005

Revision 1

7 February 2007

Revision 2

21 May 2008

LOG OF EFFECTIVE PAGES

Page

Revision

Number

Status

Number

* S2-1 thru S2-5/S2-6

Revised

FAA APPROVED

S2-2

U.S.

172SPHAUS-S2-02

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 2

KAP 140 AUTOPILOT

SERVICE BULLETIN CONFIGURATION LIST

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

operation of the airplane, and have been incorporated into this

supplement. This list contains only those Service Bulletins that are

currently active.

Number

Title

Airplane Serial

Revision

Incorporated

Effectivity

Incorporated

in Airplane

FAA APPROVED

172SPHAUS-S2-02

U.S.

S2-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 2

MODEL 172S NAV III

KAP 140 AUTOPILOT

CANADIAN CERTIFIED AIRPLANES

GENERAL

This supplement is required for Canadian operation of Cessna Model

172S airplanes equipped with the Nav III KAP 140 autopilot avionics

option. Serials

172S9810 thru

172S10467 and

172S10469 thru

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

172S10655.

NOTE

In Canada, FAA operating rules (i.e., 14 CFR 91 and 14

CFR 135) and any references to such rules in the basic

manual and approved supplements are not applicable. The

airplane must be equipped and operated in accordance

with Canadian operating requirements. Refer to the

Canadian Aviation Regulations (CARs) for the operating

and equipment requirements that do pertain to operations

in Canada.

OPERATING LIMITATIONS

KINDS OF OPERATIONS LIMITS

The Kinds of Operations Equipment List (KOEL) may not necessarily

apply in Canada. Refer to the Canadian Aviation Regulations (CARs)

for the equipment requirements that pertain to operations in Canada.

EMERGENCY LOCATOR TRANSMITTER

The Artex ME406 Emergency Locator Transmitter equipped with a

Lithium Sulphur Dioxide battery is not approved for Canadian Certified

Airplanes.

The Artex ME406 Emergency Locator Transmitter equipped with a

Lithium Manganese Dioxide battery is approved for Canadian Certified

Airplanes.

(Continued Next Page)

FAA APPROVED

S2-4

U.S.

172SPHAUS-S2-02

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 2

KAP 140 AUTOPILOT

OPERATING LIMITATIONS (Continued)

PLACARDS

The following information must be displayed in the form of composite or

individual placards for Canadian Certified Airplanes.

1. Near both fuel tank filler caps:

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures for

Canadian Certified Airplanes.

NORMAL PROCEDURES

There is no change to the airplane normal procedures for Canadian

Certified Airplanes.

PERFORMANCE

There is no change to the airplane performance for Canadian Certified

Airplanes.

FAA APPROVED

172SPHAUS-S2-02

U.S.

S2-5/S2-6

CESSNA MODEL 172S

NAV III AVIONICS OPTION - KAP 140 AUTOPILOT

Serials

172S9810 thru 172S10467 and 172S10469 thru 172S10506

and

172S10508 thru 172S10639 and 172S10641 thru 172S10655

SUPPLEMENT 3

BENDIX/KING KAP 140 2 AXIS AUTOPILOT

SERIAL NO.

REGISTRATION NO.

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

and FAA Approved Airplane Flight Manual when the Bendix/King KAP 140 2 Axis

Autopilot System is installed.

25 FEBRUARY 2005

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

REVISION 1 - 9 FEBRUARY 2015

172SPHAUS-S3-01

U.S.

S3-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

SUPPLEMENT 3

BENDIX/KING KAP 140 2 AXIS AUTOPILOT

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

supplement.

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

preceding the page number.

Supplement Status

Date

Original Issue

25 February 2005

Revision 1

9 February 2015

LOG OF EFFECTIVE PAGES

Page

Revision

Number

Status

Number

* S3-1 thru S3-44

Revised

FAA APPROVED

S3-2

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

SERVICE BULLETIN CONFIGURATION LIST

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

operation of the airplane, and have been incorporated into this

supplement. This list contains only those Service Bulletins that are

currently active.

Number

Title

Airplane Serial

Revision

Incorporated

Effectivity

Incorporated

in Airplane

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

BENDIX/KING KAP 140 2 AXIS AUTOPILOT

GENERAL

The Bendix/King KAP 140 2 Axis Autopilot provides the following

modes of operation:

1. Roll (ROL) mode - keeps the wings level.

2. Vertical Speed (VS) mode - holds the climb or descent rate at

the moment the autopilot is engaged or a manually-set climb or

descent rate. Controlled using the up (UP) and down (DN)

buttons.

NOTE

The autopilot can hold a set vertical speed only if engine

power and airplane weight will let it. If the vertical speed set

on the autopilot is more than the airplane can supply and

airspeed decreases sufficiently, the airplane can be made

to stall. Make sure that the vertical speed set on the

autopilot results in airplane performance that stays in the

operating limitations of both the autopilot and the airplane.

3. Altitude Hold (ALT) mode - holds a set altitude using combined

engine power, pitch and pitch trim control.

4. Heading (HDG) mode - holds the magnetic heading set using

the HDG bug on the G1000 Primary Flight Display (PFD)

Horizontal Situation Indicator (HSI).

5. Navigation (NAV) mode - locks on a course set using the course

(CRS) knob when a valid VHF navigation source (NAV 1 or NAV

2) is shown on the G1000 HSI, when GPS is set as the HSI

navigation source and the GPS is operating in OBS mode, or

when the course is set automatically using GPS direct-to or flight

plan (FPL) navigation and GPS is shown on the G1000 HSI.

(Continued Next Page)

FAA APPROVED

S3-4

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

GENERAL (Continued)

6. Approach (APR) mode - locks on-course with greater sensitivity

than NAV mode. APR mode is used to lock on the final approach

course to the Final Approach Fix (FAF), and start the final

approach segment of the procedure. While operating on an

intercept heading or course, in either HDG or NAV mode, APR

mode is set or armed (ARM) to lock on to the final approach

course. APR mode will work for VOR, LOC and ILS approaches

using either the NAV 1 or NAV 2 VHF navigation radios with the

correct signal, the applicable radio set as the navigation source

on the HSI and the correct course (CRS) set on the HSI. APR

mode will automatically lock on the glideslope

(GS) using

vertical speed mode during ILS approaches. APR supplies

vertical guidance only for ILS approaches, and then only when

established on the localizer before glideslope intercept. This

mode also works for GPS or RNAV/GPS approaches when GPS

is set as the navigation source on the HSI.

The KAP 140 autopilot gives the pilot altitude preselect and altitude

alert functions. The altitude preselect function lets the pilot set a limit or

target altitude before starting a climb or descent. The autopilot will

climb or descend, as applicable, at the preselected vertical speed and

will return to level flight at the preselected altitude. The altitude alert

function will supply an altitude alert, an electronic sound or aural tone,

at 1000 feet before the preselected altitude or when altitude changes

more than 200 feet from the altitude selection.

The KAP 140 autopilot elevator trim system supplies automatic

adjustment of elevator trim during normal autopilot operation. The

autopilot elevator trim system also supplies the pilot with a Manual

Electric Trim (MET) system when the autopilot is not engaged. The

MET system is controlled by using the DN-UP switches on the control

wheel. The elevator trim system is designed to default to a fail-safe

condition for any single trim system malfunction during flight. All trim

system malfunctions will produce warning annunciations on the face of

the KAP 140 autopilot display and on the upper right portion of the

Garmin G1000 PFD.

(Continued Next Page)

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

GENERAL (Continued)

Internal computer logic prevents the autopilot or MET system from

engaging until the KAP

140 autopilot computer has successfully

completed the preflight self-test sequence and has determined the

system is operating correctly. The preflight self-test will automatically

start when the AVIONICS switch (BUS 2) is set to the ON position.

The KAP 140 autopilot will disengage if any of the following conditions

occur:

1. Internal autopilot system malfunction.

2. Autopilot computer monitor detects either roll axis (R) or pitch

axis (P) malfunction annunciation.

3. Pitch accelerations larger than +1.4g or -0.6g caused by a servo

malfunction. The pilot cannot maneuver the airplane and cause

this condition, although some turbulence can.

4. DC electric turn coordinator malfunction.

5. The A/P DISC/TRIM INT switch on the left control wheel is

pushed.

The AVIONICS switch (BUS 2) supplies electrical power to the AUTO

PILOT circuit breaker from AVIONICS BUS 2. The AVIONICS switch

(BUS 2) can also de-energize the KAP 140 autopilot or MET system in

an emergency.

The following circuit breakers energize and supply protection for the

KAP 140 autopilot:

LABEL

FUNCTIONS

AUTO PILOT A pullable circuit breaker on the AVIONICS BUS 2

energizes the KAP 140 autopilot computer and the

roll, pitch and pitch trim servos.

WARN

A pullable circuit breaker on the CROSSFEED BUS

supplies power for the PITCH TRIM annunciation

on the Garmin G1000 PFD.

(Continued Next Page)

FAA APPROVED

S3-6

U.S.

172SPHAUS-S3-01

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

GENERAL (Continued)

BENDIX/KING KAP 140 2 AXIS AUTOPILOT WITH

ALTITUDE PRESELECT, OPERATING CONTROLS

AND INDICATORS

Figure S3-2

PITCH AXIS (P) ANNUNCIATOR - P annunciations on the lower

left corner of the KAP 140 autopilot computer indicates failure of

pitch axis and will either disengage the autopilot or not allow

engagement of the pitch axis. In turbulent air, the P annunciator

may illuminate during abnormal vertical accelerations.

AUTOPILOT ENGAGE/DISENGAGE (AP) BUTTON - When the

AP button is pressed and held for approximately 0.25 seconds,

the autopilot will engage only if all preflight self-test conditions

are met. The autopilot will engage in the basic roll (ROL) mode

which functions as a wing leveler and the pitch axis vertical

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

displayed in the upper right corner of the KAP 140 autopilot

computer display. The captured VS will be the vertical speed

present at the moment the AP button is pressed. The AP button

may also be used to disengage the autopilot.

ROLL AXIS (R) ANNUNCIATOR - R annunciations on the lower

left corner of the KAP 140 autopilot computer indicates failure of

the roll axis and will disengage the autopilot or not allow

engagement of the roll axis.

(Continued Next Page)

FAA APPROVED

S3-8

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

GENERAL (Continued)

HEADING (HDG) MODE SELECTOR BUTTON - When pushed,

will select the heading mode, which commands the airplane to

turn and maintain the heading selected by the heading bug on

the HSI. A new heading may be selected at any time by rotating

the heading select knob on the Garmin G1000 PFD resulting in

the airplane turning to the new heading bug location on the HSI.

The button can also be used to change between HDG and ROL

modes.

NAVIGATION (NAV) MODE SELECTOR BUTTON - When

pushed, will select the navigation mode. This mode provides

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

signals as set on the HSI. NAV mode is recommended for

enroute navigation tracking.

APPROACH (APR) MODE SELECTOR BUTTON - When

pushed, will select the approach mode. This mode provides

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

Glideslope (GS) on an ILS, as set on the HSI. APR mode

tracking sensitivity is recommended for instrument approaches.

BACK COURSE APPROACH (REV) MODE BUTTON - This

button is active only when the coupled navigation receiver is

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

back course approach mode. This mode functions identically to

the approach mode except that the autopilot response to LOC

signals is reversed. The glideslope feature is locked out with the

autopilot in the REV mode.

ALTITUDE HOLD (ALT) MODE SELECT BUTTON - When

pushed, will select the altitude hold mode. This mode provides

capture and tracking of the selected altitude. The selected

altitude is the airplane altitude at the moment the ALT button is

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

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

but will quickly return to the selected altitude.

(Continued Next Page)

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-9

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

GENERAL (Continued)

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

these buttons depends on the vertical mode selection when

pressed.

a. If VS mode is active, AP plus any lateral mode, and the UP

button is pressed, the autopilot will modify the displayed VS

command Feet Per Minute (FPM) in the up direction. Single

momentary cycles on either the UP or DN button will

increment the VS command by 100 FPM per cycle. When

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

command by 300 FPM per second.

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

modify the captured altitude by 20 feet per cycle. If held

continuously will command the airplane up or down at the

rate of 500 FPM, synchronizing the ALT reference to the

actual airplane altitude upon button release.

10. AUTO PILOT CIRCUIT BREAKER, refer to Figure S3-1, A 5-

amp pullable circuit breaker supplies 28 VDC to the KAP 140

autopilot system.

11.

WARN CIRCUIT BREAKER, refer to Figure S3-1, A 5-amp

pullable circuit breaker supplies power to the autopilot

disconnect horn and PITCH TRIM annunciator on the Garmin

G1000 PFD.

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

refer to Figure S3-1, When depressed, will disengage the

autopilot and interrupt Manual Electric Trim (MET) power. An

autopilot disconnect will be annunciated by a continuous

second tone accompanied by flashing AP annunciations on the

KAP 140 autopilot computer display.

13. MANUAL ELECTRIC TRIM (MET) SWITCHES, refer to Figure

S3-1, When both switches are pressed in the same direction,

the trim system will provide pitch trim in the selected direction.

Use of manual electric trim during autopilot operation will

disengage the autopilot.

14. COURSE SELECT (CRS) KNOB, refer to Figure S3-1, Selects

the desired magnetic course to be tracked by the autopilot.

NOTE

The HDG bug must also be positioned to the proper course

to capture and track the selected radial or desired track.

(Continued Next Page)

FAA APPROVED

S3-10

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

GENERAL (Continued)

15. HEADING SELECT KNOB

(HDG), refer to Figure S3-1,

Positions the heading pointer bug on the HSI compass card.

NOTE

The position of the heading bug also provides heading

datum to the autopilot when armed for course capture in

NAV, APR, or REV (BC) modes.

16. PITCH TRIM (PT) Annunciator - PT annunciations on the KAP

140 autopilot computer display indicates system operation with

arrowheads to indicate direction of pitch trim motion. The PT

annunciation will flash if autotrim has not satisfied the request

for trim for a period of

10 seconds. A solid PT without an

arrowhead is an indication of a pitch trim fault. Refer to the

RECOVERY PROCEDURE listed in the EMERGENCY

PROCEDURES section of the supplement for proper response

to a pitch trim fault.

17. PITCH TRIM Annunciation, refer to Figure S3-1, PITCH TRIM

annunciations on the upper right corner of the Garmin G1000

PFD indicates the automated preflight self-test has detected a

pitch trim fault or the continuous monitoring system has

detected a pitch trim fault during flight. Refer to the RECOVERY

PROCEDURE listed in the EMERGENCY PROCEDURES

section of the supplement for proper response to a pitch trim

fault.

18. AUTOPILOT ENGAGE AP Annunciation - AP annunciation on

the KAP 140 autopilot computer display indicates the autopilot is

engaged. Flashing AP annunciations on the KAP 140 autopilot

computer display indicates pilot initiated or automatic

disengagement of the KAP 140 autopilot system.

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

altitude; or may be used immediately after pressing the BARO

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

the airplane's altimeter when manual adjustment is required.

(Continued Next Page)

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-11

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

GENERAL (Continued)

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

change the display from the altitude alerter selected altitude to

the baro setting display (either IN HG or HPA) for 3 seconds. If

pushed and held for 2 seconds, will change the baro setting

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

display is visible the rotary knobs may be used to manually

adjust the baro setting.

21. ALTITUDE ARM (ARM) BUTTON - When pushed, will change

the altitude arming function between on or off. When ALT ARM

is annunciated, the autopilot will capture the altitude alerter

displayed altitude

(provided the airplane is climbing or

descending in VS to the displayed altitude). ALT hold arming

when the autopilot is engaged is automatic upon altitude alerter

altitude selection via the rotary knobs. Note that the alerter

functions are independent of the arming process thus providing

full time alerting, even when the autopilot is disengaged.

22. ALTITUDE ALERTER/VERTICAL SPEED/BARO SETTING

DISPLAY - Normally displays the altitude alerter selected

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

display changes to the command reference for the VS mode in

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

changes to the autopilot baro setting in either IN HG or HPA for

3 seconds.

23. ALTITUDE ALERT ANNUNCIATION - ALERT annunciation on

the KAP 140 autopilot computer display Illuminates continuously

in the region of 200 to 1000 feet from the selected altitude if the

airplane was previously outside of this region. Flashes for two

seconds the first time the airplane crossed the selected altitude

and continuously in the 200 to 1000 feet region if the airplane

was previously inside of this region (i.e. at the selected altitude).

Associated with the visual alerting is an aural alert (5 short

tones) which occurs 1000 feet from the selected altitude upon

approaching the altitude and 200 feet from the selected altitude

on leaving the altitude.

FAA APPROVED

S3-12

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

OPERATING LIMITATIONS

The following autopilot limitations must be obeyed:

The entire Preflight procedure given in the Normal Procedures

section of this supplement must be satisfactorily completed prior

to each flight. Use of the autopilot or manual electric trim system

is prohibited before the satisfactory completion of the Preflight

procedure.

The autopilot must be OFF during takeoff and landing.

During autopilot operation, a pilot must be seated in the left front

seat with their seat belt fastened.

The system is approved for Category I operation only (Approach

mode selected).

Autopilot maximum airspeed limitation - 140 KIAS.

Autopilot minimum airspeed limitation - 70 KIAS.

Autopilot minimum approach airspeed - 80 KIAS.

Maximum flap extension - 10°.

Maximum lateral fuel imbalance with autopilot engaged - 90

Pounds.

The autopilot must be disengaged below 200 feet AGL during

approach operations and below 800 feet AGL for all other

phases of flight.

Manually overriding the autopilot to change pitch or roll attitude

is prohibited. (Disengage the autopilot before moving the control

wheel manually).

10. If the red PITCH TRIM warning annunciator, shown on the upper

right corner of the Garmin G1000 PFD, comes on during flight,

perform the Recovery Procedure shown in the Emergency

Procedures section of this supplement. The electric trim and

autopilot systems will not operate with the AUTO PILOT circuit

breaker in the open position.

11.

Operation of the KAP 140 autopilot is prohibited when the GMA

1347 audio panel is inoperative as no warning tone will be

supplied when the autopilot disengages.

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-13

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

EMERGENCY PROCEDURES

The four-step recovery procedure listed below should be committed to

memory. It is important that the pilot be proficient in accomplishing all

four steps without reference to this supplement.

RECOVERY PROCEDURE

1. In case of autopilot, autopilot trim, or manual electric trim

malfunction (accomplish steps 1a. and 1b. simultaneously):

a. Airplane Control Wheel

- GRASP FIRMLY and regain

control of airplane.

b. A/P DISC/TRIM INT Switch - PUSH and HOLD throughout

recovery.

c. AIRPLANE - TRIM manually as needed.

d. AUTO PILOT Circuit Breaker - OPEN (pull out).

WARNING

FOLLOWING AN AUTOPILOT, AUTOTRIM OR MANUAL

ELECTRIC TRIM SYSTEM MALFUNCTION, DO NOT

ENGAGE THE AUTOPILOT UNTIL THE CAUSE OF THE

MALFUNCTION HAS BEEN CORRECTED.

NOTE

The AVIONICS switch (BUS 2) may be used to de-energize

the autopilot and electric trim systems. If necessary,

complete steps 1a. thru 1c. listed above, set the AVIONICS

switch (BUS 2) to the OFF position and then locate and

open (pull) the AUTO PILOT circuit breaker. Then the

AVIONICS switch (BUS 2) can be set to the ON position to

restore power to the other avionics equipment on

AVIONICS BUS 2. Primary attitude, airspeed, directional

compass, and altitude instruments will continue to operate

when the AVIONICS switch (BUS 2) is in the OFF position.

Maximum altitude losses due to autopilot malfunction:

CONFIGURATION

ALTITUDE LOSS

Cruise, Climb or Descent

350 Feet

Maneuvering

100 Feet

Approach

90 Feet

(Continued Next Page)

FAA APPROVED

S3-14

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

EMERGENCY PROCEDURES (Continued)

AMPLIFIED EMERGENCY PROCEDURES

The following paragraphs provide additional information for more

complete understanding of the recommended course(s) of action in

emergency situations.

An autopilot or autotrim malfunction occurs when there is an

uncommanded deviation in the airplane flight path or when there

is abnormal control wheel or trim wheel motion. In some cases,

(especially for autopilot trim), there may be little to no airplane

motion, but the PITCH TRIM warning annunciator, located on

the upper right corner of the Garmin G1000 PFD, may come on.

The primary concern in reacting to an autopilot or autopilot trim

system malfunction, or to an automatic disconnect of the

autopilot, is to keep control of the airplane. Immediately grasp

the control wheel and push and hold the A/P DISC/TRIM INT

switch throughout the recovery. Manipulate the controls as

required to safely keep the airplane within all of its operating

limitations. Elevator trim should be used manually as needed to

relieve control forces. Locate and open (pull) the AUTO PILOT

circuit breaker on the lower right hand corner of the circuit

breaker panel to completely disable the autopilot system.

A manual electric trim system malfunction

(without pilot

actuation of the manual electric trim switches) may be

recognized by the PITCH TRIM annunciator coming on or by

unusual trim wheel motions with the autopilot not engaged. As

with an autopilot malfunction, the first concern following a

manual electric trim system malfunction is to keep the airplane

in control. Grasp the control wheel firmly and push and hold

down the A/P DISC/TRIM INT switch. Locate and open (pull) the

AUTO PILOT circuit breaker on the lower right hand corner of

the AVIONICS BUS 2 circuit breaker panel.

(Continued Next Page)

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-15

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

EMERGENCY PROCEDURES (Continued)

AMPLIFIED EMERGENCY PROCEDURES (Continued)

Trim system voice messages will be provided for the following flight

conditions:

1. TRIM IN MOTION - Elevator trim runs for more than 5 seconds,

message repeats every 5 seconds.

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

approximately 20 seconds, take immediate corrective action:

a. Airplane Control Wheel

- GRASP FIRMLY and regain

control of airplane.

b. A/P DISC/TRIM INT Switch - PUSH and HOLD throughout

recovery.

c. AIRPLANE - TRIM manually as needed.

d. AUTO PILOT Circuit Breaker - OPEN (pull out).

NOTE

Emergency procedures for any malfunction are essentially

the same: immediately grasp the control wheel and regain

control of airplane while pushing and holding the A/P DISC/

TRIM INT switch, then trim the airplane as needed. After

these steps have been accomplished, secure the autopilot

electric trim system by pulling the AUTO PILOT circuit

breaker. As with any airplane emergency procedure, it is

important that these 4 steps of the recovery procedure be

committed to memory.

3. The AVIONICS switch (BUS 2) may be used to remove all

electric power from the autopilot and electric trim systems while

the AUTO PILOT circuit breaker is located and opened. When

the AVIONICS switch (BUS 2) is OFF, the autopilot and electric

trim systems will not operate. After opening the AUTO PILOT

circuit breaker, set the AVIONICS switch (BUS 2) to the ON

position to return power to the other equipment on AVIONICS

BUS 2.

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

system are tested prior to each flight in accordance with the

Normal Procedures section of this supplement in order to assure

their integrity and continued safe operation during flight.

(Continued Next Page)

FAA APPROVED

S3-16

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

EMERGENCY PROCEDURES (Continued)

AMPLIFIED EMERGENCY PROCEDURES (Continued)

WARNING

FOLLOWING AN AUTOPILOT, AUTOTRIM OR MANUAL

ELECTRIC TRIM SYSTEM MALFUNCTION, DO NOT

ENGAGE THE AUTOPILOT UNTIL THE CAUSE OF THE

MALFUNCTION HAS BEEN CORRECTED.

A flashing PT annunciation on the face of the autopilot indicates a

failure in the pitch trim system. The pitch trim (autotrim) system has not

reduced the load on the pitch servo sufficiently quickly. This condition

should be temporary.

1. FLASHING PT ANNUNCIATION - OBSERVE airplane pitch

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

for the annunciation to go off.

2. If PT annunciation continues, CONTROL WHEEL - GRASP

FIRMLY, DISENGAGE the autopilot and CHECK for out of trim

condition in pitch. Manually trim to reduce control forces.

3. AUTOPILOT OPERATION - CONTINUE, if satisfied that the

pitch trim malfunction indication was temporary. DISCONTINUE

if failure of autotrim.

If a red P or R is shown on the face of the autopilot:

1. A red P indicates that the pitch axis system of the autopilot has

been disabled and cannot be engaged.

WARNING

DO NOT ENGAGE THE AUTOPILOT IF ONLY THE ROLL

AXIS IS OPERATING.

NOTE

If the red P lamp comes on because of abnormal

acceleration of the airplane (due to turbulence), the red P

lamp should go off within approximately one minute and

normal operation of the autopilot will begin again.

2. A red R indicates that the autopilot roll axis system has been

disabled and cannot be engaged. The autopilot cannot be

engaged again.

(Continued Next Page)

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-17

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

EMERGENCY PROCEDURES (Continued)

AMPLIFIED EMERGENCY PROCEDURES (Continued)

If a flashing mode annunciation is shown on the face of the autopilot:

1. HDG flashing - Shows a failed heading input. PUSH the HDG

button to change to ROL mode. ROL will be shown on the face

of the autopilot.

NOTE

The HDG annunciation will flash for 5 seconds on selection

of NAV, APR or REV mode to instruct the pilot to set the

HDG bug, on the HSI, to the desired course.

2. NAV, APR or REV flashing - Shows that the autopilot navigation

source is not working correctly (flag). The navigation signal may

have been lost or the navigation source may have been

switched at the PFD.

NOTE

NAV, APR or REV flashing can also be caused by a failed

heading input (during course capture).

3. GS flashing - Shows a failed glideslope signal or input (GS will

ARM again if a good glideslope signal comes back).

NOTE

• If the approach is continued using the localizer only,

make sure to obey the Minimum Descent Altitude (MDA)

for the non-precision approach procedure. Use ALT or

VS mode as necessary to control altitude.

• When the mode annunciator starts to flash, the autopilot

has changed to a default mode of operation: ROL for

lateral control and/or VS for vertical control. The

autopilot may be engaged in the previous mode again as

soon as the correct navigation, glideslope or heading

signal or source is available.

(Continued Next Page)

FAA APPROVED

S3-18

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

EMERGENCY PROCEDURES (Continued)

AMPLIFIED EMERGENCY PROCEDURES (Continued)

Effects of equipment failure on autopilot operation:

1. Failure of Attitude Indicator - No effect on autopilot.

2. Failure of AHRS - The autopilot will function only in ROL mode.

3. Failure of DC Turn Coordinator - Autopilot will disengage or will

not engage.

4. Failure of HSI - If HSI fails to function correctly, no heading

signal will be available, so the autopilot HDG, NAV, APR and

REV modes will not function correctly. Only ROL mode will

function correctly.

5. Failure of the Transponder Pressure Altitude Encoder - The

Altitude Alert and Altitude Preselect functions will not operate

correctly (gray code signal not available).

6. Failure of the No. 2 GIA 63 Integrated Avionics Unit: If the No. 2

GIA 63 unit fails, the autopilot will function only in ROL mode.

7. Failure of the GMA 1347 Audio Panel - No aural annunciator

(Electronic sound or aural tone) will be heard when the autopilot

disengages.

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-19

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

NORMAL PROCEDURES

PREFLIGHT (PERFORM BEFORE EACH FLIGHT):

1. MASTER Switch (BAT) - ON

2. AVIONICS Switch BUS 2 - ON

3. POWER APPLICATION and SELF-TEST - The autopilot tests

itself when power is first made available. The test is a sequence

of internal checks before starting normal system operation. The

test sequence is shown on the face of the autopilot as PFT X.

“X” is the test sequence step number. Successful completion of

the self-test is shown by all autopilot display elements coming

on (Display Test), the PITCH TRIM annunciator on the PFD

coming on and the operation of the autopilot disengagement

tone.

WARNING

IF THE RED P STAYS ON, THE AUTOPILOT HAS

FAILED THE PREFLIGHT TEST. OPEN (PULL) THE

AUTO PILOT CIRCUIT BREAKER TO MAKE SURE THAT

THE AUTOPILOT AND MANUAL ELECTRIC TRIM

SYSTEM WILL NOT OPERATE.

NOTE

When power is first supplied to the autopilot, the red P

(pitch axis) annunciator may come on the face of the

autopilot to show that the pitch system cannot be engaged.

This condition should last approximately 30 seconds. The

red P (pitch axis) annunciator will go off and the autopilot

pitch trim system will function correctly.

(Continued Next Page)

FAA APPROVED

S3-20

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

PREFLIGHT

(PERFORM BEFORE EACH FLIGHT):

(Continued)

4. MANUAL ELECTRIC TRIM (MET) SYSTEM - TEST (Using the

DN - UP switches on the outboard side of the left control wheel):

a. Left Switch - PUSH FORWARD to DN position and hold.

MONITOR elevator trim wheel for movement. If elevator trim

wheel moves, MET system has failed. Release switch to

center OFF position.

NOTE

Any movement of the elevator trim wheel during the check

of either the left or right switch means that the MET system

has failed. The airplane may be flown if the AUTO PILOT

circuit breaker is PULLED and secured in the OPEN

position so that the autopilot is disconnected from electrical

power and will not operate until it is repaired.

b. Left Switch - PULL AFT to UP position and hold. Make sure

that the elevator trim wheel does not move. Release switch

to center OFF position.

c. Right Switch - PUSH FORWARD to DN position and hold.

Make sure that the elevator trim wheel does not move.

Make sure the red PT light on the face of autopilot comes

on. Release switch to center OFF position.

NOTE

If red PT light is not shown on the face of the autopilot after

the right switch is held in the DN position for 5 seconds, the

trim monitor system has failed. The airplane may be flown if

the AUTO PILOT circuit breaker is PULLED and secured in

the open position so the autopilot is disconnected from

electrical power and will not operate until it is repaired.

d. Right Switch - PULL AFT to UP position and hold. Make

sure that the elevator trim wheel does not move. Make sure

the red PT light on the face of the autopilot comes on.

Release switch to center OFF position.

(Continued Next Page)

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-21

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

PREFLIGHT

(PERFORM BEFORE EACH FLIGHT):

(Continued)

e. Left and Right Switches - PUSH BOTH FORWARD (DN

position) at same time and hold. Make sure that the elevator

trim wheel moves in the nose-down direction. While holding

both switches forward, PUSH and HOLD the A/P DISC/

TRIM INT switch, make sure that the elevator trim wheel

does not move while the A/P DISC/TRIM INT switch is held.

Continue to hold both switches forward and RELEASE the

A/P DISC/TRIM INT switch. Make sure that the elevator trim

wheel moves in nose-down direction. Release both switches

to the center OFF position.

NOTE

Make sure that the elevator trim tab moves up with nose

down elevator trim (both switches held in the DN position)

movement. If the elevator trim wheel moves while the A/P

DISC/TRIM INT switch is pushed and held, the manual

electric trim system has failed. The airplane may be flown if

the AUTO PILOT circuit breaker is PULLED and secured in

the open position so that the autopilot is disconnected from

electrical power and will not operate until it is repaired.

Left and Right Switches - PULL BOTH AFT (UP position) at

same time and hold. Make sure that the elevator trim wheel

moves in the nose-up direction. While holding both switches

in the aft position, PUSH and HOLD the A/P DISC/TRIM INT

switch, make sure that the elevator trim wheel does not

move while the A/P DISC/TRIM INT switch is held. Continue

to hold both switches aft and RELEASE the A/P DISC/TRIM

INT switch. Make sure that the elevator trim wheel moves in

nose-up direction. Release both switches to the center OFF

position.

(Continued Next Page)

FAA APPROVED

S3-22

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

PREFLIGHT

(PERFORM BEFORE EACH FLIGHT):

(Continued)

NOTE

Make sure that the elevator trim tab moves down with nose

up elevator trim (both switches held in the UP position)

movement. If the elevator trim wheel moves while the A/P

DISC/TRIM INT switch is pushed and held, the MET

system has failed. The airplane may be flown if the AUTO

PILOT circuit breaker is PULLED and secured in the open

position so that the autopilot is disconnected from electrical

power and will not operate until it is repaired.

5. BARO setting flashing

- SET current local barometer

(atmospheric pressure) using knobs or push BARO button to

accept the present setting.

6. AUTOPILOT - ENGAGE (push and hold AP button for 1

second).

7. FLIGHT CONTROLS - MOVE. Make sure that the autopilot can

be overpowered in both pitch axis and roll axis.

8. A/P DISC/TRIM INT Switch

- PUSH. Make sure that the

autopilot disengages. Make sure that the disengagement

warning sound is heard.

9. ELEVATOR TRIM WHEEL - SET pointer to TAKEOFF position.

WARNING

• WHEN THE AUTOPILOT IS ENGAGED, THE PILOT-

IN-COMMAND MUST CONTINUOUSLY MONITOR

AND BE READY TO DISENGAGE THE AUTOPILOT

AS NOTED ABOVE. DO THE EMERGENCY

RECOVERY PROCEDURE IF AUTOPILOT

OPERATION IS ERRATIC OR DOES NOT

CORRECTLY CONTROL THE AIRPLANE.

• DURING AUTOPILOT OPERATIONS, THE PILOT-IN-

COMMAND MUST SET THE AUTOPILOT VERTICAL

SPEED (VS) RATE AND ENGINE POWER TO MAKE

SURE THAT AIRSPEED STAYS BETWEEN 80 KIAS

AND 160 KIAS AND DOES NOT EXCEED ANY

OTHER AIRPLANE OPERATING LIMITATION.

(Continued Next Page)

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-23

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

PREFLIGHT

(PERFORM BEFORE EACH FLIGHT):

(Continued)

NOTE

Autopilot tracking performance will not be as good as usual

in turbulence.

10. AVIONICS Switch (BUS 2) - OFF

11. MASTER Switch (BAT) - OFF

BEFORE TAKEOFF

1. A/P DISC/TRIM INT Switch - PUSH

2. BARO - SET

CAUTION

CONTINUE TO SET BARO THROUGHOUT THE FLIGHT

WHEN THE ALTIMETER SETTING CHANGES. NO

FLASHING BARO SETTING WILL BE SHOWN TO

REMIND THE PILOT.

3. ALTITUDE SELECT - SET target altitude using knobs.

CAUTION

THERE IS NO CONNECTION BETWEEN THE G1000 ALT

SEL FEATURE AND THE KAP 140 ALTITUDE ALERT

FUNCTION.

NOTE

At 1000 feet before the altitude selection, an electronic

sound or tone will be supplied for the pilot. Altitude changes

of more than 200 feet from the altitude selection will cause

a series of short tones to alert the pilot.

(Continued Next Page)

FAA APPROVED

S3-24

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

AFTER TAKEOFF

1. Elevator Trim

- SET to trim airplane before engaging

the

autopilot.

NOTE

If the autopilot is engaged when the airplane is out of trim,

the result can be an unwanted altitude change, TRIM FAIL

annunciation and autopilot disengagement.

2. Airspeed and Rate of Climb - STABLE

NOTE

Only engage the autopilot during wings-level stable flight.

The autopilot will come on in ROL (wings leveler) and VS

(Vertical Speed) modes. The VS mode initial rate-of-climb

will be the vertical speed at the time the autopilot is

engaged. Do not engage the autopilot when the airplane

cannot hold the climb rate because of excessive pitch

attitude, low airspeed, low engine power or high airplane

weight. Do not engage the autopilot when the performance

or operation of the autopilot or airplane will not obey the

limitations.

3. AP Button - PUSH and HOLD. Make sure that ROL and VS are

shown on the face of the autopilot. If no selection of other

operating modes is made, the autopilot will operate in ROL and

VS modes.

NOTE

When operating in ROL mode, turbulence may result in

changes to airplane heading. ROL mode only works to

keep the wings level.

(Continued Next Page)

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-25

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

AFTER TAKEOFF (Continued)

4. Make HDG or NAV mode selection as applicable (optional).

WARNING

•

WHEN OPERATING THE AUTOPILOT IN VS MODE

WITH POWER SET FOR CLIMB AND AIRSPEED AT

OR NEAR BEST RATE-OFCLIMB, CONTINUED

OPERATION IN VS MODE CAN RESULT IN A STALL.

IF NECESSARY, DISENGAGE THE AUTOPILOT AND

RETURN THE AIRPLANE TO STABLE CLIMB

BEFORE ENGAGING THE AUTOPILOT AGAIN.

•

WHEN OPERATING AT OR NEAR AUTOPILOT

MAXIMUM AIRSPEED, REDUCE POWER TO

CONTROL THE DESIRED RATE-OF-DESCENT AND

KEEP THE AIRSPEED LESS THAN THE AUTOPILOT

MAXIMUM LIMIT.

•

DO NOT MOVE THE CONTROL WHEEL WHEN THE

AUTOPILOT IS ENGAGED. IF THE PILOT TRIES TO

FLY THE AIRPLANE MANUALLY WHEN THE

AUTOPILOT IS ENGAGED OR TRIES TO MANUALLY

"HELP" THE AUTOPILOT, THE AUTOPILOT WILL

ADJUST PITCH TRIM TO OPPOSE CONTROL

WHEEL MOVEMENT AND CAUSE THE AIRPLANE

TO GO OUT OF TRIM. THE OUT-OF-TRIM

CONDITION WILL CAUSE LARGE ELEVATOR

CONTROL FORCES WHEN THE AUTOPILOT IS

DISENGAGED.

(Continued Next Page)

FAA APPROVED

S3-26

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

CLIMB OR DESCENT

1. BARO - SET current altimeter.

2. VS (Vertical Speed) Mode:

UP or DN Buttons - PUSH button to set airplane vertical speed in

100 FPM increments. PUSH and HOLD the button for the KAP

140 to increase the vertical speed at approximately 300 ft/min/

sec to the desired value, then RELEASE. The rate will be set at

the time of button release.

CAUTION

THE VERTICAL SPEED MODE HAS SYSTEM LIMITS OF

+1500/-2000 FEET PER MINUTE. OPERATING THE

MODEL

172S NEAR THESE LIMITS IS NOT

RECOMMENDED.

3. POWER - SET as applicable for vertical speed selection.

NOTE

The autopilot can hold a set vertical speed only if engine

power and airplane weight are correct for the conditions. If

the vertical speed set for the autopilot is more than the

airplane can supply and airspeed decreases sufficiently, the

airplane can be made to stall. Make sure that the vertical

speed set for the autopilot results in airplane performance

that stays in the operating limitations of both the autopilot

and the airplane.

(Continued Next Page)

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-27

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

ALTITUDE PRESELECT MODE (ALTITUDE LOCK ON)

1. ALTITUDE SELECT - SET (target altitude using knob on KAP

140)

2. ALTITUDE ARM - PUSH the ARM button to set the altitude lock

on feature to the ON position (if needed). ALT ARM will show on

the face of the autopilot when altitude lock on is set to the ON

condition.

NOTE

• Minor differences between the autopilot altitude

selection and the airplane altitude indication may be

seen after altitude lock on. This small difference is

generally due to autopilot system tolerances.

• Use of altitude preselect

(Lock On) mode is not

recommended for lock on at Minimum Descent Altitude

(MDA) during non-precision instrument approach

procedures due to the possibility of altitude overshoot.

Glideslope (GS) lock on during an ILS approach will

prevent lock on to a preselect altitude selection.

• Use Vertical Speed (VS) mode as described previously

in CLIMB or DESCENT for altitude change.

(Continued Next Page)

FAA APPROVED

S3-28

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

ALTITUDE HOLD

1. ALT Button - PUSH (verify ALT annunciator is shown on the

front of the autopilot computer display). The autopilot will stay at

the set altitude.

NOTE

• If the ALT button is pushed while the airplane is climbing

or descending, the airplane may go through the altitude

selection by approximately

10% of the vertical rate

(example: 500 FPM = approximately 50 feet), but will

quickly lock on and correct to the target altitude.

• In Advisory Circular AC00-24B

“Thunderstorms”, the

FAA recommends the use of Pitch Attitude Hold for

autopilot operation in severe turbulence. The KAP 140

does not use pitch reference, so it is recommended that

the autopilot be disengaged and the airplane flown

manually in severe turbulence.

CHANGING ALTITUDE

If the autopilot is engaged in ALT mode (Altitude Hold):

1. For small altitude changes (less than 100 feet), push the UP or

DN button momentarily to program an increase or decrease to

the altitude selection, as applicable, of 20 feet each time the

button is pushed. This lets the autopilot make small corrections

to the altitude selection.

2. For larger altitude changes, push and HOLD the UP or DN

button, as applicable, to start a

500 FPM altitude change.

Release the button at the altitude the autopilot is to hold.

(Continued Next Page)

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-29

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

CHANGING ALTITUDE (Continued)

If the autopilot is engaged in Vertical Speed (VS) mode:

1. UP or DN Button - PUSH momentarily for 100 FPM vertical

speed increments or PUSH and HOLD for 300 ft/min/sec vertical

rate change and RELEASE at the rate desired. The autopilot will

climb or descend at rate selection.

NOTE

• The autopilot can hold a vertical speed selection only if

engine power and airplane weight are correct for the

conditions. If the vertical speed set for the autopilot is

more than the airplane can supply and airspeed

decreases sufficiently, the airplane can be made to stall.

Make sure that the vertical speed set for the autopilot

results in airplane performance that stays in the

operating limitations of both the autopilot and the

airplane.

• When operating at or near the best rate-of-climb

airspeed, with the engine set to climb power or when in

vertical speed mode, it can be easy to slow to airspeeds

where any additional reduction in airspeed will result

reduced rate-of-climb. Hold sufficient airspeed during

vertical speed mode operation to avoid a stall.

HEADING (HDG) MODE OPERATION

1. HDG Knob - SET the heading pointer ("bug") on the G1000 HSI

to the correct magnetic heading using the HDG knob on the

PFD.

2. HDG Button - PUSH to engage HDG mode. Make sure that the

HDG annunciator is shown on the face of the autopilot. The

autopilot will turn the airplane at approximately standard rate

(3°/sec) to lock on to the heading selection.

(Continued Next Page)

FAA APPROVED

S3-30

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

NAVIGATION (NAV) MODE OPERATION

The KAP 140 autopilot will operate in NAV mode using GPS or VHF

(VOR or LOC) navigation signal inputs. The G1000 HSI shows the

GPS, NAV 1 or NAV 2 navigation signal being supplied to the autopilot.

The navigation source selection shown on the HSI is made using the

CDI softkey.

If using NAV 1 or NAV 2, make sure that the radio is adjusted to the

correct frequency and is the active frequency. Make sure that NAV 1 or

NAV 2, as applicable, is shown on the HSI.

WARNING

WHEN THE KAP 140 AUTOPILOT IS ENGAGED IN NAV,

APR OR REV OPERATING MODE, 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.

(Continued Next Page)

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-31

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

NAVIGATION (NAV) MODE OPERATION (Continued)

CAUTION

THE G1000 HSI SHOWS A COURSE DEVIATION

INDICATOR FOR THE SELECTED GPS, NAV 1 OR NAV 2

NAVIGATION SOURCE. THE G1000 HSI DOES NOT

PROVIDE A WARNING FLAG WHEN A VALID

NAVIGATION SIGNAL IS NOT BEING SUPPLIED TO THE

INDICATOR. WHEN A VALID NAVIGATION SIGNAL IS

NOT BEING SUPPLIED, THE COURSE DEVIATION BAR

(D-BAR) PART OF THE INDICATOR IS NOT SHOWN ON

THE HSI COMPASS CARD. THE MISSING D-BAR IS

CONSIDERED TO BE THE WARNING FLAG.

NOTE

When navigating using GPS, make sure that the GPS 2 unit

is available on the G1000 MFD AUX - GPS STATUS page.

No annunciation is provided for GPS 2 malfunction.

(Continued Next Page)

FAA APPROVED

S3-32

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

NAV COURSE CAPTURE (LOCK ON)

1. CRS Pointer - SET the HSI course pointer to the desired

magnetic course using the CRS knob on the PFD.

NOTE

If operating GPS-Direct (Direct-to) or on an active GPS

Flight Plan, the course pointer will be automatically set by

the G1000.

2. HDG Bug - SET the HSI heading bug to the desired course

intercept heading.

3. HDG Button - PUSH to engage KAP 140 in heading mode.

Make sure that the HDG annunciation is shown on the face of

the autopilot.

4. NAV Button - PUSH to arm the autopilot NAV lock on function.

Make sure that the autopilot is correctly engaged from the

annunciation on the autopilot:

a. If the HSI D-Bar is less than 2 to 3 dots from center, the

autopilot will go to NAV mode. The NAV annunciator will be

shown on the face of the autopilot.

b. If the HSI D-Bar is more than 2 to 3 dots from center, the

NAVARM annunciator will be shown on the face of the

autopilot. When the computed intercept point is reached, the

ARM annunciator will go off and lock on (capture and track)

will begin automatically. The NAV annunciator will stay on

the face of the autopilot.

NOTE

The HDG annunciation will flash for 5 seconds on selection

of NAV mode to instruct the pilot to set the HDG bug, on the

HSI, to the desired course.

(Continued Next Page)

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-33

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

GPS NAV AND ROLL STEERING

The KAP 140 autopilot has DC (analog) roll steering capability. Roll

steering enables the flight guidance system (in this case, the G1000

GPS navigation computer) to control the autopilot through automatic

course changes at flight plan waypoints and to lock on to the course to

the next waypoint.

The GPS navigation computer uses ground speed, track and turn rate

data to calculate the bank angle required for waypoint course changes.

The GPS roll steering signal will make the autopilot turn the airplane

and lock on course to the next waypoint without flying directly over the

current waypoint, except for designated fly-over waypoints. The flight

path is approximately tangent to the inbound and outbound flight plan

legs.

The distance from the waypoint to start the turn will vary with

groundspeed, degrees of heading change, etc., but will usually be

approximately

0.5 nautical mile from the waypoint. Flight plan

sequencing to the next waypoint will occur at approximately the

midpoint of the turn.

Roll steering works only if all the following conditions are true:

1. GPS must be the navigation source shown on the G1000 HSI.

2. The GPS navigation computer must be executing an active flight

plan.

3. The KAP 140 must be engaged in NAV or APR mode.

4. The GPS must not be operating in OBS mode (PFD).

NOTE

When on an active GPS flight plan with the KAP 140

autopilot coupled in NAV or APR mode, waypoint course

changes greater than approximately 140° could result in a

turn rate that reaches the autopilot bank angle limit. The

pilot may need to change the KAP 140 to HDG mode (also

arm NAV or APR mode) and manually set the intercept

heading to help the autopilot lock on the new course.

(Continued Next Page)

FAA APPROVED

S3-34

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

HOLDING PATTERNS AND PROCEDURE TURNS

When operating IFR on an active GPS flight plan, enroute or

transitioning to the terminal environment, a holding pattern or course

reversal maneuver may be necessary. The G1000 GPS does not

provide course guidance through these maneuvers. The pilot must set

both the G1000 and the KAP 140 to the correct operating mode and

provide course guidance.

The holding pattern is usually shown on the MFD Navigation Map (for a

published holding fix), but it is not included as a leg of the flight plan.

GPS flight plan execution must be paused by entering OBS mode and

using autopilot HDG or NAV modes, as applicable, to perform the

maneuver.

The procedure turn is included as a leg in the flight plan along with the

instrument approach procedure selection. Course guidance is supplied

through the turn to outbound course lock on, but is discontinued after

approximately 1 minute. G1000 OBS mode is not required but the KAP

140 must be set to HDG mode and the HDG bug used to provide

guidance through the course reversal. When established inbound,

change from HDG to APR mode for lock on to the final approach

course.

(Continued Next Page)

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-35

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

HOLDING PATTERNS AND PROCEDURE TURNS

(Continued)

For a KAP 140 that has been operating in NAV mode on an active GPS

flight plan:

On arrival at the holding fix, set the KAP 140 in HDG mode and

provide course guidance by manually adjusting the G1000 HDG bug

to command turns and heading, as applicable. Pause G1000 flight

plan execution during the holding pattern by using the OBS mode

selection on the PFD. Set the correct inbound holding course on the

HSI course pointer and NAV mode may be used for the KAP 140 on

the inbound leg of the holding pattern for course guidance, but HDG

mode must be used for the remainder of the holding pattern

maneuver. At the end of the holding procedure, exit OBS mode to

start the flight plan executing again and set NAV mode on the KAP

140 to lock on to the course. Refer to the Garmin G1000 Cockpit

Reference Guide (CRG) for further information.

Arriving at the Initial Approach Fix (IAF), usual starting point for the

procedure turn maneuver, the G1000 will command the autopilot to

turn to the outbound course and will provide course guidance for

approximately

1 minute. Unlike the holding pattern, the G1000

includes the procedure turn as a leg in the flight plan, so no OBS

mode change is needed. Set the HDG bug to the procedure turn

outbound leg heading and push the HDG button on the KAP 140 to

start the turn. After the correct time flying outbound, adjust the HDG

bug to make the turn to the procedure turn inbound heading. When

established on the procedure turn inbound, push the APR button on

the KAP 140 to lock on to the final approach course. Refer to the

Garmin G1000 CRG for further information.

(Continued Next Page)

FAA APPROVED

S3-36

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

APPROACH (APR) MODE OPERATION

Approach (APR) mode gives more precise tracking during instrument

approach procedures. It engages automatic lock on to the final

approach course on most approaches and automatic capture of the

glideslope on ILS approaches.

The G1000 system will automatically change from GPS to ILS at final

approach course lock on (only when the procedure has been activated

in the flight plan and the ILS CDI capture feature is enabled). Automatic

change to VHF navigation is only provided for ILS approaches.

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.

(Continued Next Page)

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-37

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

APPROACH (APR) MODE OPERATION (Continued)

NOTE

Changing from GPS to ILS includes tuning the NAV 1 active

frequency to the correct LOC frequency, slewing the course

pointer to the applicable final approach course magnetic

heading and changing the CDI to NAV 1 while keeping the

autopilot in APR mode. The G1000 will do this

automatically if ILS CDI capture is set to AUTO.

Roll steering will only operate on instrument approach procedures

selected from a current GPS aeronautical database when:

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

2. GPS is shown as the navigation source on the HSI.

NOTE

• Make sure that the applicable GPS mode is set during

each portion of the approach procedure selection

symbol (NAV, APR or REV) flashing on the face of the

autopilot.

• If either the GPS or VHF navigation signal, as

applicable, fails when the autopilot is engaged in NAV,

APR or REV mode, the autopilot will change back to

ROL mode operation. ROL mode operation is shown by

the previous mode.

(Continued Next Page)

FAA APPROVED

S3-38

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

APPROACH (APR) CAPTURE (LOCK ON)

1. BARO - SET current local barometric pressure (altimeter).

2. CRS Pointer - SET the HSI course pointer to the desired

magnetic course using the CRS knob on the PFD.

NOTE

If operating GPS-Direct (Direct-to) or on an active GPS

flight plan, the course pointer will be automatically set by

the G1000.

3. HDG bug - SET the HSI heading bug to the desired course

intercept heading.

4. HDG Button - PUSH to engage autopilot HDG mode. Make sure

that HDG is shown on the face of the autopilot.

5. APR Button - PUSH to arm the autopilot APR lock on function.

Make sure that the autopilot is correctly engaged from the

annunciation on the autopilot:

a. If the HSI D-Bar is less than 2 to 3 dots from center, the

autopilot will go to APR mode. The APR annunciator will be

shown on the face of the autopilot.

b. If the HSI D-Bar is more than 2 to 3 dots from center, the

APRARM annunciator will be shown on the face of the

autopilot. When the computed intercept point is reached, the

ARM annunciator will go off and lock on (capture and track)

will begin automatically. The APR annunciator will stay on

the face of the autopilot.

NOTE

The HDG annunciation will flash for 5 seconds on selection

of APR mode to instruct the pilot to set the HDG bug, on the

HSI, to the desired course.

(Continued Next Page)

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-39

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

APPROACH (APR) CAPTURE (LOCK ON) (Continued)

WARNING

WHEN THE KAP 140 AUTOPILOT IS ENGAGED IN NAV,

APR OR REV OPERATING MODE, 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.

6. Airspeed - HOLD 100 KIAS minimum (recommended) during

approaches when the autopilot is engaged.

(Continued Next Page)

FAA APPROVED

S3-40

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

GLIDESLOPE ENGAGEMENT AND LOCK-ON

1. APR Mode - ENGAGED. Make sure that GSARM is shown on the

face of the autopilot.

NOTE

The glideslope cannot lock-on when the autopilot is

engaged in NAV or REV modes. Engaged in APR mode,

with NAV 1 or NAV 2 set to the correct ILS frequency, and

shown as the related HSI navigation source, the glideslope

becomes armed at localizer lock-on.

2. Glideslope Indicator - CENTERED. Make sure that the ARM

annunciator goes out and the GS annunciator stays on.

NOTE

The KAP 140 autopilot can lock on the glideslope from

above or below. Capturing the glideslope from above is not

recommended.

3. Airspeed - HOLD 100 KIAS minimum (recommended) during

approaches when the autopilot is engaged.

(Continued Next Page)

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-41

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

BACK COURSE (REV) MODE OPERATION

This mode provides reverse sensing for the autopilot navigation course

on back course-type localizer approaches.

1. BARO - SET current local barometric pressure (altimeter).

2. CRS Pointer - SET the HSI course pointer to the ILS front

course inbound heading using the CRS knob on the PFD.

3. HDG Bug - SET the HSI heading bug to the desired course

intercept heading.

4. HDG Button - PUSH to engage HDG mode. Make sure that

HDG is shown on the face of the autopilot.

5. REV Button - PUSH to arm the autopilot REV lock-on function.

Make sure that the autopilot is correctly engaged from the

annunciation on the autopilot:

a. If the HSI D-Bar is less than 2 to 3 dots from center, the

autopilot will go to REV mode. The REV annunciator will be

shown on the face of the autopilot.

b. If the HSI D-Bar is more than 2 to 3 dots from center, the

REVARM annunciator will be shown on the face of the

autopilot. When the computed intercept point is reached, the

ARM annunciator will go off and lock on (capture and track)

will begin automatically. The REV annunciator will stay on.

NOTE

The HDG annunciation will flash for 5 seconds on selection

of REV mode to instruct the pilot to set the HDG bug, on the

HSI, to the desired course.

6. Airspeed - HOLD 100 KIAS minimum (recommended) during

approaches when the autopilot is engaged.

(Continued Next Page)

FAA APPROVED

S3-42

U.S.

172SPHAUS-S3-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 3

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

MISSED APPROACH

1. A/P DISC/TRIM INT Switch - PUSH to disengage the autopilot

2. Missed Approach Procedure - EXECUTE

3. If autopilot is to be engaged:

a. Elevator Trim - SET

b. Airspeed and Rate of Climb - STABILIZED

WARNING

THE G1000 WILL ENTER SUSP MODE (STOP THE

FLIGHT PLAN) AT THE MISSED APPROACH POINT

(MAP) AND WILL NOT SUPPLY A NAVIGATION SIGNAL

TO THE KAP 140. IF THE G1000 IS TO BE USED FOR

COURSE GUIDANCE TO THE MISSED APPROACH

HOLDING POINT (MAHP), PUSH THE SUSP SOFTKEY

TO START THE FLIGHT PLAN AND NAVIGATION

SIGNAL AGAIN BEFORE ENGAGING THE KAP 140.

NOTE

•

Only engage the autopilot during wings-level stable

flight. The autopilot will come on in ROL (wings leveler)

and VS (Vertical Speed) modes. The VS mode initial

rate-of-climb will be the vertical speed at the time the

autopilot is engaged. Do not engage the autopilot when

the airplane cannot hold the climb rate because of

excessive pitch attitude, low airspeed, low engine power

or high airplane weight. Do not engage the autopilot

when the performance or operation of the autopilot or

airplane would not obey the limitations.

•

The autopilot can hold a vertical speed selection only if

engine power and airplane weight are correct for the

conditions. If the vertical speed set for the autopilot is

more than the airplane can supply and airspeed

decreases sufficiently, the airplane can be made to stall.

Make sure that the vertical speed set for the autopilot

results in airplane performance that stays in the

operating limitations of both the autopilot and the

airplane.

(Continued Next Page)

FAA APPROVED

172SPHAUS-S3-01

U.S.

S3-43

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3

MODEL 172S NAV III

KAP 140 AUTOPILOT

NORMAL PROCEDURES (Continued)

MISSED APPROACH (Continued)

NOTE

• When operating at or near the best rate-of-climb

airspeed, with the engine set to climb power or when in

vertical speed mode, it can be easy to slow to airspeeds

where any additional reduction in airspeed will result

reduced rate-of-climb. Hold sufficient airspeed during

vertical speed mode operation to avoid a stall.

c. AP Button - PUSH and HOLD to engage the autopilot. Make

sure that ROL and VS are shown on the face of the

autopilot. If no selection of other operating modes is made,

the autopilot will operate in ROL and VS modes.

NOTE

When operating in ROL mode, turbulence may result in

changes to airplane heading. ROL mode only works to

keep the wings level. When tracking the ILS course

outbound on the missed approach procedure, use NAV

mode to prevent unwanted GS coupling.

BEFORE LANDING

1. A/P DISC/TRIM INT Switch - PUSH to disengage the autopilot.

PERFORMANCE

There is no change in airplane performance when the Bendix/King KAP

140 2 Axis Autopilot is installed. Refer to the Operating Limitations

section of this supplement for limitations that can have an effect on

airplane performance.

FAA APPROVED

S3-44

U.S.

172SPHAUS-S3-01

Pilot's Operating Handbook

and

FAA Approved Airplane Flight Manual

CESSNA MODEL 172S

NAV III AIRPLANES

Serials 172S9810 and On

SUPPLEMENT 4

WINTERIZATION KIT

SERIAL NO.

REGISTRATION NO.

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

and FAA Approved Airplane Flight Manual when the Winterization Kit is installed.

Member of GAMA

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

25 FEBRUARY 2005

172SPHAUS-S4-00

U.S. S4-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 4

MODEL 172S NAV III

SUPPLEMENT 4

WINTERIZATION KIT

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

this supplement.

Pages affected by the current revision are indicated by an asterisk

(*) preceding the page number.

Supplement Status

Date

Original

25 February 2005

LOG OF EFFECTIVITY PAGES

_______________________________

Page

Revision

Number

Status

Number

S4-1 thru S4-4

Original

FAA APPROVED

S4-2 U.S.

172SPHAUS-S4-00

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 4

MODEL 172S NAV III

WINTERIZATION KIT

GENERAL

The winterization kit consists of two cover plates

(with placards)

which attach to the air intakes in the cowling nose cap and a

placard silk screened on the instrument panel. This equipment

should be installed for operations in temperatures consistently

below 20°F (-7°C).

LIMITATIONS

The following information must be presented in the form of placards

when the airplane is equipped with a winterization kit.

On each nose cap cover plate:

REMOVE WHEN O.A.T. EXCEEDS +20°F.

On the instrument panel below the Primary Flight Display

(PFD):

WINTERIZATION KIT MUST BE REMOVED WHEN OUTSIDE

AIR TEMPERATURE IS ABOVE 20°F.

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when the

winterization kit is installed.

NORMAL PROCEDURES

There is no change to the airplane normal procedures when the

winterization kit is installed.

PERFORMANCE

There is no change to the airplane performance when the

winterization kit is installed.

FAA APPROVED

S4-4 U.S.

172SPHAUS-S4-00

CESSNA MODEL 172S

NAV III AVIONICS OPTION - KAP 140 AUTOPILOT

Serials

172S9810 thru 172S10467 and 172S10469 thru 172S10506

and

172S10508 thru 172S10639 and 172S10641 thru 172S10655

SUPPLEMENT 5

BRAZILIAN CERTIFIED AIRPLANES

SERIAL NO.

REGISTRATION NO.

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

and FAA Approved Airplane Flight Manual when used for Brazilian Certified

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

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

Airplanes, in accordance with the

“Regulamento Brasileiro de Homologação

Aeronáutica” (RBHA) Part 21, Section 21.29.

1 FEBRUARY 2006

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

REVISION 3 - 27 MAY 2009

172SPHAUS-S5-03

U.S.

S5-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 5

MODEL 172S NAV III

KAP 140 AUTOPILOT

SUPPLEMENT 5

BRAZILIAN CERTIFIED AIRPLANES

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

supplement.

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

preceding the page number.

Supplement Status

Date

Original Issue

1 February 2006

Revision 1

2 November 2006

Revision 2

11 May 2009

Revision 3

27 May 2009

LOG OF EFFECTIVE PAGES

Page

Revision

Number

Status

Number

* S5-1 thru S5-2

Revised

S5-3 thru S5-4

Revised

* S5-5/S5-6

Revised

FAA APPROVED

S5-2

U.S.

172SPHAUS-S5-03

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 5

KAP 140 AUTOPILOT

SERVICE BULLETIN CONFIGURATION LIST

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

operation of the airplane, and have been incorporated into this

supplement. This list contains only those Service Bulletins that are

currently active.

Airplane Serial

Revision

Incorporated

Number Title

Effectivity

Incorporated

in Airplane

FAA APPROVED

172SPHAUS-S5-02

U.S.

S5-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 5

MODEL 172S NAV III

KAP 140 AUTOPILOT

GENERAL

This supplement is required for Brazilian operation of Cessna Model

172S airplanes equipped with the Nav III KAP 140 Autopilot avionics

option.

OPERATING LIMITATIONS

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

Brazilian Certified Airplanes.

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when used

for Brazilian Certified Airplanes.

NORMAL PROCEDURES

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

Brazilian Certified Airplanes.

PERFORMANCE

There is no change to the airplane performance when used for

Brazilian Certified Airplanes.

FAA APPROVED

S5-4

U.S.

172SPHAUS-S5-02

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 5

KAP 140 AUTOPILOT

LOG OF ANAC APPROVED SUPPLEMENTS

The following list contains ANAC accepted supplements. Refer to Log

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

FAA Approved Airplane Flight Manual for revision status.

Supplement

Name

Equipment

Number

Installed

Pointer Model 3000-11 or Model 4000-11

Emergency Locator Transmitter (ELT)

_____________

Reserved

Bendix/King KAP 140 2 Axis Autopilot

_____________

Winterization Kit

_____________

Brazilian Certified Airplanes

_____________

Artex C406-N Emergency Locator

Transmitter (ELT)

_____________

Bendix/King KR 87 Automatic Direction

Finder (ADF)

_____________

Reserved

Artex ME406 Emergency Locator

Transmitter (ELT)

_____________

Reserved

Garmin G1000 Synthetic Vision

Technology (SVT)

_____________

Reserved

FAA APPROVED

172SPHAUS-S5-03

U.S.

S5-5/S5-6

CESSNA MODEL 172S

NAV III AVIONICS OPTION

Serials 172S9810 and On

SUPPLEMENT 6

ARTEX C406-N

EMERGENCY LOCATOR TRANSMITTER (ELT)

SERIAL NO.

REGISTRATION NO.

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

and FAA Approved Airplane Flight Manual when the Artex C406-N Emergency

Locator Transmitter (ELT) is installed.

14 FEBRUARY 2006

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

REVISION 1

16 NOVEMBER 2006

172SPHAUS-S6-01

U.S.

S6-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 6

MODEL 172S NAV III

SUPPLEMENT 6

ARTEX C406-N EMERGENCY LOCATOR TRANSMITTER

(ELT)

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

supplement.

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

preceding the page number.

Supplement Status

Date

Original Issue

14 February 2006

Revision 1

16 November 2006

LOG OF EFFECTIVE PAGES

Page

Revision

Number

Status

Number

* S6-1 thru S6-2

Revised

S6-3

Original

* S6-4 thru S6-6

Revised

* S6-7 thru S6-8

Added

FAA APPROVED

S6-2

U.S.

172SPHAUS-S6-01

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 6

MODEL 172S NAV III

ARTEX C406-N EMERGENCY LOCATOR

TRANSMITTER (ELT)

GENERAL

The Artex C406-N Emergency Locator Transmitter (ELT) installation

uses a solid-state

3-frequency transmitter powered by an internal

lithium battery. The navigation function of the C406-N ELT receives

power from the airplane’s main battery thru Avionics Bus 1 and the

Essential Bus. The C406-N is also equipped with an instrument panel-

mounted remote switch assembly, that includes a red warning light, and

an external antenna mounted on the top of the tailcone. The remote

switch assembly is installed along the top right side of the instrument

panel and controls ELT operating modes from the flight crew station.

When the remote switch is set to the ARM position, the transmitter is

energized only when the internal "G-switch" senses longitudinal inertia

forces per TSO-C91a/TSO-C126. When the remote switch is set to the

ON position, the transmitter is immediately energized.

The C406-N transmitter unit is located in the tailcone along the right

side behind the baggage compartment aft panel. On the ELT

transmitter unit is a panel containing an ON/OFF switch and a

transmitter warning light.

The ELT installation uses two different warnings to tell the pilot when

the ELT is energized. The aural warning is an unusual sound that is

easily heard by the pilot. The visual warning is a flashing red light

directly above the remote switch that shows the pilot that the ELT has

been activated.

When the C406-N is energized, the ELT transmits the standard swept

tone signal on the international VHF frequency of 121.5 MHz and UHF

frequency of 243.0 MHz until battery power is gone. The 121.5 MHz

signal is mainly used to pinpoint the beacon during search and rescue

operations, and is monitored by general aviation, commercial aircraft,

and government agencies.

In addition, for the first 24 hours of the ELT being energized, a 406.028

MHz signal is transmitted at 50 second intervals. This transmission

lasts 440 milliseconds and contains identification data programmed into

the ELT and is received by COSPAS/SARSAT satellites. The

transmitted data may include the Aircraft ID, GPS coordinates, ELT

Serial Number, Country Code, and COSPAS/SARSAT ID.

(Continued Next Page)

FAA APPROVED

S6-4

U.S.

172SPHAUS-S6-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 6

ARTEX C406-N ELT CONTROL PANEL

ELT PANEL SWITCH (2-Position Toggle Switch):

a. OFF - Turns OFF and ARMS transmitter for automatic

activation if

“G” switch senses a predetermined

deceleration level.

b. ON

- Activates transmitter instantly. The ON position

bypasses the automatic activation switch. The RED

warning light on ELT panel and on the remote switch

assembly mounted on the instrument panel should come

on.

TRANSMITTER WARNING LIGHT - Light comes on RED to

indicate the transmitter is transmitting a distress signal.

REMOTE CABLE JACK - Connects to the ELT remote switch

assembly located on the upper right instrument panel.

ANTENNA RECEPTACLE - Connects to the antenna mounted

on top of tailcone.

REMOTE SWITCH ASSEMBLY - (2-Position Rocker Switch):

a. ARM

(OFF)

- Turns OFF and ARMS transmitter for

automatic activation if “G” switch senses a predetermined

deceleration level.

b. ON

- Remotely activates the transmitter for test or

emergency situations. The RED warning light above the

rocker switch comes on to indicate that the transmitter is

transmitting a distress signal.

Figure S6-1

FAA APPROVED

172SPHAUS-S6-01

U.S.

S6-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 6

MODEL 172S NAV III

OPERATING LIMITATIONS

There are no additional airplane operating limitations when the Artex

C406-N ELT is installed.

The airplane owner or operator must register the C406-N ELT with the

applicable civil aviation authority before use to make sure that the

identification code transmitted by the ELT is in the COSPAS/SARSAT

database. Refer to www.cospas-sarsat.org for registration information.

Refer to 14 CFR 91.207 for ELT inspection requirements. The C406-N

must be inspected and tested by an approved technician using the

correct test equipment under the appropriate civil aviation authorities

approved conditions.

FAA APPROVED

S6-6

U.S.

172SPHAUS-S6-01

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172S NAV III

SUPPLEMENT 6

EMERGENCY PROCEDURES

If a forced landing is necessary, set the remote switch to the ON

position before landing. This is very important in remote or

mountainous terrain. The red warning light above the remote switch will

flash and the aural warning will be heard.

After a landing when search and rescue aid is needed, use the ELT as

follows:

NOTE

The ELT remote switch assembly could be inoperative if

damaged during a forced landing. If inoperative, the inertia

“G” switch will activate automatically. However, to turn the

ELT OFF and ON again requires manual switching of the

ELT panel switch which is located on the ELT unit.

MAKE SURE THE ELT IS ENERGIZED:

a. If the red warning light above the remote switch is not

flashing, set the remote switch to the ON position.

b. Listen for the aural warning. If the COM radio(s) operate and

can be energized safely (no threat of fire or explosion),

energize a COM radio and set the frequency to 121.5 MHz.

The ELT tone should be heard on the COM radio if the ELT

is working correctly. When done, de-energize the COM

radio(s) to conserve the airplane battery power.

c. Make sure that nothing is touching or blocking the ELT

antenna.

AFTER RESCUE - Set the remote switch to the ARM position to

de-energize the ELT. If the remote switch does not function, set

the switch on the C406-N (in the tailcone) to the OFF position.

FAA APPROVED

172SPHAUS-S6-01

U.S.

S6-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 6

MODEL 172S NAV III

NORMAL PROCEDURES

When operating in a remote area or over hazardous terrain, it is

recommended that the ELT be inspected by an approved technician

more frequently than required by 14 CFR 91.207.

NORMAL OPERATION

1. Check that the remote switch (on the right instrument panel) is set

to the ARM position.

Normal operation of the C406-N from the flight crew station is only to

de-energize and arm the ELT after it has been accidentally energized

(no emergency).

The ELT can be energized by a lightning strike or hard landing. If the

red light above the remote switch is flashing and the aural warning is

heard, the ELT is energized. Check for the emergency signal on a COM

radio set to 121.5 MHz. To stop the transmissions, set the remote

switch to the ON position momentarily and then set to the ARM

position. Tell the nearest Air Traffic Control facility about the accidental

transmissions as soon as possible to hold search and rescue work to a

minimum.

PERFORMANCE

There is no change to the airplane performance when the Artex C406-

N ELT is installed.

FAA APPROVED

S6-8

U.S.

172SPHAUS-S6-01

Pilot’s Operating Handbook and

FAA Approved Airplane Flight Manual

CESSNA MODEL 172S

NAV III AVIONICS OPTION

Serials 172S9810 and On

SUPPLEMENT 7

BENDIX/KING KR87

AUTOMATIC DIRECTION FINDER (ADF)

SERIAL NO.

REGISTRATION NO.

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

and FAA Approved Airplane Flight Manual when the Bendix/King KR 87 Automatic

Direction Finder (ADF) is installed.

22 DECEMBER 2005

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

172SPHAUS-S7-00

U.S.

S7-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 7

MODEL 172S NAV III

SUPPLEMENT 7

BENDIX/KING KR87 AUTOMATIC DIRECTION

FINDER (ADF)

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

supplement.

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

preceding the page number.

Supplement Status

Date

Original Issue

22 December 2005

LOG OF EFFECTIVE PAGES

Page

Revision

Number

Status

Number

S7-1 thru S7-12

Original

FAA APPROVED

S7-2

U.S.

172SPHAUS-S7-00

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 7

MODEL 172S NAV III

BENDIX/KING KR87 AUTOMATIC DIRECTION

FINDER (ADF)

GENERAL

The Bendix/King Digital ADF is a panel-mounted, digitally tuned

automatic direction finder. It is designed to provide continuous 1-kHz

digital tuning in the frequency range of

200-kHz to 1799-kHz and

eliminates the need for mechanical band switching. The system has a

receiver, a built-in electronic timer, a bearing pointer shown on the

G1000 Horizontal Situation Indicator (HSI), and a KA-44B combined

loop and sense antenna. Controls and displays for the Bendix/King

Digital ADF are shown and described in Figure S7-1. The Garmin GMA

1347 Audio Panel is used to control audio output. Audio panel

operation is described in the Garmin G1000 Cockpit Reference Guide.

The Bendix/King Digital ADF can be used for position plotting and

homing procedures, and for aural reception of amplitude modulated

(AM) signals.

The flip-flop frequency display allows switching between preselected

standby and active frequencies by pushing the frequency transfer

button. Both preselected frequencies are stored in a nonvolatile

memory circuit (no battery power required) and displayed in large,

easy-to-read, self-dimming gas discharge numbers. The active

frequency is continuously displayed in the left window, while the right

window will display either the standby frequency or the selected

readout from the built-in electronic timer.

The built-in electronic timer has two timing functions that operate

independently. An automatic flight timer starts when the unit is turned

on. This timer counts up to 59 hours and 59 minutes. An elapsed timer

will count up or down for up to 59 minutes and 59 seconds. When a

preset time interval has been programmed and the countdown

reaches:00, the display will flash for 15 seconds. Since both the flight

timer and elapsed timer operate independently, it is possible to monitor

either one without disrupting the other. The pushbutton controls are

internally lighted. The light intensity is controlled by the AVIONICS

dimmer control.

(Continued Next Page)

FAA APPROVED

S7-4

U.S.

172SPHAUS-S7-00

CESSNA 172S NAV III Skyhawk SP. Information Manual (2016) - page 4