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-_____ ' __ __ _________ ,
Cessna
A is)..1mn Company
)\10.
bl', \,,0 the, piiOi bv
[vinnu;:<i..
The Ce!s.sna!\ircn:::rtt Company
\Nichit8., Kanf;!;aS U8P,
Originai Issue - 8 July 18GB,
'1;:
CESSNA
MODEL j728
May 30/00
PUBLICATiON PART NUMBER'
VOl blank)
~ ? , O O l
TING
'9'
CESSNA
MODEL 1728
SECTION 9
SUPPLEMENTS
SUPPLE
NOTE
ITT THE AIRPLANE OW1NlIER'S IRlESPONSBBiUliY TO J&.SSURE THAT HE
lOR SrriE HAS THE LATEST REViSION TO EACH SUPPLEMENT OF A
PRLD.T'S AND THE LATEST HSSUEiD ""lOG OF
flfl.PPROVlElD SUJPPtEMENTS.1iQ THIS '"tOG Of: . APPROVED
WAS l.4\'feST AS OF THE DA1"\E nr WAS
BY SOME CHANGES MJ.fV
OCCIJJJRRED JU'lJ[) SH(HJlD VERiU=V lfillUS
irv10ST llHPdTO .. BV CUSTOu'%i:Ht:ff::t
VVi nteri4:a:U on Kit
9 DavtrDn 803 C!ocl\/()AT
10 Bendix/King KLN 8B GlobaJ
Positioning System (GPS)
PIlI! - 'l72SUSLOG04
Jan 22/01

lL 'fit;:' fL.
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It}
o
o
i::G) UJJ n P IIVa If'fiC
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LOG 1
3ECTION 9
'3UPPLEMENTS

if .
.OG 2
PR
Supplement
REV
LEVEL
o
o
-"
CESSNA
MODEL '1728
f
Jan 22/01
lP'
CESSNA
MODEL 1728
i
i
!
I
I
I
I
I
L. ___ ~ " ____ . ~ ___ ~ ..~ __
Mar 2/01
PUBLICATION PART NUMBER
i/(ii blank)
CESSNA
MODEL 172S
LOG OF EFFECTIVE PAGES
EFFECTIVE
The fof!owing Log of Effective Pages provides the date of issue
for original and revised pages, as well as a listing of all pages in the
POH. Pages which are affected by the current revision will carry the
that revision.
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CESSNA
MODEL 172S
DATE
May 30/00
May 30/00
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May 30/00
July 8/98
Jutv 8/98
July 8/98
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July 8/98
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July BIG a
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July
May 30/00
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July 8/98
Mar 2/01
.
CESSNA
MODEL 1728

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May 30100
,JuiV BIGS
CESSNA
MODEL 1728
May 30/00
CESSNA
MODEL 1728
ill III '" "
Conjratulations on your purchase and wf:!lcortle to Cessna ownership! Your
(::essllc.'l /las been designed and constructed to give you the most in perforrnance,
value and comfort.
This Pilot's Operating Handbook has been prepared as a guidc-) to
the mos!, utilit.y irom your airplane. it contains inforrnation about
operating procodures, performance and suggested
study it carefully and use it i:l.S a reference'_
help you get
airpiane's
and carEl.
T!l(;:l worldwide C8:3sna Organization
"to serv/.:j you. The i'oilowin(:;
and CUstorner SEmric8
Elre bV
"
THE CESSNJI. !-\IHPLANE lN/1JlH/\I\IT!ES, which provide coverage for partS and
labor, are upi1(:;!d through Sefvic," Sialions worldwide. Warranty
provisiom, and o'iher irnportanl inforrnation are in the Custaf"ner Carr.1
Proljr(;Hll Handbook with your airplane. The Customer Care Carel
af3signed to you at delivery wiil f:,)Gtabli!3h your engibHity uncleI' warrantv and
should be to j!()l!i" local Cessna Service Siation at the time of
warranty
F/\CTOFIY 'iT'll\\!\lED PEr-(:::;CNNEl,. to provide you with courteous, ('))(Pf:,rf
::;t"nllce.
/\PF'HO\iT:Tj '::::CUlF'!Vli:::!\rr orovide you
;:1(,;;::I.\1'<':1te VIIocknlS1n:;;hip,
/'.\ 'r () C: } ("
nHc:wl l.h('Hn.
C;i Ej'IU INI::
THE LATEST /\UTI-IC)RITATIVE: 1I\iF':'OFlM/\T1C!I\1 j7:0F\ SEFlVIC1NG CESGi\I!J,
Cessna Service IKi.Ve aH 01' the current iVlaintenanc(c; '\".:;.;,
Manuals, iflustrated Catatoos and various other support publicaUont,
produced by Co::;sna /'\ircraft
A current Cessna f3ervjcE; Station Din;)ctory ;::;,ccomDanles your new airplane,lj
The Directory is revis(:id annually, and a curmnt copy can be obtained from yourt!!
nearest Cessna SefVice Station.
We urge aH Cessna owners/operators. to utilize the benefits available within the
Cessna Organization.
May 30100 iii

SPECIFICATIONS
Cruise, 75% Power at
Recommended
reserve.
B,(!3.GGAGE ALLOv\.fANGE
r '
CESSNA
MODEL 1728
NS
126 KNOTS
124 KNOTS
allowa.nce 'for
rninutes

LBS
932 LBS
.. " " , 0 ., ..... " " , " .. " " " , , " .... 120 1_8S
May 30/00
CESSNA
MODEL 1728
(Continued)
IFIC
PERFORMANCE-
TiONS
LOADiNG: Lbs/Sq Ft ."., ....... , ...... ,..... 14.7
PO\iVER LOADING Lbs/HP .... " .......... , ....... ,' 14.2
" "." ."" .. ,'" " .. " ., '76
May 30/00 v
{]VERAGEIREVISIONS CESSNA
MODEL 1728
The PUof s Operating Handbook in the airplane at the time of
delivesy frorn Tne Cessna Aircraft Co'mpany contains information
appiicab[e to the Model 1728 airplane by serial number and
registration number shown on the Title Page. This handbook is
applicable t.o airplane seriai number 172S8001 and On. All
inl:ormation is based on data available at the ti.me of publication.
hiandbook consists of nine sections t.hat
aspects a airplane.
Section 9,
Bevision Level (h1evision 0
1
Original Issue)
(Pilot's Handbook, U.S.)
Airplane Mode! (1728)
May 30/00
"" ?
CESSNA
MODEL'i72S
COVERAGE/REVISIONS
It is the responsibility of the owner to maintain this handbook in al
current status when it, is being used for operational purposes'fl!
Owners should contact their local Cessna SelVice Station wheneverm
the revision status of their handbook is rrn question.
Revisions are distributed to owners Registered aircraft
according to F#\A records at the time of revision issuance, and to
Internationally Registereq aircraft according to Cessna Owner
records at the of Hevisions read
upon and in this
recession of a is accomplished by
incorporcltion into the POH at revision time or by a superseding
temporary revision. ijn order 10 accurately track t.he status of
temporary revisions as they pertain to a a Temporary l1evision
List wili be iocated pn'::)vious to this section when required. This list
wm indicate the date the temporary revision was incorporated into
the POH, thus authorizing the recession of the temporary revision.
May 30/00 vii

IDENTi IN
CESSNA
MODEL 1725
Additions or revisions to the text in an existing section will be
identified by a vertical Hoe (revision bar) adjacent to the applicable
revised area on the outer margin of the page.
'Nhen t.echnical changes cause unchanged text to appear on a
a revision bar wH/ be placed in the quter
of the opposite 'the number
other bar appears on the page,.
date iSiS in the
VVhen In ,an

figure tiUe
vvm have a

tf) aJSf:1. ()t
r\lIrrrlfts. ft)C;
or
NOTE - aUention to adcmiona! procedures or information
pfi.';Jrtaining to the text
ii July 8/98
CESSNA
MODEL 1728
F
LOG OF EFFECTIVE PAGES
The following Log of Effective Pages provides the date of issue
for original and revised pages, as weI! as a listing of all pages in the
POH. Pages which are affected current revision wiH carry
date that revision.
-6
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CESSNA
MODEL 1728
DATE
May 30/00
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July 8/98
8/98
July 8/98
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8/98
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July 8/(0)8
July
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July 8/98
July 8/98
May 30/00
,Ju!y 8/f18
May 30/00
July 8/9S
July 8/98
July 8/98
May 30/00


CESSNA
MODEL -1728
6-'16
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May 30/00
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CESSNA
MODEL 1728
May 30/00
CESSNA
MODEL 1728
1
SECTION 1
GENERAL
'0 0
3
-,] ii
Length ComN2Hrsions .. """,,, .. ,, ... ,,,,,.,,,,.,,, .. ,, ,. " " .. " .. '" i -i fi
Distance Conversions "",.,,,,,,,,,,,,,,,,, .. ,> , " " c, " , " w " " ".. -j
Volume Conversions """""'"'''''''''''''''''''''''''''''''''''' '\-21
Temperature Conversions .. " .... " ......... ""'" .. "."" ..... ,,.. 1-24
'Voiume to Weight Conversions , .. " ... , ..... " ...... " ... "".. -/ -25
Quicl< Conversions .. " ....... "" .................... " .... ",........ "I
May 30/00 1 1
S E C T ~ O N 1
GENERAL
..
CESSNA
MODEL 1728
0510T1005
0510T1005
Figure 1-1. Three View ~ Norma! Ground Attitude (Sheet i of 2)
1-2 Ju!y 8/98
CESSNA
MODEL 1728
SECTiON 1
GENERAL
0510T1005
Figure i ~ 1. Three View - Norma! Ground Attitude (Sheet 2 of 2)
May 30/00 1-3
1

INTRODUCTION
CESSNA
MODEL 1728
This handbook contains 8 sections, and includes the material
required to be furnished to the oUot bv FAR Part 23. It also contains
supplemental data supplied by,!fhe Cessna Aircraft Company_ -
Section i provides basic data and information of general interest.
It also contains definitions or expiana.tions of symbols.;
ibbr!viatlons, and terminology commonly used.
TOl


\pproved FU(::J! Grades (and Colors).:
100LL Grade Aviation Fuel (Blue),
100 Grade Aviation Fuel (Green).
.July 8/98
CESSNA
MODEL 1728
SECTION 1
.GENERAL
NOTE
Isopropyl alcohol or diethylene glycol monomethyl ether
(DiEGME) may be added to the fuel supply. Additive
concentrations shaH not exceed 1 % for isopropyl alcohol or
0.10
%
to 0.15
%
'for DiEGfviE. Refer to Section 8 for
additionai information.
F ue! Capacity:
56 .. 0
53.,t]
C)ii:
{)lH revisions and s:.uppl(-::ments rn"i1lI,.nst;
tilOIJrS or onca oil consumption h a ~ ) stabilized.
"j O"j 4.; and
first 50
July 8/98 1-5
ECT!ON 1
lENERAL
CESSNA
MODEL 1728
Viscosity for Temperature Range:
Temperature M!L-L-6082
SAE Grade
Mll-l-228S1 I
,f.\_shiess Dispersant
SAE Grade
----,-----_.---{._------j.---------_._---!
60 20\1\/-50 or 60
50 40 or 50
--,-----------+----------1-----------,------,,----\
40 LjO
30 4D or 20VV-40
2tl 30 or 20\.1V-30
3 July 8/98
CESSNA
MODEL -1728
1
GENERAL
VVeight in 8aggage Compartment, Norma! Category:
Baggage Area 1 (Station 82 to 108):
Baggage Area 2 (Station 108 to 142):
'Ning
Povver Loadirl9:
May 30/00
"14.7 Ibs./sq .. it
Ibs.lh!:".
120 ijbs. See note below.
50 Ibs. See note belmflr.
1-7
3ECTt0N 1
3ENERAl
CESSNA
MODEL 172S
SYMBOLS, ABBREVIATIONS AND TERMINOLOGY
Knots Calibrated Airspeed is indicated airspeed
corrected for position and instrument error and
expressed in knots. Knots calibrated airspeed is equal
to KT AS in standard atmosphere at sea level.
that
UV2,n
is
fin ;:1,
on
is
S'!\:amng or the stleady
is the minimum spEJed at whuch thE) airplane is
controllable in the !andinfl con'figuration at the most
10rward center of gravity.
July 8/98
CESSNA
MODEL 1725
\/x
,Juiy 8/98
SECTION -j
GENERAL
Best Speed is the speed which re-
sults in fne greatest gam of aititude in a given hori-
zontal distance. .
Best Aate=of ... Speed is the speed which
results in the greatest gain in aUitude .in a given time,
rn0e . ai r stati c
the altitude n:;ad
aJ.timeter WhE-lrl
1-9
::CT!ON 1
ENERAL
CESSNA
MODEL 1728
PERFORMANCE AND FUGHT PLANNING

)emon-
trated
feuoclty
iO
Demonstrated Clios5wHnd is the velocity
of the crosswind component 'for which adequate
of the airplane during takeoff and landing
was actually demonstrat.ed during certification tests"
The value shown is not considered to be !imiting.
is the::
USH(J in:
t.hat can not be
iJv0 can
of 'WU'8! 'consurnEK,; at a

July 8/98
CESSNA
MODEL 1728
Reference
Datum
j\/'!ornent

July 8/98
SECTijON 1
GENERAL
Reference Datum is an in'laginary vertical piane 'from
which all horizontal distances are measured for
balance purposes.
is a iocation along the airplane fuseiage
in terrns of the distance the reference datum.
is the horizontal distance the referencE)
datum to the center .of: oOf an
is of an
irn,aginary rectangula.r ait"foi! having the SI::1HH3 pitching
mornents throughout the mDht rangE3 as that of the
wing.
"1-11
1
:NERAL
\aximum
amp
'eight
Stkeoff
2
CESSNA
MODEL 172S
fJaaxiiril1!!Jlfrtll Weight is the weight
approved for ground maneuver, and includes the
weight of fuel used "for taxi and runup.
July 8/98
CESSNA
MODEL 172S -
SECTION 1
GENERAL
METRIC I IMPERIAL! U .. Sm CON\lERSION CIHARTS
The foilowing charts have been provided to help international
convert U,S, measurement supplied with the Pilofs
""""",_,,-,,,, into metric and imperial measurements, '
Publication 81 i J
H !.
t.
q
Tor
May 30/00
SECTiON i
3ENERAL
CESSNA
MODEL 1728
(Kilograms x 2.205 = Pounds) (Pounds x .454 ::: Kilograms)
0
'10
20
80
40
50
(30
'70
no
90

b.,
()
iO


BB,'ISS
'110.23

'15-Li,"a2
KU .. OGRAMS UNTO POUNDS
KilOGRAMMES EN LJVRES
4.4091 6.614 'J5.4-32 17.637, 19.842
24.251 26.456 28.660 30.865 37.479 39,683 i 4'1.888
46.297 , 48.502 I 50. 706 52.91'J ' 59.525 61.7.29 tll' 63.934!
68.343 70.548 I! 72;753 J '14.857 n.Hi2 Ii ! I
90.390 18.2.5941 97.008
1
, 89.208 "'J '108.0"
')'12.44! "]"14.64- jH;l.ad 1'm.05 I '121.25 122),46 125.Gf:q '127,87!1 j:30.D7!1
'j34.48 I '13fH3S138J39 1
1
'1,4'L'!O I ';45.6"1 147,71' 14H,l3'! 152,l:<:: il
"\t::SJ::"- 'I "ll"':> -/Yl 0;('0 ill-I 1("'':' '14 ''If.: 17'1,,06
1
i,'l"lL,rl' I!
. . '1 :'. <.>. _,.:. '0.;:;> -;- O,:l. ' lO".,:',,1 ''''" '-._. ....
1 r8.:::Jt I ,dO./8 '1132.98 l'IBS.H) 1g7::.:,j9 jE9.GO '!8U30 jO./,i 1)'1 I If'S Y)11:
I
r,;>.: r
i
:,'(,.,::: I[ "...:1:;) .. /1,
;200.62 ;202.n3 I .. , 'b ... ..
[ 1
! I I
;:2.2';2-67 22.'7JJ8 238, 'j 0 240.ao I
__ .. ..
2.0 9.5i2S 9.2;"7f1
1 cu:;cm 'j ii,.(l61 '14.,5 'I, 5
40 'jtL"i44 113.597
12.;247 '12,70i ',:::,UE')4
'J6.'7m:. "17.237' l'7.CmO
1 22.2.2G
50 :]2. f;)8 0 133 22.587 24.0-40 2.t.f,.,484 24.H48 25.401 25.1355 28.7Ei2
GO .2? .. (3 2,'.661 28:1.23 28.5713 29,()30 29A84 29.sa7 30.844
70 32.6$9
I
33:112 as.SSG 34.019 35.3(30 as.834
80 36.74'( 37.195 37.648 aa.102 38.555 40.370
90 40.823 I 4'1.277 4i.nJ'1
I
42.'u84 42..838 43.091 4-3.545 4j.999 I 44.90{5
i I
I

49.442
Figure 1 Weight Conversions (Sheet 'n of 2)
14 July 8/98
CESSNA
MODEL 1728
SECTiON' 1
GENERAL
(Kilograms x 2"205 ::: Pounds) (Pounds x .454 = Kilograms)
POUNDS
Units )( 100, etc.
0585T1027
Figure Weight Conversions (Sheet .2 of 2)
July 8/98
SECTION ,,'
GENERAL
CESSNA
MODEL 1728
O'vleters :>( == Feet) (Feet x .305 ::::: Meters}
m 2
feet
0 6.562
10

80
40
GO
o
o
I
'10 :J.()fW! ;;,;.6511
20 GJ.l9f.l I GAC)'l '::;:106
:30 D.144 I :;VI49 9.754
'12 .. 1302
50 "lf3.240! 1G.85C1
60 '/8.288 I 1 B.583)' i 8.88g
70 j 2'l.61:1
80 I 24.1389 I 24.994
90 12.7.7371 :28.042
I i
100 13{}.480 i 30.785131.090

METERS FEET
METERES EN P!EDS
3 4
feet'
9.842
42.651
'10.058 HL,lGa
'I 'I '1 'I
'i6.1t:i4

.4.57.2 I 4.f:l77
\1
," 'j. C'"".: l"-l \:'-70
IU .. \)bH i tOo..1' ,.:;,
"1:'\ "":(' I: 'Y"S' (')':>"1
, ..,. I ., 0_ I
I
"jD.7t,)4
1
1'?'.OE39
'19.:202 18.507 18.8"1;:-: 120:1"l"7
22.250 22.555 ;12,.860! :23:i f35
)
;;!5.298 I 25.908 \2f1.213
28.346 I ZB.65'j ,28.956 29.261
5,,"[[32
13.:230
';"12'78
'14.2J.26 14.630 '/t:{.;:,J3!3
"17.678 17.983
2.Cl.726
28.470 24.0lfl
27,,127
28.566 29.8"70 30:175
::12.614
I
32.S'18
!
33.223
I I
31:394 .... 3?""_..,..S... O ... 9.,.{j." __ """" ............ _.u",,,."""""..-_
Figure 1-3. Length Conversions (Sheet 1 of 2)
16 May 30/00

CESSNA
MODEL 1728
(Meters x 3.281 =: Feet)
SECTION'i
GENERAL
(Feet >( .305 =: Meters)
F
-",...."...
ct:1 METERS
May 30/00


320-
-=:95
J
':::'0
1
---'[-
J'"\ll'""''"' 1--'l::JlP
,,""I!'"';)tl ......"'... 1:;".JI,\j}
I
----,1-'"--'
I
1--"'''''-
I
,' ,"',f'.
- .. ...-..
60
I

l--"-ll.h
'j t:l!.f) '---'j
.._._, ..J
'), C,*f)',
,. I
80 ..
-Ii fj
40--" .41"
--- i fJ
5
0--0 Units x OJ 1 etc.
Figure 1-3. Length Conversions (Sheet 2 of 2)
1-17
SECTION
GEI\llERAL
CESSNA
MODEL 1729
(Centimeters x .394 =: Inches) (Inches x 2.54
CENTMETERS nITe
CEfi\iTUMErIRES EN POUCES
:;: Centimeters)
I err.
J
i
I r .1
'

II! (50 I 1
20
m8 20.47'2 20.HGfJ ;2'J
I! jl 23.t'l22 1 ;:YUrl511 :"2:4.409 25.197
Iii,!, 70 f ;::7.,358127' . .9531 ':'8.346 213.'140 .2f1.'134
no \131 I S'U390 I
I'j' I' I ,
II 0.:;0 II :35,')83
I
J 3G.G'i4 37.40.21 :3"7.795
1
:38.H39
J;". .. 9;",," ,;,,"


POUC:ES EfM
()
ern
n
'iO 2;,i}O ;30..48 (;5.56 ::l[UO 40.64 42,.11l ..
20 .. S.4 ,58.42 SO.HE.> 6350 G6.04, GEl,58
30 '76' .. 20 '7rD4 G 13
g::t82 HfLHO 9'1 .44 rKl.9G ()G$2
r.!'O '! (r! .GO '!04,'ilf. 'iOG.f.l8 ,OJ ')"I"i.76 '1't4,30 '1'16,84 'I .. nS!?'
GO '12'?'.OO i '132.08 "1;:;4.62 ''/:37:16 "i42.24 "It.lJi.7B '147'.32
GO 'H3:::.4() !54.94 i '15'7.48 160.Q;'.2: 165.'j() "iS7.64 nO:Hl 'l'72.72
70 177.80 '180.34' H32.86 185.42 W7.B6 180.50 H1S.04 195.SH "198:12
80 203.20 205.74 208.28 210.82 1 215.9D 218.44 220.98 j 223.52
90 228.l30 :231.14 233.68!2313.2.2 238.76 1241,80 243.84 I 246.381 240,92
I
I
I
'100 254.00 256.54 259".08 I. l.!.64.16 ! 266.70 269.24 I 271.78 274.32 l
Figure 1-4. Length Conversions (Sheet "I of 2)
em
73.G6
10.06
"j24,/J,f.)
149.86
'l75.t26
200.66
226.06
25'1.46
1
276.861
-18
May 30/00
CESSNA
MODEL 172S
SECTION 1
. GENER.A.L
(Centimeters x .394 :::: Inches)
(inches 2.54 ::: Centimeters)
July 8/98
iNCHES

r---- t::,.y

8'----'''-1--- 20
1
"-"H3
"_' "i
/_ .' .. _.. ,I


.. 5
I ,,\ Ij

}
s--i"-=
I
L-... 'j
" I '
/,.;""_"''''"1---"-'' .... ,,.. 'j
I

I
L,,_._.
, .. __ """_,,. .J
.... ,_
I ,-,

t,.. ,
',r
;:2 -..... ,,-..-j----. 5
[, __ "_. lj.

:3-
1"J-
o -- 0

0585T-j1J28
FigUlHlS 1 L.ength Conversions (Sheet 2 of 2)
1-19
SECTiON 1
3ENERAL
CESSNA
MODEL 172S
(Statute Miles x 1.609 =: Kilometers) (Kilometers x .622:::: Statute Miles)
(Statute Miles x .869 :::: Nautical Miles) (Nautical Miles )( 1 :15 :::: Statute Miles)
(Nautical Miles )( 1 .852 :::: Kilometers) (Kilometers x .54:::: Nautical
?o
STATUTE
i 15
ao
:::; --5
,,)
o -0
NAUTICAL
100 -,
I -I
95-
20"'"'- ,40
"I :5
'10 -- 20
5
o
10
o
Units 'x 10
1
100y ltC.
0585T'1029
Figure 1 Distance Conversions ....
May 30/00
CESSNA
MODEL'172S
SECTION 1
GENERAL
Lt
0
10
20 4.400
30 6.599
40 8.799
50 10.999
60 13.199
'70 15.398
80 17.598
90 19.798
(Imperial Gallons x 4.546 = Liters)
__ (Liters x .22 ::: imperial Gallons)
INTO IMPERIAL GALLONS
EN IMPERlAL
4.620 4.840
5.719 5.939
6.819 . 7.039 7.259 7.919 8.139
9.019 9.239 9.459
10.339
11.219 11.439 11.659 12.319 j2.539
13.419 '13.639 13.859 14.518 14.738
15.618 15.838 16.058
16.938
17.818 18.038 18.258 19,138
20.018 20.238 20.458
21.338
14.958
17.158
19.358
21.558 :
22.438
!
l
l
! 0 I
10 45.460

31.822136.368
50.006 54.552 59.097 77.281 181.827 I
95.465! 100.0'1 !10
t
Qi6 '109.10 '113.65 122.741127.29 j
140.93 ,i45.47 '150.02 154.56 '159.11 163.66 168.20 172.75 1
186.38 . 190.93 195.48' 200.02 204.57 I 209.11 ! 21 :3.66 . 218.21 J
40 l18'L84
50 227.30 236.39 i 240.94 I 245.48 2500'" 21::45'" 25912 26" 67
60 1 272.76 277.30 281.851286.40 j 290.94 i : 30;:13 l
70 1318.2.2 322.76! 327.31 331.86 336.40 340.95 345.49 350.04 i 354.59
80 363.68: 368.22 . 372.77 377.32
1
381.86 SBB.41 j 390.95 395.501400.04
90 409.14 422.77 .427.32 i 4-31. 87 1 436.41 440.96 i 445.50
100 ! 454.60 459.14' 463.69 46B.23 47 477.33; 481.87 486.42' 490.96
Figure 1-6. Volume Conversions (Sheet 1 of 3)
May 30/00
fJ.379
8.579
12.979
15.178
17.378
19.578
21.778 '
23.977 i
131.83 '
177.29
222.751
268.21 I
313J)71
359.13
404.59
450.05 ;
I
495.51
1-21
)ECTION i
lENERAL
(Imperial Gallons x 4.4546 = Litres)
(Utres x .22 := Imperial Gallons)
IMPERIAL
GALLONS
440
420
400
380
360
75 340
320
65- 300

260
55
240
50- .220
45--200
40 180
"Jc::.:
'..JiV
--1;
30
'-140
25
-t20
20- 100
-80
",5- 60
10 40
5 -20
0- 0
liTERS
CESSNA
MODEL 172S
Units )< 10, 1 etc.
0585T1032
Figure i -6. Volume Conversions (Sheet 2 of 3)
22
July 8/98
CESSNA
MODEL 172S
(Imperial Gallons x i.2 :::: U.S. GafJons)
(U.S. Gallons x .833 :::: imperial Gallons)
(U.S. Gallons x 3.785 :: Liters)
(Liters x .264 =: U:S. Gallons)
SECTION 1
GENERAL
iMPERIAL U. S.
GALLONS 100 120
LITERS
May 30/00
95 115
90
110
-'i05
85-
100
80
95
75 90
70-
85
65
-80
75
60-
-70
55--
50
35
4,0
30
_,,:u:,:
....hJ
25 -30
20
-25
15-
-20
"j5
10
-10
5
5
0 0
100
95- 360
90 340
85
320
80
300
75
-280
70
260
65
240
60
-220
55
200
50
180
45-
'160
40
(v. \ 140
"jt)_r
301-120
100
: 25-
20 80
60
10 -40
5 -20
oJ...
o
Units }( 10, 1 O O ~ etc.
Figure 1-6. Volume Conversions (Sheet 3 of 3)
0585T1033
1-23
3ECTJON 1
3ENl;RAL
24
TEMPERATURE CONVERSIONS
CESSNA
MODEL 1725
(OF-32) x 5/9 =: C
CX9/5+32= of
"FtC
40: 40
w3D

20

601 '
71=-20
80
90 - 30
40

50
"i301:"

160...Bt::-70
-170.!-
"I BO-lf80
190-1[90

;10!..100

230-=i.."I"IO

-= 1
9
0
'--
270:; 130
140
29D-:


320
1
160
QFiO
C
320 - 160
340
360 180
380
1
400 200
420-1.220

460
K
240

500iE-260
521 540'" - 280
300
600 _ 320
820 _
640 340
660':=
680-1
360
700-
72.01_
740
760-- 400
420
SOO-t
820iE-440

860.:jg-460
880-
900t-480
921
940 500
960':- 1::."'0
,,=-,0,,-
980:m.

1020-]-
1040.iE..560
Fggulle 1-7. Temperature Conversions
0585T1034
July 8/98
CESSNA
MODEL 1728
AVGAS Specific Gravity :::: .72
SECTION 1
GENERAL
(Liters X .72 :::: Kilograms) .- (Kilograms X 1.389 := Liters)
(Liters X 1.58 =: Pounds)' - (Pounds X .633 := liters)
UTERS POUNDS
100
95 150
90 140
85
80- 130
75J 120
70 110
65--
100
60-
5
r:.: -90
".0
50- 80
45
1
70
40 ""'0
35-
30
25
OJ J
20-
l
80
1&:
;,.i 20
lO-
B '-iO
0- 0
,LITERS KILOGRAMS
iOO
135 -95
130
125 90
120 -85
i 15
110 80
- ~ 05 -75
100 70
95
90 -65
85 60
80 ,
75- 55
70--50
65- 4f.)
60 .v
55
50 -35
45-
.40 30
~ 1 . 5 - -25
30- Q)O
25- -,-
20--- 15
15- 10
10
5- 5
;( 10, 100, eic. (I ()
0585T1030
Figure 1-8. Volume to VVeight Conversion
May 30/00 1-25
\.
=CTION 1
ENERAL
CESSNA
MODEL 1728
_ .... _.

0.72
Figure 1-9. Quick Conversions
26
May 30/00
CESSN)\
MODEL 1728
SECTION 2

Page
introduction ' .. """""" .. ,, '. , , , . " . , . , ............. ". 2-3
Airspeed Limitations .... , .. , ... """".,,.,,"", .... ,,,... 2-4
;!J\irspeed indicator , .. , , , ... , , , . , , " , , , ... , , ., 2-5
Powerpiant Limitations .", . , . , , . " " , . , , " . , , , " " , .... , . " d 2-5
Powerplant instrument Markings ,,, .. ,, ... ,,,,,,.,,,,,.,,.,,,,,, 2-6
V\/eight Limits .", .. "."" .. " .... "" ... "." .. "" ... ,,"",,. 2-7
Norma! Category """" .. """.""."'"."""""""',,.,,.,,.,," 2-7
Utility Category "" .. ".,"" .. "."""."".""''''''''', .. ,,.,, 27
C:::enter Of Gravity .. , " . , " , ,. , " " .. , , , " , , " , , ... "" 2-7
Norma! Category '''''''''''''' ,. " " .. " .. , . " , , .. , , , " , , " , " " "" 2-7
Utility C,ategory "" ..... """."""." .. ".,,",, .. ,,,,'''''''"'''''''' 2-8
IVRaneuver Urnits. " " , ,. " " " " , , " " " , .. " , " " " " . , , " " , , , " .. ... :2-8
Category """""""""""""""" . , , .. " ,. , , " , , " , , ".
Utility Catego!y .. ""." ,. , , " . , " " " " " .. , " " .. " , " " " " . , " . "" 2-9
Flight Load Factor Limits .""""" .. """',"",, ... ,,"""",''''''',, 2-1 ()
Normal Category " .. ,,"""",,"""""""""" , .. . , " " " " , . , "" 2-1 0
Uti I ity CategolY ""..""""""".,.,,,,,,,"",, ,. , , , , . " " , " " " "" 21 0
Kinds Operation Unnits """"" .... ".""',,"".,,"""",,.,,,,.. 2-,"i 0
Fuel Limitations .""" .. """.""""""" .. " .. ,,,, .. ,,"""""",,..... 2-11
t!1"dditionai Fuel Limitations ." .... "" ....... "."""" ..... " ... ",, .. , 1
C)ther Limitations ........ " .. "."', .. "" .. "'" .. , .. " ... ,," ... ,,,, .... , 2-11
Flap Limitations ........ "" ... ' ... "".,,, .. ,, .. ,, .............. ,, .. ,,.. 2-1 i
Placards ..... .. ".......... ....... ". .. . .. ... , , , . , " , .. .. .. .. .. .. " . "" 2," "12
July B/98 2-1/(2-2 blank)
CESSNA
MODEL 1728
SECTION 2
UMiTATIONS
Section 2 includes operating limitations, instrument markings,
and basic placards necessary for the safe operation of the airplane,
its engine, standard systems and standard equipment. The
limitations included in this section and in Section 9 have been
approved by the Federal Aviation Administration. Observance of
these operating limitations is required by Federal Aviation
Regulations.
Refer to the Supplements, Section 9; of this Pilot's I
Operating Handbook for amended operating limitations,
operating procedures, performance data and other
necessary information for airplanes equipped with specifip
options.
NOTE
The airspeeds listed in ithe Airspeed Limitations chart
(Figure 1) and the p,irspeed indicator Markings chart
(Figure 2-2) are based on Airspeed -Calibration data shown
in Section 5 with the norma! static source. If the alternate
static source is being used, ampie margins should be
observed to allow airspeed calibration variations
betvveen 'Qhe alternate static sources as shown
in Section 5"
The Cessna.
CerHficate No. 2,
i is. certificated under
Typel
May 30/00 2-3
SECTiON 2
LIMITATiONS
CESSNA
MODEL 1728
AIRSPEED LIMITATIONS
Airspeed limitations and their operational significance are shown
in Figure 2-1. Maneuvering speeds shown apply to norma! category
operations. The u1iiity category maneuvering speed is 98 KIAS at
2200 pounds.
, SYMBOL
SPEED
Never Exceed Speed 1
REMARKS
Do not exceed
speed in any
operation.
f\liaximum Structural I 126 129 Do not exceed this
Cruising Speed .! speed except in

smooth air, and
then only with
of caution.
I IVlaneuvering
! Speed: j Do not make "full or
2550 Pounds 102 105 abrupt control
2200 Pounds 98 movements above
1900 Pounds ,this speed.
Maxurnulln Flap--'-"I--- -----I ,----
Extended 5peE:d: I I Do not exceed this
I I 1
110

1-- 150 63
I Speed open.
.__ " __ ,J"...,,..., _---4 ___ ____ _
Figure 1 " Airspeed Limitations
July 8/98
CESSNA
MODEL 1728
SECTION 2
LIMITATIONS
AIRSPEED INDICA.TOR MARKINGS
Airspeed indicator markings and their color code significance are
shown in Figure 2-2.
KIAS
MARKHNIG VALUE SiGNUFiCANCE
OR RANGE
White Arc 40 - 85 Full Flap Operating Range.
Green Arc 48-129 Normal Operating Range.
Yelio'NAn:: 129-'163 Operations must be conducted with
caution and only in smooth air.
I
Red Line 163 Maximum speed for all operations.
,
-
Figure 2-2. Airspeed indicator Markings
p,\ TllONS
Engine Manufacturer: Textron lycoming.
Engine Mode! hlumber: IO-360-L2A.
Maximum Power: '180 BHP rating,
EngirH:: Operatirlg Limits for Takeoff
r\/iaxirnum Engine Speed: 2700 R,Pf1JL
The HP\'\II range at
f,/Iaxirnum
Oil Pressure,! MinimtHln:
Maxirnum:
July 8/98
245F (1 C!
20 PSI.
115 PSI.
Operaticms:
2-5
2
. IMITATiONS
Fuel Grade: See Fuel Limitations.
:>i! Grade (Specification):
CESSNA
MODEL 1728 -
MIL-L-6082 Aviation Grade Straight Mineral Oil or
Ashless Dispersant Oil.
;:)ropeiier Manufacturer: McCauley Propelier Systems.
:JropeUer Model Number: iA170E/JHA7660.
::Iropeller Diameter : Maximum 76 inches.
Minimum: 75 inch minimum.
::lowerplant instrument markings and their color code significance
ire shown in Figure 2-3.
GREEN
(NORMAL
OPERA:rU\IlG)
Figure 2-3. Powerplant inst(ument MarhJngs
,REQ)
UNt
(MAX)
July 8/98
CESSNA
MODEL 1728
SECTION 2
LIMITATIONS
VVEIGHT LIMITS
Maximum Ramp Weight: 2558 ibs.
Maximum Takeoff Weight 2550 Ibs.
Maximum landing Weight: 2550 Ibs,
Maximur:n Weight in Baggage Compartment
Baggage Area 1 - Station 82 to 108: 120 Ibs.
Baggage Area 2 - Station 108 to '142: 50 Ibs.
NOTE
The maximum combined weight Gapacity for i:Jaggage areas
1 and 2 is 120 Ibs.
Ramp V\!eight: 2208 Ibs.
Maximum Takeoff VVeight 2200 Ibs.
Maximum Landil}g V\!eight: 2200 Ibs.
Maximum V\leight in Baggage in the utiiity category,
the baggage compartment must be ernpt.y a.nd rear seat must not be
occupied_
C>:mter of Fiange:
:35.0 inches aft of datum at "1950 Ibs. or vvith
straight linE: variation to t!"I.O inches aJt of daturn at
25501bs.
l\H: 47.3 inches an of datum at all w'eights.
F1eferenC8 Daturn: Lower portion of front face of firewall.
July 8/98 2-7
=CTION 2
MITATIONS
CESSNA
MODEL 1728
CA TIEGORY
of Gravity Range:
Forward: 35.0 inches aft of datum at 1950 !bs. or less, with
straight line variation to 37.5 inches aft of datum at
22001bs.
40.5 inches aft of datum at ail weights.
Datum: Lower portion of front face of firewall.
This airplane is certificated in both the normal and utility
ategory. The normal category is applicable to aircraft intended for
on aerobatic operations. These include any maneuvers incidental
) normal flying, stalls (except whip stalis), lazy chandelles,
nd turns in whkh the angle of bank is not more than 60
0

:handell('::Js ""'''''''''''''''''''''' ,. , . " , , " , , " , " , " " " "" "105 Knots
taUs

Turns
, , , " , " , , , , , , .. , , , , , " " , " , " " . , , , "" "! 05 Knots
, 0 " .' " " , " " , " , , , , ., " , , " "" 95 !-<nots

July 8/98
CESSNA
MODEL 1728
SEOTION 2
LIMITATIONS
This airplane is not designed for purely aerobatic flight. However,
in the acquisition of various certificates. such as commercia! pilot
and flight instructor, certain maneuvers are required by the FAA. All
of these maneuvers are permitted in this airplane when operated in
the utility category.
!n the utility category, the rear seat must not be occupied and the
baggage compartment must be empty ,
LrnlnTV
SPEED*
ChandeHes ...... "" ... """"""""",, .. ,,"" , , , , , "" "105 Knots
Lazy Eights """""""""'".".""""".""'''''"".,,.,,,,. 1 05 Knots
Steep Turns ." ..... "" ... """ .... ,, .:" ... , , , , , . , ". 95 Knots
Spins ."'""."",.""''', .. "" .. ,, ..... ,,'',,... Slow Deceleration
Stalls (Except Stalb3) ., .... "",."."... Slovv iJeceleration
"[hat may impose high loads not attempted.
The impcHi:ant thing to bear in mind in fiight maneuvers is that the
airplane is dean in al::3rodynamic design and will build up speed
quickly with the; nose down. Proper spe(::;d control is an essential re-
quirement for execution of any maneuver, and care should alvvays
be exercised to avoid excessive speed which in turn can impose ex-
loads. In the execution of all avoid abt-upt use
of controls.
July 8/98 2-9
?
3ECTION 2
JMITATrONS
CESSNA
MODEL 172S
"Flight Load Factors (Maximum Takeoff Weight - 2550 Ibs.):
""Flaps Up ., ......... ,........... + 3.8g,
, '''''F1aps Down ............... ,.,.,. + 3.0g
''The design load factors are 150'%1 of the above, and in all cases,
the structure meets or exceeds design loads.
Load Factors Ta.keoff Vv'eight - 2200 Ib8.):
''''Flaps Up ..... , .. ""." .. """ ... "". + 4.49, 1.76g
*Flaps Down , .. " , . " ... ,. " ..... " . .. + 3.0g
design 'factors are 150%, of the above.! and in all
the structure meets or exceeds design loads.
Tile a.irplane is
into knOVlfrl
10
for day night VFR and/or IFl=i
establishes the rninr,mum required
for these operations. The reference
operating limita.tions
of /\irworthiness Certificate
is prohibited.
July 8/98
CESSNA
MODEL 1728
SECTiON 2
lIM!TATIONS
LIMITATIONS
Total Fuel: 56 U.S. gallons (2 tanks at 28.0 gallons each).
Usable Fuel (all flight conditions): 53.0 U.S. gallons.
Unusable Fuel: 3,0 U.S. gallons (1.5 gallons each tank).
NOTE
To ensure maximum fuel capacity and minimize cross-
feeding when refueling? always park the airplane in a wings-
level, norma! ground attitude and place the fuel selector in
the Left or Right position, Refer to Figure "1-1 -for normal
ground attitude definition.
FUEL LIMIT
Takeoff and land with the fue! se!ector valve handle in the BOTH
position.
Maximum slip or skid duration with one tank dry: 30 seconds.
Operation on either LEFT or FHGHT ta.nk limited to level
\Nith i 14 tank or less, prolonged uncoordinated
vlfhen operating on either len or right ta.nk.
Fue! remaininq after the l:ue!
iine) cann'c)'t be safely used in flif)ht
Grades (and Colors):
100LL Grade Aviation Fuel
"i 00 Grade Aviation Fuel (Green)"
UMlil
Approved Takeoff Range:
Approved Landing Range:
July 8/98
is prohibited
00 to 100
00 to 30
2-1 i
ECTION 2
MITATIONS
CESSNA
MODEL 1725
He following information must be displayed in the form of composite
individual placards.
1. In full view of the pilot: (The iVDAY-NIGHT-VFR-iFRi' entry, -
shown on the example below, will vary as the airplane is -
equipped),' .
he markings and placards installed in this airplane contain
perating iimitations which must be complied with when operating
lis airplane in the Normal Category_ Other operating limitations
hich must be complied with when operating this airplane in this
ite[JOfy or in the Utility Category are contained in the Pilot's
iperating Handbook and Approved Airplane Flight Manual.
Normal Category f\Jo acrobatic matH2:UVen3, including spins, i
approved. "
I\io acrobatic maneuvers approved
y
I
except those listed in the Pilofs
Operating Handbook.
I
Baggage cornpartment. a.nd rear seat I
must not be occupied. ' j

Opposite rudder ",
neutralize contro!s.
icing conditions. prohibited.
elevator ".
I
I

is cen:ified for the follolJving fliaht "'""v''';....,,'b"U'''-)(O' as of
ort: oriDina! alnNorthiness cEwtificaie: ...,
. DAY .. NIGHT-VFR-IFR
!
2 Ju!y 8/98
CESSNA.
MODEL 1728
SECTION 2
LIMITATIONS
2. On the fuel selector valve:
TAKEOFF
LANDING
BOTH
53.0 GAL.
ALL FLIGHT
AIT!TUDES
26.5 GAL
LEVEL
FUG.HT
ONLY
t.ank filler cap:
FUEL
SELECTOR
FUEL
RIGHT
26.5 GAL.
LEVEL
FliGHT
ONLY
00 MIN. GFiiADE GASOLINE
CAP. 26.5 U.S. GAL USABLE
C;ji':"P :7.5 Gl\L USABLE TO
On
July 8/98
OF F!LLER IND!CATOR TAB
(Partial
code;
range vvith color
rnechanicai detent at iO.) .
(\NhitE) coior code; also,
detent at 20
0
.)
2-13
ECTION 2
IMiTATiONS
CESSNA
MODEL 172S
J. In baggage compartment
120 POUNDS MAXIMUM BAGGAGE
FORWARD OF BAGGAGE DOOR LATCH
50 POUNDS MAXIMUM
BAGGAGE AFr OF BAGGAGE DOOR LATCH
120 POUNDS COMBiNED
FOR ADDiTIONAL LOADING INSTRUCTIONS
SEE WEiGHT AND BALANCE DATA
L ,l\ calibration card must be provided t.o indicate the accuracy
of the ma{Jnetic compass 30 increments.
the oil filler cap::
()n Gontro! iock,:
airspeed indicator:
SPEED - KiAS
14 .July 8/98
CESSNA
MODEL 172S
SECTiON 2
LIMITATIONS
10. On the Upper Right Side of the Aft Cabin Partition:
EiVlERGENCY LOCATOR TRANSMITrER
iNSTAllED AFT OF THIS PARTITION
MUST BE SERVICED IN ACCORDANCE
WITH FAR PART 91.207
1"1, On fOlward face of firewall adjacent to the battery:
CAUTION 24 VOLTS D,C.
THiS AIRCRAFT IS EQUIPPED'WiTH ALTERNATOR
AND A NEGATIVE GROUND SYSTEM.
OBSERVE PROPER POLARiTY,
REVERSE POLARITY Will DAMAGE ELECTR!CAL
COMPONENTS.
1 ~ 2 . . in vievv of the piiot:
July 8/98 2-15/(2-16 blank)
CESSNA
MODEL 172S ,
SECTION 3
EMERGENCY PROCEDURES
Page
Introduction ".""""" .. """""" .. "."""" .. """ .... ".,,,, .. ,,. 3-3
Airspeeds For En;ergency Operation .""" .. """"".",,.,,""",, 3-3
Engine Failures "" .. """""" .. """" .. " .. """"""" .. ,,,, .. ,,. ,. "" 3-4
Engine Failure During Takeoff Roll "" .. "" .. """"" .... " .. " .. ,,
Engine Failure Immediately After Takeoff ".""" .. "" .. "",, .. ,,
Engine Failure During (Best.art , .. , , , "" 3-4
Forced Landings "" .... """".""""" .. ,, .. ,,"""",, .. ,,"",,"" ,. , "" 3-5
Emergemcy VVithout Engine PO\lver .. "" .. , ... , " " .. "" 3-5
Precautionary Vlfith EnfJine Power ",. ,. , , " , ., .. , "..
Ditching .. "'''''''''''''''''" .. " .. "''''" .. " .. " .. "''''''''" .. ,,,,.,, .. ''.. 3-5
f:'ires ...."""".""...."................ .... " .. " .. "..,, ,. . " .. .. .. .. .. . .. .. .. ".. 3-6!
During Sta.rt On GroLmci ............ "" .. ,. , .... " , .. " , .... , .. , " .. 3-6
Engine Fire in Flight """ .. "" .. ",," " .. " " , ... " " , .. , .. , ........ ..
Electrical Fire In Fiight .. """" .. " .......... ""." ....... " ......... ,,
Cabin Fire "" .. " .. "" ..... ", ...... ".,"" .... " .. " " .. " , , " .. " .... , , ,
VVi ng Fi re .."",.,,,..,,....",,..,,..,,,,......,,....,,..,,...,,..,,......,, ..
!c.;,ing ."" .... "" ....... """...." .. "..............""".." .... ,, .. ,,"",,"',,.. 3-9
Inadvertent Encounter "', .. "" .. " .. " .. """." .. " ..... ,,.... 3-9
Static Source Blockage .... "" .......... """" .. """ .. ,, .. ,,.......... 3"i 0
Landing \Nith A Flat i\t1a.in Tire ""." .. """ .. , .. " .. "."" .. " .. " .. ,, 3-10
Landing \Nith A Flat Nose Tire .... "', .... """"",,.,, ..... , .. ,," 3-10
July 8/98 3-1
ECTION 3
MERGENCY PROCEDURES
CESSNA
MODEL 1728
(Continued)
Page
Electrical Power Supply System Malfunctions .. ".." .. ". 3-11
Ammeter Shows Excessive Rate of Charge
(Full Scale Deflection) , ..... ,'., ........ ,.,..... 3-11
Low Voltage Annunciator (VOLTS) Illuminates During Flight
(Ammeter Indicates Discharge) .. " .. " .. , ........
Vacuum System Failure " .... " ... , .......... , ....
EMERGENCY
Engine Failure .. " .. " ... " ... , ...... , .. ,."" .... ',.
Forced Landings , .. n , , , , " , " " 3-'15
Landing VVithout Control .. "" ... ,: ..... , .. ,.. 15
Fires .. " ......... , ........... " ....... ,.,,',.,",.
Enlergency Operation Clouds (Vacuum System Faiiure) "
Executing A <180t) Turn In Clouds ".",."""",.,"" ... ,,
Emergeney Descent Through Clouds ""'".,.".,,",,"""
Recovery From Spira! Dive In The Clouds "",,""",,",,""
Into Conditions """""" . " , " , , .. , , "
Static Sourc'8 Blocked .,,"",,"""",.,,''''''''''',.' ,. , , , " ,
Or Ot Povver ""'"''''''''''''''''
F'ouiing ,."""'''''''''''''''''" .. ,,'''',, .... ,,''''''''''
i\Aagneto Malfunction '''''''''''''''''''''''''''''''''''''''''' .. " " , ,
Low Oil Pressure "" .. """"""",,""""""''',,,,''''''''''''''
3-16
3-16
3-16
3
m
17

3-;8
3-18
3-20
::iectrical Power Supply System Malfunctions ". ,. " , " " , ".. 3-2'}
EXCf;)Ssive Rate 0'[ Char98 """"'"'''''''''''''''''''"''''''''''' 3-21
insufficient Rate Of Charge "",."" .. """"""""''''''',,.,, :3-22
Other Emergencies """"'''''''''''''" ..... "''''".".".,,..... 3-22
\Nindshield Damage ." .. "" .. " ..... " .. ".""",, .... ,,"""" 3-22
July 8/98
CESSNA
MODEL 172S
,SECTION 3
EMERGENCY PROCEDURES
INTRODUCTiON
Section 3 provides checklist and amplified procedures for coping
with emergencies that may occur. Emergencies caused by airplane
or engine malfunctions are extremely rare if proper preflight
inspections and maintenance are practiced. Enroute weather
emergencies can be minimized or eliminated by careful flight
planning and good judgment when unexpected weather is
encountered. However
1
should an emergency arise, the basic
guidelines described in this section should be considered and
applied as necessary to correct the problem. Emergency procedures
associated with standard avionics, the ELT, or any optional systemsfI
can be found in the Supplements, Section 9. fm

Engine Failure After Takeoff:
VVing Flaps Up .. ,,," ' .. , . " " , . , , : , , " . , , , , , , e , , "
VVing Flaps Down """""",,"""""""""',""" ,. , , '. ' " ,
Maneuvering Speed:
2550 i_bs """"""",''''''',,.,,'''''',,..,,''''''''"......,,''''''
2200 Lbs """"""""""" ,: , , .. , , , , , , , " " .. , , , , , , , ,
i 900 Lbs "".""..""..,,"""""" ,. .. , , , , " , " , , , " " " "
iViaximum Glide ."""",,"""""""""""""""""" , , .... , "
Precautionary Landfing VvHh , " , , , " " , " " ,
Engine Power:
vlhng Flaps Up """'"'''''''''''''''''''''''''''' " , , , , , .. , ' ,
\Ning Flaps Down """., e, , , , " c " , " , , , 4 "
May 30/00
'70
65 K!AS
<!05
98 KIAS
90 KiAS
68 !<IAS
651{IAS
65 KiAS
-3ECTION 3
:MERGENCY PROCEDURES
CESSNA
MODEL 1728
Procedures in the Emergency Procedures Checkltst portion of
, this section shown in bold faced type are immediate aciion items
which should be committed to memory.
,1. Tn rettle -- IDl.E.
2.
3. Wing RETRACT.
4. Mixture - IDLE CUT OFF,
5. Ignition Switch -- OFF.
6. Master Switch - OFF.
1" - '70 (fiapJs UP).
65 (flaps [)OWNI) .
. 2. Mixture .... IDLE CLJT OFF.
3, Fuel Shutoff OFF (Pull Full
4, Switch -- OFF.
5. VVing Flaps -- AS REQUiBED,
6. Master Switch -- OFF.
7, Cabin Door -
B. Land - STf-1AiGHT P,HEAD.
1, Anrspeed "- ll(uAIS"
, 2. Shutoff Vahle -- ON (push hlp"
I 3. -. BOTH.
4. Al\Jxmary PUffnp Switch or"", ON.
5, lMhctlme -- (nf restart has noil: occurred)"
6. !gnition Switch -- BOTH ( or START if propeller is stopped).
July 8/98
\
CESSNA
MODEL 172S
SECTION 3
EMERGENCY PROCEDURES
1. Passenger Seat Backs -- MOST UPRIGHT
2. Seats and Seat Belts -- SECURE.
3. Airspeed -- 70 KIAS (flaps UP).
65 KIAS (flaps DOWN).
4. Mixture - IDLE CUT OFF.
5. Fuel Shutoff Valve - OFF (Pull Full Out).
6. ignition Switch - OFF.
7. Wing F!aps -- AS REQUIRED (30
0
recommended).
8. Master Switch -- OFF (when landing is assured).
9. Doors -- UNLATCH PRIOR TO TOUCHDOWN.
"10. Touchdown q- SUGHTL Y TAIL LOW.
11. Brakes !- APPLY HEAVILY.
1. Passenger Seat Backs -- MOST UPRIGHT POSITION.,
2. Seats and Seat Beits -, SECURE,
3. 65 KIAS.
";a
4. Wing Flaps -.- 20".
5, Selected Field FLY OVER, noting terra[n and obstructionsj
then retract flaps upon reaching a sa.fe altitude and airspeed.
EL Avionics Master Switch and -=
7. VVing Flaps -- 30
0
(on final approach).
{3. Airspeed 65 KoAS.
9. Master Switch OFF.
110. Doors. - UNLATCH
i '1. Touchdown -- SUGHTLY T/A!L LOW'.
'12, ignition Swfitch -- OFF.
fi 3. Brakes APPLY HEAViLY.
1. Radio -- THANSMIT MAYDAY on 121.5 MHz? giving location
and intentions and SQUAWK 7700.
2. Heavy Objects (in baggage area) SECURE OR JETTiSON
(if possible).
May 30/00 3-5
,g,
SECTION 3 CESSNA
MODEL 1728 EMERGENCY PROCEDURES
3. Passenger Seat Backs MOST UPRIGHT POSITION.
4. Seats and Seat Belts - SECURE.
S. Wing Flaps - 20 to 30 .
6. Power -- ESTABUSH 300 FT/MIN DESCENT AT 55 KIAS.
If no power is avaiJable, approach at 70 with ftaps up,
or at 65 KIAS with 10
0
flaps.
7. -- High Winds, Heavy Seas THE
Light Winds, Heavy Swells -- PARALLEL
SWELLS.
Cabin Doors -- UNLATCH.
9. Touchdown -- LEVEL
DESCENT.
10. Face - CUSHiON at touchdown with folded coat
'11 . EL T -- Activate.
i Airpiane -- EVACUATE through cabin doors. If
open window and flood cabin to equalize pressure so doors'"
can be opened.
Life Vests a.nd Ral1- VVHEN CLEji\R OF
2, Power ._= "D 800 RPM for .a lE:<\N minutes.
Engine Sr""lUTDOVVN and inspect for
f engine fS.Hs to start:
6
4. .... , fULL
5. MhduU'e -- CUT OFF.,
6. Crarddng -
7. fue! Vahre ..,.. FuU Out).
8 .. Auxmary fuei Pump""" OFF.
July 8/98
CESSNA
MODEL 1728
SECTION 3
EMERGENCY PROCEDURES
9. Fire Extinguisher - ACTiVATE.
10. Engine -- SECURE.
a. , Master Switch .
b. ignition Switch -- OFF
i 1 . Parking Brake -- RELEASE.
12. Airpiane -- EVACUATE.
13. Fire -- EXTINGUISH using fire extinguisher, wool blanket, or
dirt.
'14. 'Fire Damage -- INSPECT, repair damage or replace damaged
components or wiring before conducting another flight
fiRE
1. Mixture .... IPlE CUT OFF.
2. Fuel Shutoff 'Jahre .- Out (OFF).
3. Auxmary Fuel Pump Switch Off'.
4, Master Switch""" OFF.
Cabin Heat and Air -- OFF (except overhead vents).
6" Airspeed -- 100 KiAS (If fire is not extinguished, increase glide
speed to find an airspeed - within airspeed limitations - which
will provide an incombustible mixture),
7. Forc.ed 'Landing -- EXEC UTI; (as described in Emergency
Landing \Nithout Engine Power).
"j. Master OlfFH:'.
2. tHleat"'"" ","flw_""-"'""""-/"f,'
:;3" fure
4, Avionics Master Switch -- OFF.
5. J\il Other Switches (except ignition
July 8/98 3-7
ECTION 3
MERGENCY PROCEDURES
WARNING
CESSNA
MODEL 172S
AfTER DISCHARGING FIRE EXTINGUISHER
ASCERTAINING FiRE HAS
6. Vents/Cabin Air/Heat -- OPEN when it is ascertained that fire
is completely extinguished.
If fire has been extinguished and electrical power is necessary
or continuance of flight to nearest suitable airpoli or landing area:
7. Master Switch -- ON.
a. Circuit Breakers -- CHECK faulty circuit, do not reset
9. Radio Switches -- OFF.
10. Avionics Master Switch .. - d
11. Radio/Electrical Switches ON one at a time, wuth delay afiai
each until shm1 circuit is iocalized.
1" ""'" OFF.,
2. Vents/Cabin - avoid
3,. J\\1rEu

H t;u\UJ)
FMRE


4" Vents/Cabin Air/Heat -- Open when it is ascertained is
connpieteiyextinguished.
t). Land the airplane as soon as possible to inspect "{or damage.
July 8/98
CESSNA
MODEL 1728
SECTION 3
EMERGENCVPROCEDURES
WING FIRE
1. LandingJTaxi light Switches --
2. Navigation l.ight Switch -. OFF.
3. Strobe light Switch ....
4. Heat S'Nnch ....
Perform a sideslip to keep the flames away 'from the fuel
tank and cabin. Land as soon as possible using flaps only
as required for final approach and touchdown.
1. Turn pitot heat switch
2. Turn back or change aitRt\Uld{ to obtain an outside air
temperature that is less conducive to Icing.
S. lPun cabin heat cOfnltroi ftl.di out and open defroster
to' obtain maximum windshield defroster airflow" Adjust cabin
air control to get maximum defroster heat and airf!ow.
4. VVatch for signs of engine-related icing conditions. An
unexplained ioss in engine speed eQuid be C8:used by ice
blocking the air intake filter, in ex.tremely i"?lre instances
l
ice completely buocking 1:he fuef injection air reference tubes,
Change the t.hrottle position to obtain maximum RPM. This
may require advancing or retarding throttle;
dependent on where ice has accumulated fin the system.
If:\djust mixture, as required, for maximum RPM.
5. landing at the an rapid
Ice bUild up,' select a swtaole "0ft landing site.
VVith an ice accumulation of 114 inch or more on the wing
leading edges, be prepared for significantly higher stall speed.
7. Leave wing flaps retracted. VVith a severe ice buHd up on the
horizontal tail, the change in wing wa!\e aililow direction
caused by wing flap extension could result in a loss of
elevator effectiveness.
8. Open left window and, if scrape ice from a portion of
the windshield for visibility in the ianding approach.
9. Perform a landing approach using a forward slip, if
for improved Visibility.
July 8/98 3-9
1ECTION 3

CESSNA
MODEL 1728
10. Approach at 65 to 75 KiAS depending upon the amount of the
a.ccumulation.
11. Peliorm a landing in level attitude.
Suspected)
'1. Static Alternate Source Vaive $Q
Airspeed Consult appropriate calibration tables in Section 5.
"i. Approach - NORMAL.
2. Wing Flaps -- 30
0

3. Touchdown .- GOOD TIRE , hold airolane off 'fiat
tire as long as with aileron control. '
Directional Control MAH\rr A!N using brake on good wheel as
required.
i. lipproach --
F!aos -= REQ[JiRED.
3, -- hold nose wheel oil as
as possible.
LL nose
as
10 May 30/00
CESSNA
MODEL 1728
SECTiON 3
EMERGENCY PROCEDURES
1. Alternator-
CAUTION
WiTH ALTERNATOR sloe
SWiTCH OFF, COMPASS
MUCH 25 OCCUR.
2. Nonessential Electrical Equipment -- OFF.
3. Flight -- TERMINATE as soon as practical.
lOW VOL,TAGlE (VOL
Fll(;)f>o!T
(A,hl'Urnetft h1ducafues
Wumination of G6VOLTS" on the annunciaior panel
occur dudng low RPM conditions with an ek:::ctrica! load on
the system such as during a RPI\/1 taxi. Under these
conditions, light will go out at higher RPM. The master
switch need not be recycled since an overvoltage condition
has not occurred to deactivate the aiternator system.
"u" Avionics Master Switch OFF.
2. Alternator Circuit Breaker CHECK iN.
3. Master Switch -- OFF (both sides).
4.. Master Switch - ON.
5. Low Voltage Annunciator -- CHECi< OFF.
6. Avionics f\/ltaster Switch -- ON.
July 8/98 3-11
3
PROCEDURES
low voltage light illuminates again;
7. OFF.
CESSNA
MODEL 172S
8. Nonessential Radio and Electrical Equipment =- OFF.
9. Flight - TERMINATE as soon as practical.
_eft Vacuum or Right Vacuum Annunciat"f
ilumnnates,
WrrHllN
A lliAS
OCCURRED THE V:AClUJM SYS1EiM
PARTIAL PANEL PROCEDURES MAY
REO!lJJuRED
operating limits.
12 May 30/00
"
CESSNA
MODEL 1728
SECTION 3
EMERGENCY PROCEDURES
The following Amplified Emergency Procedures elaborate upon
information contained in the Emergency Procedures Checklists
portion of this section. These procedures also include information
not readily adaptable to a checklist format, and material to which a
pilot could not be expected to refer in resolution of a specific
emergency. This information should be reviewed in detail prior to
flying the airplane, as well as reviewed on a regular basis to keep
piiot's knowledge of procedures fresh. '
an engine failure occurs during the takeoff roll, the most.
important thing to do is stop the airpiane on the remaining runw",ay.
Those extra items on the cheddisl will provide added safety after a
failure of this type.
Prornpt lowering flf the nose to n1aintain airspeed and establish a
attitude is the first response to an enginf3 failure after tal\eoff.
most the landing should be planned straight ahead with
onlv small chanoes in direction to avoid obstructions. Altitude and
airspe,9d are seldom to execute a -180
0
gliding turn
necessary to f1tum to the- rumrv3V .. The checklist orocedures assume
"U"iat adeouate time (3)xists to secure the fuel arid k1nition svstems
, ....... ,r
prior to touchdown.
July 8/98 3-13
::CTION 3

CESSNA
MODEL 1728
After an engine failure in finght, the most important course of
;tion is to continue flying the airplane. Best glide speed (68 KIAS)
lould be established as qui9k1y as possible. While gliding toward
suitable landing area, an effort should be made to identify the
huse of the failure. If time permits, an engine restart should be
tempted as shown in the checklist. If the engine cannot be
started, a forced landing without power must be completed.
!--
iLL.


II
0::
UJ
(_ ..
!::
k
C!J
ill
I
i85C10'j'j
4
i
1
/'.
:
* SPEEtD 68 KllAS
*
FLAPS UP * ZERO WU\!iO
o 2 4. 6 8., i 0 12 i 4 16 1 8 20
GROUND DiSTANCE .. NI!.\UT!GAL fVIILES
Figure 3-1. Maximum Glide
July 8/98
CESSNA
MODEL 1728
SECTION 3
EMERGENCY PROCEDURES
If all attempts to restart the engine fail and a forced landing is
select a suitable field and prepare for the landing as
discussed under the Emergency Landing Without Engine Power
checklist. Transmit Mayday message on 121.5 MHz giving location
and intentions and squawk 7700.
Before attempting an 110ft airport
ll
landing with engine power
available, one should fly over the landing area at a safe but low
altitude 10 inspect the terrain for obstructions and surface
conditions, proceeding as discussed under the Precautionary
Landing With Engine Power checklist.
Prepare for ditching by securing or jettisoning heavy objects
located in the baggage area and collect folded coats for protection
of occupants' face at touchdown. Transmit Mayaay message on
"121.5 MHz giving iocation and intentions and squawk 7700. Avoid
a landing flare because of difficulty in judging height over a water
surtace, The checklist assumes the avaiiability of power to make a
precautionary water landing. If power is not avaiiable
l
use of the
airspeeds noted with minimum flap extension will provide a more
favorable attitude for a power off ditching.
in a forced landing situation, do not turn off the
MASTEF{ switch or the airplane, MASTER switch untUi a landing
assured, Prernalufe deact.ivatfion of the switches wi!1 disable the
airpiane electrical systems.
Before performing a forced landings es.peda!\y in remote and
mountainous areas 1 activate the EL T transmitter by positioning the
cockpit-rnounted switch to the ON position. For complete
information on ELT operation, refer to the Supplements, Section 9. I
,l\fuTHOUT ElEV IlTOR CONTROL
Trim for horizontal flight (with an airspeed of approximately 65
KIAS and flaps set to 20) by using throtUe and elevator trim
controis. Then do not change the elevator trim control setting;
control the glide angie by adjusting power exclusively.
May 30/00
;ECTION :3

CESSNA
MODEL 1728
At flare out, the nose down moment resulting from power
reduction is an adverse factor and the airplane may hit on the nose
wheeL Consequently, at flare out, the elevator trim control should -be
adjusted toward the full nose up position and the power adjusted so
that the airplane will rotate to the horizontal attitude for touchdown.
Close the throttle at touchdown.
Although engine fires are extremely rare ,in the steps of the,
appropriate checklist should be followed if one is encountered. After
::;ompletion of this procedure, execute a forced landing. Do not
Sttiempt to restart the engine.
The initial indication of an electrical fire IS usually the odor of
Jurning insulation. The checklist for -this problem should result in
3iomiflation of ihe fire.
EMERGENCY OPERA " __I.V"___ >-l:i
(Total Vacuum System FaUure)
H both the vacuum pumps fail in flight, the directional indicator
;:and attitude indicator will be disabled? and the pilot wi!! have to rely
:In the turn coordinator if he inadvertenUy flies into clouds. If an
::tutopiiot is instailedJ, it too may be affected. Refer to Section 9,
3uppiements
j
for additional deta.ils concerning autopilot operation.
follo'Vving instructions assume that the electrucally powered
urn coordinator us operative) and that pilot is not (;ompk.:.::tely
in instrument flying.
$.!
inadvertently entering the clouds? an immediate plan sho'uld
)e made to turn back as foHows:
1. Note the t::ompass heading.
2. Using the ciock, initiate a standard rate len turn, holding the
turn coordinator symbolic airplane w'ing opposite the lower ,left
index mark for 60 seconds. Then roll back to level flight by
leveling the miniature airpla.ne,
i6 July 8/98
CESSNA
MODEL 1728
SECTION 3
EMERGENCY PROCEDURES
3. Check accuracy of the turn by observing the compass heading
which should be the reciprocal of the original heading.
4. if necessary, adjust heading primarily with skidding motions
rather than rolling motions so that the compass will read more
accurately.
5. Maintain altitude and airspeed by cautious application of
elevator control. Avoid over controfling by keeping the hands
off the control whee! as much as possible and steering only
with rudder.
DESCENT
If conditions preclude reestablishment of VFR flight by a 180
0
turn, a descent through a cioud deck to VFR conditions may be
appropriate. If possible, obtain radio clearance for an emergency
descent through clouds. To guard against a spiral dive, choose an
easterly or westerly heading to minimize compass card swings due
to changing bank angies. In addition, keep hands off the control
wheel and steer a straight course with rudder control by monitoring
the tum coordinator. Occasionally check the compass heading and
make minor corrections to hold an approximate course. Before
descending into the clouds, set up a stabilized letdown condition as
yoilov\fs:
1. Apply full rich mixture.
:2. power to set a 500 to 800 ftlmin rate of descent
:3. Adjust elevator trim a stabili.zed descent at 70-80 KIJ.\,.S.
f.k hands off the control wheel.
5. Monitor turn coordinator and ma.ke corrections rudder
aione.
fL Check t.rend o"f compass card and rnake cautious
corrections with rudder to stop the turn,
"70 breaking out of clouds, resume cruising fiight
July 8/98 3-17
ECTION 3
MERGENCY PROCEDURES
iECOVERY FROM SPIRAL IN THE CLOUDS
CESSNA
MODEL 1728
if a spiral is encountered in the clouds, proceed as follows:
i. Retard throttle to idle position.
2. Stop the turn by using coordinated aileron and rudder control
to align the symbolic airplane in the turn coordinator with the
horizon reference line.
3. Cautiously apply elevator back pressure to slowly reduce the
airspeed to 80 KIAS.
4. Adjust the elevator trim control to maintain an 80 KIAS glide.
5, I-<sep hands off the control wheel, using rudder control to hold
a st.raight heading.
6. Clear engine occasionally, but avoid using enough power to
disturb the trimmed glide.
7. Upon breaking out of resume normal cruising flight.
Flight intO I.cmg conditions is prohibited and extrernely
angerous. An inadvertent encounter with these conditions can best
e handied using the checklist procedures. The best procedure, of
:purse, is to turn back or change altitude to escape icin9 conditions ..
these encounters, an unexplained loss in enginE) speed
)uid be caused by ice blocking the air intake 01'1 in extremely
Sf; instances
s
ice cornpleteiy biocking the fuel injection air
lff3rence tubes. tin either case, the throttle should be positioned to
)i:8.iil RPWVl (in some instances, the throttle may need to
3 retarded "for povlfer). The mixture should"
as required, to obtain mrudmum
If erroneous readinas of the static source instruments
timeter and vertica( speed) are suspected, the st.atic' pressure
ternaie source valVE; should be pulled thereby supplying static
'essure to these instruments from the cabin,
8 July 8/98
CESSNA
MODEL 1728
SECTION 3
EMERGENCY PROCEDURES
With the alternate static source on, the heater on, and ventilators
(wemacs) closed, fly an indicated airspeed 1 to 2 knots higher than
norma.l during climb. During approach fly an indicated airspeed 1 to
2 knots higher than normal. Altimeter errors in these conditions are
less than 50 feet
Maximum airspeed and altimeter variation 'from normal is 4 knots
and 30 feet over the normal operating, range with the window(s)
dosed. With window(s) open, larger variations occur near stall
speed. However, maximum altimeter variation remains within 50 feet
of normal.
Should an inadvertent spin occur, the "following recovery
procedure should be used:
1. RETABD THROTfLE TO IDLE
2:. PLACE ,tl.ILERONS !N NEUTRAL POS!TION,
APPLY AND HOl.D FULL RUDDER OPPOSiTE TO THE
D!RECTION OF ROTATION.
4. JUST THE RUDDER REj.\CHES THE STOP, MOVE
THE CONTROL VVHEEL FORVVARD FAR ENOUGH
TO BREAK THE STALL Full down elevator may be required
at aft center of gra\d1\y loadings to assure optimum recoverlf3s.
5, bliOLD THESE UNTIL
STOP;:)" Premature relaxation of the control inputs may
the recovery.
(3, AS ROTf.\TION NEUTRALIZE RUDDER, .A!\!D MAKE
PI RECOVERY FROM F{E8ULTU'JG DiVE.
$f

If disorientation predudes a visual determination of the
direction of rotation, the symboiic airplane in the turn
coordinator rnay be referred to for this information,
For additional information on spins and spin recovery, see the
discussion under SPiNS in Normal Procedures (Section 4).
July 8/98 3-19
ECTJON 3
MERGENG.Y PROCEDURES
ENGiNE OPERATION
)R LOSS POWER
FOULiNG
CESSNA
MODEL 1728
A slight engine roughness in flight may be caused by one or
nore spark plugs becoming 'fouled by carbon or lead deposits. This
nay be verified by turning the ignition switch momentarily from
.30TH to either L or R position. An obvious power loss in single
;;nition operation is evidence of spark plug or magneto trouble.
\ssuming that spark plugs are the more likely cause, lean the
nixture to the recommended lean setting for cruising fiight. !f the
)roblem does not clear up in several minutes, determine if a richer
nixture setting will produce smoother operation, If not, proceed to
he nearest airport for repairs using the BOTH position of the
;lnition switch unless extreme roughness dictates the use of a
:ingle ignition position.
A sudden enginE-) roughness or misfiring is usually evidence o'r
nagneto problems, Switching trom BOTH to either L or R ignition
wHch position wm identify vvhich magneto is malfunctioning. Select
!iff-erent power settings and enrichen the mixture to determine jf
ontinued operation on BOTH magnetos is practicable, if not, switch
:; magnet.o and proceed to the nea.rest airpoii for repairs.
H the low oil pressure annunciator PRESS) murninates and
H t.emperaturE; If'ema,ins normal, it is possible the oil pressure
unit or relief valve is malfunctioning. However\ land at the
airport to inspect the source of trouble.
H a toti:.=JJ loss of oU pressure is accompanied' by a rise in oil
there is good reason to suspect an engine fa.ilure is
nminent Reduce engine power immediately and select a suitable
;reed landing field. Use onfy thE) minimum power required to reach
-Ie desin::d touchdown spot
20 July 8/98
CESSNA
MODEL 1728
SECTiON 3
EMERGENCY PROCEDURES
ELECTRICAL POWER SUPPLY
SYSTEM MALFUNCTIONS
Malfunctions in' the eiectricai power supply system can be
detected by periodic monitoring of the ammeter and low voltage
(VOLTS) annunciator; however, the cause of these malfunctions is
usually difficult to determine. A broken alternator drive belt or wiring
is most likely the cause of alternator failures, although other factors
could cause the prol;>lem. A defective alternator control unit can also
cause malfunctions. Problems of this nature constitute an electrical
emergency and should be dealt wHh immediately. Eiectrical power
malfunctions usually fail into two categories: excessive rate of
charge and insufficient rate of charge. The following paragraphs
describe the recommended remedy 'for each situation. -" .
EXCESSffVE RATE OF
After engine sta!iing and heavy electrical usage at low engine
speeds (such as extended taxiing) the battery condition will be low
enough to accept-above normal charging during the initial part of a
flight. However, after thirty minutes of cruising mght, the ammeter
should be indicating less than two needle vvidths of charging
current if t.he chargin9 rate were to rEHnain above this value on a
long Hight
l
the battery would overheat and evaporate the electrolyte
at an excessive rate.
Electronic in, the sys.tern can be adverselv
hiohf:w than nor-rna! voltage. The alternator control lInit
an o':vervolta98 sensor IMhich l10rnlally 1!ViI! automatically
shut down the alternator if the char[;l6 voltage reaches
apprOXitTlate!y 3 -! ,5 voits. H the overvoltage sensor nl1alfunctions
l
as
t)videnced by an excessive rate of charge shown om the ammeter,
the alternator be turned off, nonessential electrical
equipment turnecl6ff and the flight as soon as practical..
July 8/98 3-21
ECTION 3
MERGENCYPROCEDURES
!NSUFFICIENT RATE OF CHARGE
CESSNA
MODEL 1728
Illumination of the low voltage (VOL T8) annunciator and
ammeter discharge indications may occur during low RPM
conditions with an electrical load on the system? such as
during a low RPM taxi. Under these the light will
go out at higher RPM.
if overvoitage sensor should shut down the alternator and trip
he ALT FLD circuit breaker, or if the alternator output is iow, a
Mscharge rate will be shown on the ammeter followed by
!Iumination of the lovv voltage (VOLTS) annunciator. Since this may
)e a Ulnuisance II trip out, a.n attempt should be made to reactivate
he aiternator system. To do this, turn the avionics master switch off,
:heck that the aiternator field circuit breaker is in, tilen turn both
;ides of the master switch off and then on again. If the problem IIlO
)nger exists, normal alternator charging will resume and the low
'oitage (VOLTS) annunciator will go ofL The avionics master switch
nay then be turned ba.ck on.
if the Hght iUuminates again, a malfunction is confirmed. in this
the flight shoukl be terminated and/or the current drain on the
,anery because the battery can supply the
ystem only a limited period of time. Battery power must be
onserved 'for later operation 01 the wing flaps and
9
if the emergency
{;;curs at Jor possibie use 01' *anding iights during !andirl{j,
if a bird strike or other incident should dsmnage the windshield in
ight to the point CfE;ating an opening, .3. significant in
erformance may be ED<pected, This loss may be rnininnized in some
ases (depending on amount of damage, f::1tC .. ) by opening
18 vvindows while the airplane is mam3JUVEH'ed "for a landing at
'Ie nearest airport. If airplane peri!orrnance or oJther adverse
onditions preclude landing at an airport, prepare for an "off airpoli
u
mding in accordancE; '\lvith the Precautionary L.anding VVith Engine
ower or Ditching ChE:ckiists.
Ju!y 8/98
CESSNA
-MODEL 1728
SECTiON 4
NORMAL PROCEDURES
Page
Introduction ................. " ...... , .......... "................. 4-5
Airspeeds For Operation ..,......".,......."...........
Preflight inspection .. " .. ,. , ...... , ................ , , .... , ... , , , . '" 4-7'
Cabin ... D ...... , , ... " ............ , ...... , , , .. .... 4-7'
Empennage .............. , ....... , ... , , .......... " ........ " .... , 4,-8,
Right \Ning, " ................ , ... , ....... , ........ " !.1r 8
Right VVnng " ....... , ........ " .. , ........................ " .. . .. ...
Nose ..... , .. " ... ., ... " ..... """ .. "...."" ... ,,,,, .. ,, ... ,,.,, ..... , 4-9
Wing .... .... """",, .. ,," ,. ,. , ... ' , , , ...... , . , ., " .... , " " ,. ".. ,4-10
Left VVingj """" .. ,. , " " ...... ,. , . , . " .. " " " .. ,," 4., 'fl
Left VVing, Edge """"" , ........ " , . , .. " .... , " , , " '" 4-1'1
Before Starting Engine " .. "" .. "" ........ " .. """, .. "" .. "".,, v ... i '1
Starting Engine (With Batiery) ,,, .. ,, .. ,,",, .... ,, .. ,, .. v , , , "" 2;
Starting Engine (\Nith Ex1errnal , " " .... " , " .... , .. , , , "" f.:13
Before T 8lkeoff ".."""..,,"" " . , ,. .. , .. .. . .. . " .. , , .. .. " " , , .. . .. ... 4-13
l"akeoff """"" .. "" ..... ",,"",,'" ,. p " " " , , " " , " , .. ... ,4
p
14
Normal Takeoff " ..... " ..... """" ... " .... ,,, ..... ,...... 4-14
Short Field Takeoff . ,. " ... " , .. , ... " .. , , ... , .. , . " , " ." 4-15
EnroUlte Climb .. " .. "." ...... " ...... "."." .. ""."."........ 4-15
Cruise .. , ... "" .. "."" ...... """." ..... ""." ... " .. "".,,. 15
Descent ." ..... """ ....... ".,."."" .... " ... ,,............. 4-15
Before Landing ."" .. ", .. " ......... " .... " .. " .. "." ... ".. i 6
July 8/98 4-1
SECTiON 4
NORMAL PROCEDURES
CESSNA
MODEL 1728
(Continued)
Page
Landing ........ .... ,....,........... .... ,..... 4-16
Normal Landing' ........ , ........... , ..... , , " 4-16
Short Field Landing .. ~ .......... , ..... , , , ..... ,. 4 .. 16
Balked Landing .. ~ , .' .... , . . . . . . . . . , .. d , , , 6
!_anding ... ,.,'"., .. , .......... , ....... ,'. 7
Securing Airplane ......... , .. , .. "....".,..."... 4-17
plreflight inspection ............ " 0 " , " , , , , , 4-18
Starting Engine '" 0 , ".0 .. , , , " ... , , , .. " .. , , " , .. , .. , , , " 4 ~ '19
"faxiing ".""""".:.."""" ... ".""." .... "" .. 0 , , .. " " , " , , ... ,.. 4-20
Before Takeoff .. , .. , .. , , . , . ' ... , " . " .. , .... , , . , . , ,. , .. , , , .. ,," 4-22
\Narm lJp """"" .. " .... """" .. ,, ,' ... , , ... , , , " " . , . ,. , , , . ... 4-22
Magneto Check """"....." .. ",...."""" ... "", ,. " , , " , .... 4 ~ 2 2
J1\iternatof Check " ~ " .. , ....... "." .. ",,, , .... " .. , , .. , " " .. . ,," ij...22
Landing Ughts
Crosswind
Enroute Climb
(:;rtllise "." .... "." _ ... " l , , , , ,. , ... , .... " , , .... " " " "
Leaning, VVith an EGT indicator """"""."""""."""".,,
Fuel Savilngs Procedures for Fiight Training Operations '"
Fuel Vapor Procedures ."". '" , . , , " . , . , .... , , .. " , . ,
StaUs ."""".,'"",, ... ,,. ,. " . " , . " " , . " . , .. " , . , , . " , " "
Spins """""""""."""''''',,.,,'',,.,,'''''''',, .. ,,''',,'',,.,,''''''
4 .. 23
4-23
424
4-24
4-24
4-25
426
4-27
4 .. 28
4-28
4-29
May 30/00
CESSNA
MODEL 1728
SECTION 4
- NORMAL PROCEDURES
Page
Landing ........ " ........ , ............. "........ 4-31
Normal Landing ,.", .. " .. "............ .. "........ 4-31
Short Field Landing ..... " ..................... "".. 4-32
Crosswind Landing ." ... , ... " ........ , ... ,......... 4-32
Balked Landing ....... " ....... " .... , ....... "........ 4-32
Cold \Afeather Operation ..... " ......... " .. , ....... "..... 4 ~ 3 3
Starting (General) .. " ................... " .. ", ..... ".. 4-33
\Ninterization Kit .. ,............'.", .. " ~ ....... , . , " ., 4-34
Weather Operation
C hara.cteristics
May 30/00
4-35
4-85
4-3/( 4 ~ 4 blank)
~ !
CESSNA.
MODEL 1728
SECTION 4
NORMAL PROCEDURES
INTRODUCTION
Section 4 provides checklist and amplified procedures for the
conduct of normal operation. Normal procedures associated
optional systems can be found in the Supplements, Section 9.
Unless otherwise noted, the foHowing speeds are based on a
maximum weight of .2550 pounds and may be used for any lesser
weight
Takeoff:
Normal Clhnb Out ... ".,., ... ,." ... " .. "..... KiAS
.... Short Field Takeoff, Flaps 10 l Speed at 50 Feet ",.. 56 KIAS
Enroute Ciimb, Flaps Up:
Normal, Sea Level " ..... , .. ,. p " , , ,. 75-85 KIAS
Normal, 10,000 Feet .... " .. ,." ... ," ... 0 , , .. KiAS
Best Rate",of-Climb, Sea Level " .. """'" .... ,,""..,, 7 4-
Best '10,000, Feet. """" ...... ,,"., 72 KIAS
Best Angle-of-Ciimb9 Sea Level ''''''".,,'',.,,''''''" ' .. " 62
Best AnglE-rof-Climb, 10,000 Feet ... ""." .. ".".,,"" 67 KiAS
Landing Approach:
Approach, Flaps Up ." .. "".""" .. "" .. "
Normal Approach, Flaps 30 ".""""'"."""",,.,,'
Shmi Field Approach, Flaps 30 .. , ,. , '" " , . , ... " , ,
Balked Landing:
Maximum Povver, 20 """"" .... """"",,.,,.. 60 KIAS
!\/laximum Recommended Turbuient ftJr Penetration Speed:
r 2550 Lbs .. " .... ,"" .. "." ,. , .. " . , , , , v " " 105 KIAS
2200 Lbs .... ... ".'''" .... ,,, .. ,,''.,, ... , .... ,'' 98 I<IAS
1900 Lbs ".,,, .. ".,, .. ,,, ... ,,,.,, ...... ,,".,.,,. 90 KIAS
Maximum Demonst.rated Grosswind Velocity;
Takeoff or Landing .... 0 " , 15 KNOTS
May 30/00 4-5
3ECTION 4

CESSNA
MODEL 1728
6
check airplane for general condition during
inspection. Airp!aoEJ shouid be parked in a
ground attntude (refer to Figure i,,"g) to ensure that fuel.
drain valves allow for accurate sam piing. Use of tht3
retueling steps and as.sist handles will simplify access to
the upper wing surfaces for visual checks and refueling
operations. nn cold weather, remove even srnall
accumulations of frost, ice or snow 'from wing, ta.iI and
contnol surfaces. Also, sure that control surtaces
contain no internal accumulations of ice or debris. Prior to
flight, check that pitot heater is warm to touch within 30
seconds with battery and pilot heat switches on. If a night
flight is planned, check operation of all lights, and make
sure a f!ashlight is available.
Figure 4-1. Preflight inspection
May 30/00
CESSNA SECTION 4
MODEL 172S NORMAL PROCEDURES
(1 CHECKLIST PROCEDURES

1. Pltot Tube Cover MM REMOVE. Check for pitot stoppage.
2. Pilot's Operating .. AVAILABLE IN THE AiRPLAI\IE,
3. Airplane Weight and Balance -.. CHECKED.
4. Parking Brake -- SET.
5. Control Wheel Lock -- REMOVE,
6. ignitlon Switch OFF.
7. Avionics Master Switch OFF.

VIIHEN TURNH\iG ON THE MASTER
AN EXTERNAL PO'NER OR.
PULUNG THE PROPELLER BY
TREAT THE PROPELLER PiS THE
WERE ON. DO NOT Sl" AND, NOR
ALlOVV ANYONE ELSE TO ST ;\ND\ THE
OF Ii\ LOOSE OR
BROKEN ViflRIE OR A COMPONENT
MAlFlUHNlCTIlON COUILD THEE::
TO
8. tVI8.ster Switch -.. ON.
9 .. Fuel Quantity indicator'S -- CHECK OUANTITY and EI\!SURE
1-0V\I FUEL ANNUNCi,ATORS LOVV FUEL AI={E:
EXTINGUISHED.
-j O. Avionics Master Switch "'- OJ\\.
11. /.lNionics Cooling Fan -- CHEer-\: /\UDIBL Y FOFl OPEFU-\TiON.
"f 2 .. Avionics Master Switch OFF.
13. Sta.tic Pressure i.i.lternate Source Valve _." OFF,
i 4 .. ,l\nnunciator Panel 8vvitch PLi
1
,CE AND HOLD IN
POS[TION and ensure aH annunciatom illuminate ..
May 30/00
~ !
SECTiON 4
PROCEDURES
,'S. Annunciator Panel .Jest Switch RELEASE.
appropriate annunciators remain on.
NOTE
CESSNA
MODEL 1723
Check that
When Master Switch is turned ON, some annunciators will
fiash for approximately 10 seconds before illuminating
steadily. When panel 1ST switch is toggled up and held in
position, all remaining lights wii! flash until the svvitch is
reieased.
16. Fuel SelectorVaive -- BOTH.
17. Fuel Shutoff Valve .:- 01\1 (Push Full In),
18. Flaps -- EXTEND.
"19. Pilot Heat -- aI\!, (Carefuily check that prtot tube is warm to
touch within 30 seconds.)
20. P!tot Heat -- OFF.
21, Master Switch -- OFF,
8aggage Door CHECK, lock with key.
(])
1. Gust Lock (ff installed) -- FiEIViOVE.
2. Tail Tie-Dovl!l1 --
3, Control Surfaces -.. CHECK. freedorn of movement and
security.
, Trim Tab _n, C!"'iEC!< s-ecudty.
" ,6tntennas ,-- for of attachment and
condition.
1. t\ileron -- (::;HECK of movemen!t cmd
2. Flap _ .. Ct--1ECK fot' security a.nd condition.
\P\fuNG
t-8 May 30/00
SECTION 4 CESSNA
MODEL 1728 PROCEDURES
2. Engine Oil Dipstick/Filler Cap CHECK oil level, then check
dipstick/filler cap SECURE. Do not operate with less than
quarts. Fm to eight quarts for extended flight.
3. Engine Cooling Air Iniets CLEAR of obstructions.
4, Propeller and Spinner CHECK Tor nicks and security,
5. Air Filter _M CHECK for restrictions by dust or other foreign
matter.
6. Nose Wheel Strut and Tire -- CHECK for proper infiation of.
strut and general condition (v\leather checks, tread depth and
wear, etc ... ) of tire,
7. Left Static Source Opening CHECK for stoppage,

1. Fuel Quantity CHECK VISUALLY for desired level.
2. Fuel Filier Cap SECURE and VENT UNOBSTRUCTED,
3,4 Fuel Tank Sump Quick Drain Valves DI=tJ.\!N at least a
cupful of fuel (using sampier cup) from each sump location to .. "
check for water, sediment, and proper grade before each
flight and after each refueling. If water is take
further samples until clear and then gently roc\( wings and:
lower tail to the around to move any additional contaminants
4-10
to the sampHng points, Takc.; repeated samples from all fuel
drain points until an contamination has rernoved. If
contaminants are sun present, reff.)r to on page 4 .. 9
and do not fly airpiane"
Main VVhee! Tire CHECK tor proper infiaUon a.no
con'dltion {V\fEiather cilecks
1
trea.d depth an!d wear!
May 30/00
CESSNA
MODEL 172S
CJ) LEFT leading Edge
SECTION 4
NORMAL PROCEDURES
'1. 'Fuel Tank Vent Opening -" CHECK for stoppage.
2. Stail Warning Opening CHECK for stoppage. To check the
system, place a clean handkerchief over the vent opening and
apply suction; a sound frorn the warning horn will confirm
system operation.
3. VVing Tie-Down -- DISCONNECT.
4. Landingrraxi Light(s) -- CHECK for condition and cleanliness
of cover.
(J!) LEFT
1. Aileron-- CHECK for treedorn of movement and security.
2. Flap -- CHECK 'for security and cqndition.
BjEFORE
1. Preflight Inspection -- COMPLETE.
2. Briefing COM PLETE.
3. Seats and Seat Beits -- /\O,JUST and LOCi'C Ensure inertia
reel locking.
4. Bra.kes -- TEST and SET.
5. Circuit Breakers .. " CHECK I!\L
6, Electrical Equipment, Autopilot (if inGtalled) -- OFF ..
TfliE Mt\,STEA. MUST BE (}IFF;:
ENGifl\RE TO
POSSuBLE TO AVliONf!CS ..
7. /\vionics Master Switch -- OFF.
8. Fuel Sefector Valve -- BOTI-1.
9,. Fuel Shutoff Valve .. - ON (push full in).
10. Avionics Circuit Breai<ers -- CHECK.
July 8/98
SECTION 4
. ""qMAL PROCEDURES
ENGINE (With Battery)
1. Throttle OPEN 1/4 INCH.
2. Mixture IDLE CUT OFF.
3. Propeller Area CLEAR.
4. Master Switch -- ON.
5. Auxiliary Fuel Pump Switch ON.
CESSNA
MODE! .. 172S
6. Mixture -- ADVANCE until fuel flow lust starts to rise, then
return to IDLE CUT OFF position. .
7. Auxiliary Fuel Pump -- OFF.
NOTE
If engine is warm 1 omit priming of steps 5) 6 and
7 above.
8. Ignition S\!vitch _ .. START (reiease when engine starts).
9. Mixture ADV/:i,j\!CE smoothly to when engine fires.
If floods, tum oH auxHlary fuel pump, place rnixture
in idle cut off, open throttlE1 "1/2 to fult, and crank engine.
\l\!hen E-mqjne fires. advanoE' mixture to tun rich a.nd retard
tllrottle promptly. .
). OH CHECK,
"I. I\!avlgation Ughts and Beacon -..
,2. i}\vionics fViaster Svvltch -." ON.
"13,. R.adios ",- 01\1.
'14. Fla.ps. RETF'VJ;,CT
4-12
May 30/00
CESSNA
MODEL
. SECTION 4
NORJVIAL PROCEDURES
ENGINE (With External
1. Throttle OPEN 1/4 INCH.
2. Mixture IDLE CUT OFF.
3. Propeller Area -- CLEAR.
4. External Power CONNECT to airplane receptacle.
5. Master Switch ON.
Auxiliary Fuel Pump Switch ON.
7. Mixture ADVANCE until fuel flow just starts to then;'.
return to IDLE CUT OFF position.
Auxiliary Fuel Pump -- OFF.
!f engine is warm, omit priming procedure of steps 6, 7 ... and
8 above,
B. Ignition Switch n'_ START (release when engine statis).
10. Mixture AD\( ANCE srnooth!y to RICH when engine fires.
NOTE
If engine floods, turn off auxiliary fuel pump, place mixture
in idle cut off, open throttle 1/2 to fuB, and crank engine.
engine fires) advance mixture to full rich and retard
throttle promptly.
i .\ "Oil Pressure CHECK.
12, Externa[ Power .. - from receptacie.
13. Flashing Beacon and Navigation Lights .. - as required.
14. i\vionlcs Master Switch -- ON.
15. Radios ON.
i 6, Flaps RETRACT.
1. Parking Brake .-- SET.
2. Passenger Seat Backs -- MOST UPHIGHT POSITION.
S. Seats and Seat Belts -- CHECK SECURE,
4. Cabin Doors CLOSED and LOCKED,
5, Flight Controls FREE and CORRECT.
May 30/00 4-13
ECTION 4
ORMAL PROCEDURES _
. Flight Instruments -- CHECK and SET.
7. Fuel Quantity CHECK.
B. Mixture --: RICH.
9. Fuel Selector Valve RECHECK BOTH.
10. Elevator Trim SET for takeoff.
1 i. Throttle -- 1.800 RPM.
CESSNA
MODEL 1728
a. Magnetos -. CHECK (RPM drop should not exceed 150
RPM on either, magneto or 50 RPM differential between
magnetos). "
b. Suction Gage '-- CHECK.
c. Engine instruments and Ammeter -- CHECK.
12. Annunciator Panel -- Ensure no annunciators are iHuminated.
13. Throttle -- CHECK IDLE.
i4. Throttle -- 1000 RPM or LESS.
15. Throttle Friction Lock -- ADJUST,
'103. Strobe Lights -- AS DES1RED.
17. Radios and Avionics -- SET.
18.NAV/GPS Switch (if installed) SET.
i 9. Autopilot (iUnstailed) OFF.
1. VVing Flaps -- SET for takeoff (0-10) ..
r.;;;lo Brakes -- RELEP .. SE.
VVing Flaps -- 0 () -H) 0 ..
Throtlie ... -
..:L \\mxture --
RPM).
t(3:et., to obtain maxim urn
4, Elevator Control .. - UFf VVH[::EL 55
5. Climb -'1 70-80
Mar 2/01
CESSNA
MODEL 1728
SHORT F!ELD TAKEOFF
1. Wing Flaps 10.
2. Brakes -.. APPLY.
3. Throttle -- FULL OPEN.
SECTION 4
NORMAL PROCEDURES
4. Mixture -- RICH (above 3000 'reet, LEAN to obtain maximum
RPM).
5. Brakes RELEASE.
6. Elevator Control -- SLIGHTLY TAIL LOVV.
7. Climb Speed 56 KIAS (until all obstacles are cleared).
1. Airspeed -- 70-85 KIAS.
2. Throttle FULL OPEN.
3. Mixture -- RICH (above 3000 feet, LEAN to obtain maximum
FiPfvl).

'1. Power -- 2'c (h\o more than 75% is
recommended).
Elevator Trim ... -
3, IVllxture -- L.EA!\I ..
'r, Power _ .. ,\,5 DES!F1ED ..
:2. Mixture -- ADJUST for srnooth
powef").
3 .. Fuel Seiectol' Valve --
Juiy 8/98
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 1728
J'EFORE LANDING
1. Pilot . and Passenger Seat Backs MOST UPRIGHT
POSITiON.
2. Seats and Seat Belts SECURED and LOCKED.
3. Fuel Selector Valve BOTH.
4. Mixture -- RICH.
5. Landing/Taxi Lights ON.
6. Autopilot (if installed)
Airspeed 65-75 KIAS (fla.ps UP).
2. v\fing Flaps -- AS DESIRED (0-10 below 1'W
below 85 KIA-S).
3. Airspeed -- 60-70 KiAS ('flaps DOVVN).
4. Touchdown MAIN \!VHEELS FIRST.
ti Landing Roll -- LOVVER NOSE V\/HEEL GEf,\iTLY.
6. Braking _M MIN!MUM REQUIRED,
SH"fiOi1iT
'f. Airspeed -- 65-75 (flaps
2,. \!\fing Flaps -- FULL DO\NN (30}.
'3, Airspeed M_ 0'1 K1AS (until flar'e).
PO\iver _.- REDUCE to ldle after clea.rino obstacie:;,
S. Touchdown -- MA!N \NHEELS, Flt1iST:"'
6. Brakes ,.- ApJPL"'{ l',IE/\VILY,
7. \Nlng Flaps -- F-iETR.t\CT.
'I. Throttle FULL OPEN ...
2. VVing Fla.ps '"- RETRACT TO 20 ..
3. Climb -- 60' !<IAS.
4. \Ning Flaps -- "!OO (until obstades axe cleared).
FtETRA,CT (af1:er roaching a safe altitude and 65
K!AS).
4-16 ,July 8/98
CESSNA
MODEL 172S
LANDING
1. Wing Flaps -- UP.
i. Parking Brake -- SET.
SECTION 4
NORMAL PROCEDURES
2. Avionics Master Switch, Electrical Equipment, Autopiiot (if
installed) -- OFF.
3. Mixture -- IDLE CUT OFF (puiled full out).
4. Ignition Switch ~ - OFF.
5. Master Switch .0- OFF.
6. Control Lock - !NSTALL.
7. Fuel Selector Valve _ .. LEFT or RIGHT to prevent cross
feeding.
JUHy 8/98 4-17
$.1
.I
:ECTION 4
IORMAL PROCEDURES
CESSNA
MODEL 1728
The Preflight Inspection, described in Figure 4-1 and adjacent
:;hecklist, is required prior to each flight. If the airplane has been in
storage, has had recent major maintenanpe, or has been
) perate d from marginal airports, a more e)..1ensive exterior
nspection is recommended.
After major maintenance has been performed, the flight and trim
ab controls should be double checked for free and correct
!10vement and security, The security of ali inspection plates on the
rirpiane should be checked following periodic inspections. If the
lirpiane has been waxed or polished, check the external static
lressure source for stoppage.
if the airp!ane has been exposed to much ground handling nn a
rowded hangar
1
it should b, checked for dents and scratches on
rings, "fuselage, and tail surfaces, damage to navig$tion and
oilision lights, damage to nose wheel as a result of exceeding tow
rni1.5, and avionics antennas.
Outside storage for !ong periods may result in dust and dnn
:cumulation on the nnduction air filter, obstructions in airspeed
,{stem waler conta.minants in fuel tanft{s and
[sect/bird/rodent nests in any opening. if any "vater is in
Ie fuel system 1 fuel tank sump quick drain fuei
lick drain valve; and fuei strainer quick drain valve should ail be
oroughly drained Then
1
-the wings shouid be gently rocked
ld the taB lowered to the ground to move any -further contaminants
the sampling ponnts. Repeated samples should then be taken at
quick drain points until contamination has bSifl removed. U,
ter repeated sampling, evidence of contamination stm exists, the
el tanks shoud be complete!y drained and the fuel system
2;aned.
Additionally, if the airplane has been stored outside in windy or
asty areas, or tied down adjacent to taxiing special
tention shouid be paRd to control surface stops, hinges, and
ackets to detect the presence of potential wind damage.
8 May 30/00
CESSNA
MODEL 1728
SECTION 4
NORMAL PROCEDURES
If the airplane has been operated from muddy fields or in snow or
slush, check the main and nose gear whee! fairings for obstructions
and cleanliness. Operation from a gravel or cinder field will require
extra attention to propeiler tips and abrasion on leading edges of the
horizontal tail. Stone damage to the propeller can seriously reduce
the fatigue life the blades.
Airplanes that are operated from rough fields, especially at high
altitudes, are subjected to abnormal landing gear abuse. Frequently
check ali components of the landing gear, shock strut, tires, and
brakes. If the shock strut is insufficiently extended, undue landrng
and taxi loads will be subjected on the airplane structure.
To prevent loss of fuel in flight, make sure the fuel tanl< fmer caps
are tightly sealed after any fuel system check or servicing. Fuei
system vents should also be inspected for obstructions
j
ice or water,
especially after exposure to cold? wet weather.
vn cooler ,'INeatherj the engine compartment temperature drops off
rapidly 'following engine shutdown and the injector nozzle lines
remain nearly full of fuel.
in wanner weather
9
engine compartment temperatures
may increase rapidly following engine shutdown, and fuel in the
Hnes wiH vaporize and escape into the intake manifold, Hot weather
starting procedures depend considerably on how soon the next
engine is attempted. Withi,n the first 20 to 30 minutes after
shutdown? the fuel manifold is adequately primed and the empty
injector nozzle lines will fill before the engine dies. However, after
approximately 30 minutes, the vaporized fuel in the manifold wm
have nearly diSSipated and some slight couid be required
to refil! the nozzle Hnes and keep the engine running after the initiai
sta!i" Starting a hot engine is facHitated by advancing the mixture
control promptly to 1/3 open when the engine fires, and then
smoothly full ri.ch as power develops,
July 8/98 4-19
iECTION 4
IORMAL PROCEDURES
CESSNA
MODEL 1728
Should the engine tend to die after starting, turn on the auxiliary
:uel pump temporariiy and adjust the throttle and/or mixture as
19cessary to keep the engine running. In the event of over priming
)( flooding, turn off the auxiliary fuel pump, open the throttle from
112 to fuJI open, and continue cranking with the mixture full lean.
Nhen the engine fires, smoothly advance the mixture control to
'ich and retard the throttle to desired idle speed.
If the engine is under primed (most likely in cold weather with a
engine) it will not fire at all, and additional priming win be
aecessary,
,i\fi:er starting, if the oil pressure indicator does not begin to show
within 30 seconds in the summer time and approximately
'illS minute in very cold weather, stop the engine and investigate.
of oil pressure can. cause serious engine damage.
d
NOTE
,Additional details concerning cold weather starting and
operation may b,e found under COLD V\fEATHER
OPERATION paragraphs in this section.
Recommended starter duty cycle. Crank the sta!ier i:or "jO
econds followed by a 20 second cool down period. This cycle can
e repeated two additional times, foi!owed by a ten minute cool
own period resuming caoi down, crank the
tarter three cycles of 10 seconds followed by 20 seconds of
001 down. engine still fails to start, a.n investigation to
etermfine 'the cause should be Initiated.
VVh(.;;n taxiing 1 it is important that speed and use of braic9s be
aid to a minimum and that .ail controls be utilized (Refer to Figure
"2, Taxiing Diagram) to maintain dkectional control and balance.
Taxiing over 100'se grave! or cinders should be done at low
19in8 speed to avoid abrasion and stone damage to the propeller
)8.
May 30/00
r
CESSNA
MODEL 1728
July 8/98
SECTION 4
NO'RMAL PROCEDURES
~ \ ~ O T E
Strong quartering tail winds require caution.
Avoid sudden bursts of the throttie and sharp
braking when the airplane is in this situation.
Use the steerabie nose wheel and rudder to
maintain direction.
0585X1020
Figure 4-2. Taxiing Diagram
4-21
3ECTION 4
\lORMAL PROCEDURES
UP
CESSNA
MODEL 1728
If the engine idles (approximatley 600 RPM) and accelerates
smoothly, the airplane is ready for takeoff. Since the engine is
dosely cowled for efficient in-flight engine cooling, precautions
should be taken to avoid overheating during prolonged engine
operation on the ground. Also, long periods of idling may cause
. fouled spark plugs.
The magneto check should be made at 1800 RPM as follows.
Move ignition switch first to R position and note RPM. Next move
switch back to BOTH to clear the other set of plugs. Then move
switch to the L position, note RPM and return the switch to the
80TH position. RPM drop should not exceed 150 RPM on either
llacneto or show areater than 50 RPM differential between
l1agnetos. If there is"" a doubt concerning operation of the ignition
3ystem, RPM checks at higher engine speeds will usually confirm
whether a deficiency ( ~ x i s t s .
An absence of RPrvl drop may be an indication of faulty
1.rounding of one side of the ignition system or should be cause for
;uspicion that the magneto timing is set in advance of the setting
ipeeified,
1:0 'flights where verification of proper alternator and
ahernator control unit operation is essential (such as night or
1strument flights), a positive verification can be made by loading
ile eiectrical system rnomentarily (3 to 5 seconds) with the landing
ght or by operating the wing flaps during tile engine nmup (1800
1PM). The ammeter wi!! remain within a needle width of its initial
eading if the alternator and alternator control unit are op(-3rating
iroperly.
22 Mar 2/01
CESSNA
MODEL 172S
lANDING liGHTS
SECTION 4
NORMAL PROCEDURES
If landing lights are to be used to enhance the visibi.lity of the
ai(plane in the traffic pattern or enroute, it is recommended that only
the taxi light be used. This will extend the service life of the landing
light appreciably.
POVVER CHECK
it is important to check full throttle engine operation early in the
takeoff roll. Any sign of rough engine operation or sluggish engine
acceleration is good cause for discontinuing the takeoff. If this
occurs? you are justified in making a thorough full throttle static
runup before another takeoff is attempted. The engine should run
smoothly and turn approximately 2300 .. 2400 RPM with mixture
leaned to provide maximum RPM.
Full throttle run ups over loose grave! a.re especially harrrrfui to
tips, VVhen tal(80nS musl be made over a gravel surface? it
is very important that the throttle be advanced slowly. This allows
the airplane to start roilinrJ before high is developed, and the
grave! wi!! be blown back of the propeller rather than pulled into it.
\Nhen. unavoidab!e small appear in the propeller blades? they
siloq!d be irnmediateiy cOn'f)ct<2!d as described in Section 8 under
Prior to from fields above a,OOD f(-?-et th'e: mixture
::3hould be leaned to maximurn RPflJ! in a full throUio, static
rAfter ful! is adjust the throttle friction lock
ciockvvise to prevent the throttle from creeping back lrom a
maximum povver position" Similar friction lock adjustment.s should
be made as required in other flight. conditions to maintain a fixed
throttle seUint:j,
July 8/98
=CTION 4
JRMAL PROCEDURES
\liNG fLAP
CESSNA
MODEL 1i'2S
Normal takeoffs are accomplished with wing flaps 0 0 10
0
Using
0
0
wing flaps reduces the ground roll and total distance over an
ibstacle by approximately 10 percent. Flap deflections greater than
0
0
are not approved for takeoff. If 10 wing flaps are used for
::akeoff, they should be left down until ail obstacles are cleared and
, safe flap retraction speed of 60 KIAS is reached. On a short field,
0" wing flaps and an obstacle clearance speed of 56 KIAS should
Ie used,
So'ft or rough field takeoffs are performed with "' 0
0
flaps by lifting
18 airplane off the ground as soon as practical in a slightly tail low
ttHude. if no obstacles are ahead? the airplane should be leveied
,ff immediately to accelerate to a higher climb speed. 'Nilen
f)pa.rting a soft 'field with an aft C.G. loading, the elevator trim
houid be adjusted towards the nose down direction to give
om'fOiiab!e control whee! fOrCE1$ during the initia! climb.
Takeoffs into strong crosswind conditions normally are pei10rmed
rith the minimum flap setting nf::lCeSsanr for the field lenath, to
-linimize th(::: drift angle inm1ediately $fter"'tal'\,eoU. With the ailerons
deflected into t.he the airpiane is accelerated to a
peed slightly higher than then off briskly to prevent
,r'''''C''''''''r> setiiinq back 1.0 the whiie driftino. \Nhen dear of
rr:lake c()ordinated turn t.he tc; correct "for drifL
Normal cOmbs axe performed with flaps up and throttle and at
r-'H)E-)ds 5 to 10 knots higher than best rate-ai-climb speeds for the
8st combination of performance, vtsibi!ity and engine cooling, The
lixture should be ful! rich below 3000 feet and ma.y be leaned
bove 3000 feet for smoother operation or to obtain maximum RPM.
!f an ol:)struction dictates the use at a steep climb angie? the best
ngle-of-dimb spi31ed should be used v\lith naps up and maximum
ower. C!limbs at speeds lower than the best rate---of-ciimb speed
houid be of ShOfi duration to irnprove engine cooling,
24 July 8/98
CESSNA
MODEL 172S
CRUISE
IJ
. SECTION 4
-NORMAL PROCEDURES
Normal cruising is performed between 450/0 and 75% power. The
engine RPM and corresponding fuel consumption for various
altitudes can be determined by using the data in Section 5.
NOTE
Cruising should be done at 7:;;% power as much as
practicable until a total of 50 hours has accumulated or oil
consumption has stabilized. Operation at this higher power
will ensure proper seating of the rings and is applicable to
new engines, and engines in service following cylinder
replacement or top overhaul of one or more cylinders.
The Cruise Pertormance Table, Figure 4-3, iilustrates the true
airspeed and nautical miles per gaUon during cruise for various
altitudes and percent powers, and is based on standard conditions
and zero wind. This table shoutd be used as a guide, along with
the available winds aloft information, to determine the most
favorable altitude and power setting for a given trip. The selection
of cruise altitude on the ba.sis of the most favorable wind conditions
and the use of low power seitings are significan.t factors that should
be consadered on every trip to reduce fuel consumption.
in addition to power proper leaning techniques also
contribute to greater range and are figured into cruise performance
tables. To achieve the recommended lea.n mixture 'rue! consumption
fijgures shown in Section 5, the mixiure should be leaned' until
13ngine peaks and further until it drops 15 to 40
RPM.
At lower powers it may be necessary to enrich the mixture
slightly to obtain smooth operation.
July 8/98 4-25
3ECTION 4
PROCEDURES
750/0 POWER
KTAS NMPG
. Sea Level 114 11.2
feet 119 11.7
8000 feet 124 12.2
Standard Conditions, Zero Wind
650/0 POWER
KTAS NMPG
i08 12.0
112 12.4
117 12.9
CESSNA
MODEL 1728
55% POWER
KTAS NMPG
101 12.8
104 13.2
107 13.6
Figu ra 4-3. Cruise Performance Table
The exhaust gas temperature (EG1) may be used a.s an aid for
mIxture leaning in cruising flight at 75/10 power or less. To adjust the
n1ixture, using this indicator, lean to establish the peak EGT as a
reference point) enrichen the mixiure by the desired increment
based on Figure EGT Table.
r
,
! EXHAUST GA,S I
TEMPERATURE I
-R-E-C-O-,M-. -M-E--N-D-' -E-D-" ------1-1-
500
of __ .
. (Pilafs Operating Handbook. ) I
r .. .. I P t
! rr:.)!\;--' i I i(-Ii..,. _____ l
1-=' __ __ _. ___ ! !:, _" _ . __ __
noted in this table, 9peration at peak EGT provides the best
This results in approxirnateiy 40/0 greater range than
shmfifl1 in this handbook accornpanied by approximately a 3 knot
decrease in speed,
Under some cond8!ions, engine roughness may occur while
operating at peak EGT. in ihis case, operate at the Recommended
Lean mixture. Any change in aHitude or throttle position wi!! require
a recileci< of EGT indication.
--26 May 30/00
CESSNA
MODEL 1728 .
SECTION 4
NORMAL PROCEDURES
FUEL SAVINGS PROCEDURES FOR FUGHT TRAINING OPER-
ATIONS
For best fuel economy during flight training operations, the
following procedures are recommended.
-I. After engine start and for aU ground set the throttle
to 1200 RPM and lean the mixture for maximum RPM. Leave
the mixture at this setting until beginning the BEFORE
TAKEOFF chectdist. After the BEFORE TAKEOFF checklist is
complete re-Iean the mixture as described above until ready
for TAKEOFF.
2. Lean the mixture for maximum RPM during fuH throttle climbs
above 3000 feet. The mixture may remain leaned (maximum
RPM at fuJi throttle) for practicing maneuvers such as stalls
a1l1d flight
3. Lean the mixture for rnaximum RPM during all operations at
any amtude, induding those below 3000 feet, when using
7'5% or leSS pO'f1Ier.
Vvhen cruising or maneuvering at 75% or less power, the
mbcture mav be iea.ned until the EGT indicator
peaks and is then enrichened 50
0
F.. This is
especially appncabie to training Wghts, but
should be practiced during transition mght. to and from the
practice area as \l\!el1.
Using Ule above recommE.mded procedures can provide fuel
savings in excess of 5% when compared to typical training f
operations at full rich mixture. a.ddition, the above
procedures ilvill minimize spar!; plug fouling since the
reduction nn fuel consumption results in a proportional
reduction in tetraethyl lead passing through the engine.
May 30/00 4-27
SECTION 4
NORMAL PROCEDURES
IFUEL VAPOR PROCEDURES
CESSNA
MODEL 172S
I The engine fuel system can become susceptible to fuel vapor
on the ground during warm weather. This will generally
E
occur when the outside ambient air temperature is above 85
0
F.
. he situation is further aggravated by the fact that the engine fuel
lows are iower at idle and taxi engine speeds. When vapor occurs
; as evidenced by engine speed and fuel flow fluctuations, the
I allowing procedures are recommended.
1. With the mixture full rich, set the throttle at 1800 RPM to 2000
RPM. Maintain this power setting for 1 to 2 minutes or
smooth engine operation returns.
2. Retard the throttle to idle to verify normal engine operation.
3. /-\dvance the throttle to 200 RPM and lean the mi).r[ure as
described under FUEL SAVINGS PROCEDURES
FLIGHT OPERPITIONS .
....
,4. Just prior to apply 'fui! :[hroiUe, approximately 10
seconds to verify smooth engine operation tor takeoff.
is
r8sunting fU(;:1!
t(etTlperatures throughoui:
increased f!,OIN
minimizes vapor
NOIE
,liSOO RPM? the
for lower
stall characteristics an-e conventional and aural warning is
provided by a staU warning hom which sounds betvveen 5 and 0
h::nots above. the staU an aU configurations.
Power off staH speeds at maximwTI weight for both forward and
3.1t C"G .. positions are presented in Section 5.

May 30/00
CESSNA
MODEL 1728
SECTiON 4
NORMAL PROCEDURES
Intentional spins are approved when the airplane is operated in
the utility category. Spins with baggage loadings or occupied rear
seat(s) are not approved.
However, before attempting to perform spins several items
should be carefully considered to assure a safe flight. No spins
should be attempted without first having received dual instruction
both in spin entries and spin recoveries from a qualified instructor
who is familiar with the spin characteristics of the Cessna 172S.
The cabin should be clean and all loose equipment (including "the
microphone and rear seat belts) should be stowed or secured. For a
solo flight in which spins will be conducted, the copilot's seat belt
and shoulder harness should also be secured. Care should be
taken to ensure that the piiot can easily reach the flight controls and
produce maximum control travels.
It is recommended that
l
where feasible, entries be accomplished
at. high enough altitude that recoveries are completed 4000 feet or
more .above ground level. At least 000 feet of altitude loss should
be aU owed for a i-turn spin and recovery, whiie a spin and
recovery may require somewhat more than twice that amount. For
example
l
the recommended ent.ry altitude for a 6-turn spin would be
6000 feet above. ground level,. !n any entries should be
planned so that recoV'erijes are completed weH above the minimum
i 500 feet above ground !evei required by Ff\R 91.803, Another
reason for using high altitudes for practicing spins is that a greater
field of view 1,8 provided which will assist in ma.intaining pilot
orlientation.
May 30/00 4-291
ECTION 4
ORMAL PROCEDURES
CESSNA
MODEL 172S
The normal entry is made from a power off stall. As the stall is
lpproached, the elevator control should be smoothly pulled to the
uil aft position. Just prior to reaching the stall ubreak", rudder
:ontrol in the desired direction of the spin rotation should be applied
;0 that fuB rudder deflection is reached almost simultaneously with
eaching full aft elevator. A slightly greater rate of deceleration than
or normal stan entries, application of ailerons in the direction of the
lesired spin, and the use of power at the entry will assure more
:onsistent and positive entries to the spin. As the airplane begins to
;pin, reduce the power to idle and return the ailerons to neutral.
elevator and rudder controls should be held full with the spin
InUi the spin recovery is initiated. An inadvertent relaxation of either
these controls could result in the development of a nose down
pirai.
For the purpose 01: training in spins and spin a 1 or 2
Jrn spin is adeqtlate and should be used. Up to 2 turns, the spin
liiI progress toa fairly rapid rate of rotation and a steep attitude.
of recovery controls will produce prompt recoveries
Nathan 1/4 turn}. During extended spins of two to three turns or
lore, the spin wm tend to change into a spiral, particularly to the
ight This vI/ill be accompanied by an increase in airspeed and
iraviiy loads on the airplane. this occurs, recovery should be
,ccomplished promptiy but smoothly by leveling the wings and
3covering from resu!ting dive,.
Fiegardless of how many turns the spin is held or how it as
nten3d
1
the recovery' technEque should be used:
. VERiFY THt\T THROTTLE IN iDLE POSITION AND
A[LERONS ARE NEUTRAL
2" APPLY AND HOLD FULL RUDDER TO THE
DIRECTION OF
3. .A.FTER THE RUDDER REACHES THE STOP, MOVE
THE CONTROL WHEEL BfUStKl.Y FORVVARD FAR ENOUGH
TO BREAK THE STALL.
4. THESE CONTROL ROTATnON
STOPS.
5. AS ROTATiON STOPS, NEUTRALIZE RUDDER, AND M.AKE
A SMOOTH RECOVERY FHOM THE RESULTiNG DIVE.
30 May 30/00

CESSNA
MODEL 1728
NOTE
SECTiON 4
NORMAL PROCEDURES
if disorientation precludes a visual determination of the
direction of rotation, the symbolic airplane in the turn
coordinator may be referred to for this information.
Variations in basic airplane rigging or in weight and balance due
to installed equipment or right seat occupancy can cause
differences in behavior, particularly in extended spins. These
differences are normal and will result in variations in the spin
characteristics and in the spiraling tendencies for spins of more than
2 turns. the recovery 1:echnique should always be u,sed
and will result in the most expeditious recovery from any spin.
intentional spins with flaps extended are prohlbited, since the
high speeds which may occur durlng recovery are potentiaUy
damaging to the flap/wing structure.
LANDING
NORMAL
Norma! landing approaches can be made with power on or power
off with any flap setting desired: Surface winds and air turbulence
are usuaUy t.he primary factors in determining the most comfortable
approach speeds. Steep slips shouid be avoided with fnap settings
greater than 20
0
due to a siight tendency for the elevator to oscmate
under C9liain combinations of airspeed, sideslip angie, and center
of gravity
Actual touchdown should be made with power off and on the
main wheels first to reduce the landing speed and subsequent need
'for braking in the landing roll. The nose wheel is lowered to the
runway gently after the speed has diminished to avoid unnecessary
nose gear loads. This procedure is especially important in rough or
soft fiend landings"
May 30/00 4-31 I
SECTION 4
NORMAL PROCEDURES
SHORT FIELD LANDING
CESSNA
MOD{:L 1728
For a short field landing in smooth air conditions, make an
approach at 61 KIAS with 30 flaps using enough power to' control
the glide path. (Slightly higher approach speeds should be used
under turbulent air conditions.) After all approach obstacles are
cieared, progressively reduce power and maintain the approach
speed by lowering the nose of the airplane. Touchdown should be
made with power off and on the main wheels first. Immediately after
touchdown, lower the nose wheel and apply heavy braking as
required. For maximum brake effectiveness, retract the flaps, hold
the control wheel full back, and apply maximum brake pressure
without sliding the tires.
CROSSWBND LANDSl\lG
V\{hen landing in a strong crosswind, use the minimum "flap
setting required for the field length. If flap settings greater than 20
are used nn with full rudder deflection, some e!evator
:Jscmatioi1 may be felt at normal approach speeds. However, this
joes not affect control of the airplane, Althol1gh the crab qr
:ombinaUon method of drift: correction may be used, the wing low
l1ethod gives the best control. touchdown, hold a straight
::ourse with the steerable nose wheel and occasional braking [f
'19cessary,
The mancimum croscwvind velocitv is dSDendent upon
capability as weH as airplane limitations .. Operation direct
;rosswinds ot 15 knots has been demonstrated .
. "''''''C .. '''''",,-.. ,,-""'
In a balked landing climb, reduce setting to
!OO immedia.tely after full power is applied. If obstacles must be
:Ieared durnng the gQ-around climb? reduce the wing flap setting to
0 and maintain a safe airspeed until the obstacles are cleared.
3000 1eetj lean the mixture to obtain maximum RPM. After
learing any obsta.cies) the flaps may be retracted as the airpran9
.cceirates to the normal naps up climb speed.
May 30/00
.'!
CESSNA
MODEL 1728
SECTION 4
NORMAL PROCEDURES
OPERATION
Special consideration should be given to the operation of the
airplane fuel system during the winter season or prior to any flight in
cold temperatures. Proper preflight draining of the fuel system is
especially important and will eliminate any Tree water accumulation.
The use of additives such as isopropyl alcohol or diethylene glycol
monomethyl ether may also be desirable: Refer to Section 8 for
information on the proper use of additives.
Cold weather often causes conditions which require special care
during airplane operations. Even small accumulations of frost, ice,
or snow must be removed, particularly from wing, tail and all control
surfaces to assure satisfactory flight performance and handling.
Also, control surfaces must be free of any internal accumulations of
ice or snow.
If snow or slush covers the takeoff swiac8, allowance must be
made for takeoff distances which will be increasingly extended as
ihe snow or slush depth increases. The depth and consistency of
.cover can! in fact, prevent ta!'\eoff in many instances. .
WHEN THE THROUGH
HAND!! iREATTr
'TURNED\ ON. A LOOSE OR BROKEN GfiqOUN!O
ON COULD CAUSE
ENGIN1E TO FaRE.
Prior to starting on cold mornings, it is advisablle to puH the
propeller ihrough several times by hand to "brea.k iOOSB'1 or
IIUmber" the ai[, thus conserving battery energy,
When air temperatures are below 20F (-SOC), 'the use 0"1' an
ex1ernai preheater and an external power source are recomrnended
whenever possible to obtain positive starting and to re.duce wear
and abuse to the engine and eU9ctrica! system. Preheat will111aw the
oil trapped un the oul cooler, which probably will be congealed prior
to starUng in extremely cold temperatures.
May 30/00 4-331
SECTION 4
NORMAL PROCEDURES
CESSNA
MODEL 1728
When using an external power source, the master switch must be in
the OFF position before connecting the external power source to the
lairpiane receptacle. See Section 7j Ground Service Plug
I Receptacle for external power source operations.
Cold weather starting procedures are the same as the normal
starting procedures. Use caution to prevent inadvertent forvvard
movement of the airplane during starting when parked on snow or
ice.
If the engine does not start during the first few attempts, or if
engine firing diminishes in strength, it is probable that the
spark plugs have been -frosted ovaL Preheat must be used
before another start is attempted.
During cold weather operations? no indication will be apparent on
the oil temperature gage prior to takeoff if outside air temperatures
are very cold. After a suitable warm up period (2 to 5 minutes at
1000 RPM), accelerate the engine several tirnes to higher engine
RPM. if the engine accelerates smoothly and the oil pressure re-
rn.ains normai and steady, the airplane is ready for takeoff.
.;t;;, vlfinterization kit is and
f3f opt::raUons are
-34
May 30/00
CESSNA
MODEL 1728
SECTION 4
NORMAL PROCEDURES
Refer to the general warm temperature starting information under
Starting Engine in this section. Avoid prolonged engine operation on
the ground.
The certificated noise level for the Model 1728 at 2550 pounds
maximum weight is 75.1 dB(A). No determinaiion has been made by
the Federal Aviation Administration that the noise levels of this
airplane are or should be acceptable or una.cceptab!e for operation
at, into, or out of, any airport.
The foliowing procedures are to minimize the effect
airpla.ne noise on the public: .. '
1" Pilots operating airplanes under VFR over outdoor assemblies
of persons, recreationai and park areas, and other noise
sensitive areas should make every effort to fiy not less than
2000 feet above the suriac6
1
wea.ther permitting, even though
flight at a lower level may be consistent with the provisions of
qovernment reQu!ationso .
2. During departure from or approach' to an airport! climb after
takeoff and descent for landing be made so as to
prolonged at low areas"
The above do not apply where
they would conflict with Air Traffic Control clearances or
instructions? or where, in the pilot's judgment, an altitude of
less than 2000 feet is necessary to adequately exercise the
duty to see and avoid other airpianes.
May 30/00 4-35/(4-36 blank) I
CESSNA
MODEL 1728

SECTION 5
PERFORMANCE
Performance data charts on the following pages are presented so
that you may know what to expect from the airplane under various
conditions, and also, to facilitate the planning of flights in detail and
with reasonable accuracy. The data in the charts has been
computed from actual flight tests with the airplane and engine in
good condition and approximating average piloting techniques.
it should be noted that performance information presented in the
range and endurance profile charts allows for 45 minutes reserve
'fuel at the specified power setting. Fuel flow data for cruise is based
on the recommended lean mixture setting at all altitudes. Some
indeterminate variables such as mixture leaning technique, fuel
metering charact.eristics, engine and propeller condition, and air
turbulence may account for variations O'f 10
%
or more in range and
endurance. Therefore, it is important to utilize all available
information to estimate the fuel required for the particular flight and
to flight plan in a conservative manner.
Pedormance data is presented in tabular or graphical form to
illustrate the effect of' different variables. Sufficiently detailed
information is provided in the tables so that conservative values can
be selected and used to determine the particular pe!iormance figure
with reasonable accuracy,
The following sample probiern utilizes information 'h'Om the
various charts to determine the predicted performance data for a
t/pica! Hight AssumH the 'j:ol!ovving has already /:)8E!n
de r
I\IBPL.ANE
Takeoff weight
Usable fuel
TAKEOFF CONDITIONS:
Field pressure altitude
Temperature
Wind component along runway
Field iength
July 8/98
2550 Pounds
53 GaHons
1500 Feet
28C (16C Above
Standard)
12 Knot Headwind
3500 Feet
5-3
:::CTION 5
=:RFORMANCE
CRUISE CONDITIONS:
Total distance
Pressure altitude
Temperature
Expected wind enroute
LANDING CONDITIONS:
Field pressure altitude
Temperature
Field length
CESSNA
MODEL 1728
360 Nautical Miles
7500 Feet
i 6
0
C (16
0
C Above Standard)
1 0 Knot Headwind
2000 Feet
25.
o
C
Feet
The takeoff distance chart, Figure 5-5, should be consulted,
eeping in mind that distances shown are based on the short field
Conserva.tive distances can be established by reading
19 chaii at the next higher value of weight, altitude and
:3rnperature. For exampie, in this particular sample problem, the
3.k'80ff distance information presented"for a. weight of 2550 pounds,
Iressure altitudE) of 2000 feet and a temperature oJ 30
0
C should be
:sed and results in the following:
Ground ron
Total distanc,e to
1285 Feet
a 50-foot obstacle 90 Feet
These distances are vvell iNithin the ".t"";l.UII';;,u,,I,,,", takeoff field length.
a correction for the effect of ,/Vind be, made based on
of the taJ;;;eotf chart correction for a :2 knot headwind
$.!
his results in the 'following dista.nd,::'Js, corrected for iNind:
Ground roll, zero wind
Decrease in ground roll
("] 235 feet X
Corrected ground roil

-i67
July 8/98
CESSNA
MODEL 1728
CRUiSE
Total distance to clear a
50-foot obstacle, zero wind
Decrease in total distance
(2190 feet X 130/0)
Corrected total distance
to clear 50-foot obstacle
SECTiON 5
PERFORMANCE
2190
1905 Feet
The cruising altitude should be selected based on a.
consideration of trip length, winds aloft, and the airplane's
performance. A typical cruising altitude and the expected wind
enroute have been given for this sample problem. However, the
power setting selection for cruise must be determined based on
several considerations. These include the cruise performance
Gharacteristics presented in Figure 5-8, the range profile Ghart
presented in Figure 5-9, and the endurance profile chart presented
in Figure 5-10.
The relationship betw(jen power and range is illustrated by the
range profile chart. Considerable fuel savings and longer range
result when lower power settinqs are used. For this sarnple oroble;n1,
a cruise power o'f 65%" VI/ill be used. I
The cruise peliorma.nce chart, Figure 5-8, is ent6\red at 8000 feet ,
a!titude and above standard temperature. These values rnost
nearly correspond to the planned and 8xpectE1d temperature
conditions. The SPE18Cl chosen is 2600 RPfvl, Vi/hie!') in
the 'fol!ollving:
8/98
Power
True airspeed
Cruise fuel flow
64%
1 '17' Knots
8,9
{
55
:CTiON 5
:RFORMANCE
UEl REQUIRED
CESSNA
MODEL 1728
The total fuel requirement for the flight may be estimated using
Ie performance information in Figure 5-7 and Figure 5-8. For this
:lmple problem, Figure 5-7 shows that a climb from 2000 feet to
000 feet requires 2.2 gallons of fueL The corresponding distance
uring the climb is 15 nautical miles. These values are for a
tandard temperature and are sufficiently accurate for most flight
lanning purposes., However, a further correction for t.he effect of
may made as noted on the climb chart. The
pproximate effect of a non-standard temperature is to increase the
fuel, and distance by 10% for each iDoe above standard
due to the lower rate o'f climb. in this case, assuming a
16C above standard (16C - One), the correction
'Quid be:
nth 'fElctor the fuel estimate would be calculated as
}iiows:
H3\.n
3
Fue! to dimb, standard temperature
Increase due to '-'.(,,;I"_.C',',,",''''
Gorrect(2;d to dknb
2.2
0.4
u(or the distance to results in 18
6 nrn using chart + ;2.4 mn to correct lor
'\ 7A, nm, up to H3
r
July 8/98
CESSNA
MODEL 1728
SECTION 5
PERFORMANCE
The resultant cruise distance is:
Total distance
Climb distance
Cruise distance
360

342 nm
With an expected 10 knot headwind, the ground speed for cruise is
predicted to be:
117
-"10
-107 Knots
There"fore, the time required for th,':) cruise portion of the trip is:
342 Nautical Miles -- 3,.2
'107 Knots
The fuel required "for cruise is:
3,2 hours X gallonsihour .,- 28.5 Gallons
P,. 45minute requires:
The total estimah3d
Engine
Climb
Cruise
Reserve
Tota! rue! required
and takeoff
2{..5
39.2 Gallons
Once the flight is underway, ground speed checks will provide a
more accurate basis for estimating the Hme enroute and the
corresponding fuel required to complete the trnp with ampie reserve,
.July 8/98 5-7
:CTION 5
:RFORMANCE
CESSNA
MODEL 1728
A procedure similar to tai<eoff should be used >'for estimating the
:mding distance at the destination airport. Figure 5-11 presents
:mding distance information for the short field technique. Tile
istances corresponding to 2000 feet and 30
0
C .are as follows:
Ground roll 650 Feet
Total distance to clear a . H.r-".I .. H obstacle 1455 Feet
A correction for the effect of wind may be made based on Note 2
'f the landing chart
1
using the same procedure as outiined 'for
3li(so"ff.
Satisfactory engine cooling has been demonstrated for this
.irplane with an outside air temperature 2 ~ , O C above standard. This
; not to be considered as an operating limitatio,n .. Reference should
'f; to Section 2 for engine operating lirnitations.
~ r
8 July 8/98
CESSNA
MODEL 1728
CONDITION:
AIRSPEED CALIBRATION
SOURCE
SECTION 5
PERFORMANCE
Power required for !evel flight or maximum power descent.
,July 8/98
60 70 80 90 100 110 120 130 140 150 160
62 70 78 87 97 107 117 127 137 147 157
E50 60 7'0 ao 90 100
'j
1 0 '"

- - - - - -
".
- - -
57
6'.1 ' ......f "l-i
80 89 99 109 -
"",
,"
- -
,.
.'
ri,
- - -
SO 60

J?;O
E5t3 7,2 8G
Figure 5-1" Airspeed Calibration (Slv3et 1 oJ 2)
5-,9
:CTION 5
:RFORMANCE
CESSNA
MODEL 172S
AIRSPEED CALIBRATION
STATIC SOURCE
)f"lDITION:
)wer required for level flight or maximum power descent.
60 70 80 90 100 110 120 130 140 1
62 68 76 85 95 185 115 125 134 1
50 BO 70 80 90 -1 on 11 (] .. ~ . -
ES5 BO fiB 77 86 96 "u 05 - -- -
EiO 6(} 70 ao 85
t:;4 ~ 3 ~ 1
6'9
r7'g
8 ~ ~
indo\!vs dosed, V8ll'Wators
)lroster on rnaxirnurn.
Figure 5- -1" Airspeed Caiibration (Sheet 2 of 2)
10 July 8/98
CESSNA
MODEL -1728
120
100
80
60
40
20
o
20
-40
-40
July 8/98
SECTION 5
PERFORMANCE
TEMPERATURE CONVERSION CHART
-20 o 20 40 60
DEGREES ., CELSIUS
Figure 5-2. TempfJrature Conversion Chart
=CTION 5
:RFORMANGE
CESSNA
MODEL 1728
STALL SPEEDS AT 2550 POUNDS
:onditions:
ower Off
48
42
40,
53
SO
48
S2
45
43
GRAVrrV
ANGLE OF BANK
CAS KIAS K
57 57
54 50
52 48
_____ __ __ __ __
MOST
OF BtJ.i\!K
"""""'''''-'1--='''''''''''='''''''
I
,
UP 48 5,3
r: -1
.... pd,.. 57
r:;:-"
oil t 63 68 75
'HJ
o
43 5 'I 46 55 S1 61 61
4A}


I
:52: 48- 57 5-7 68

()TES:
12
'1 . Altitude loss during ct sta.1I recovery may be as rnuch as 230 feet.
2. Ki.AS vaiues are approximate.
Figure 5<L Stal! Speeds
July 8/98
CESSNA
MODEL 172S
July 8/98
SECTiON 5
PERFORMANCE
NOTE:
Maltimum def!10nstrated crosswind velocity is 15 i,riots (not a
D585C1003
Figure 5-4. Crosswind Components
5-13
=CTION 5
=RFORMANCE
CESSNA
MODEL 1728
SHORT FIELD TAKEOFF DUST ANCE
AT 2550 POUNDS
;ONDITIONS:
:Iaps 10"
:ull Throttle Prior to Brake Release
laved, level, dry runway
:ero Wind
.itt Off: 51 KIAS
;peed at 50 Ft: 56 KIAS
Press
Alt
In
Feet
S. l.
1000
2000
3000
41.000
:5000
6000
7000
lurES:
Total
FtTo
Clear
,50 Ft
Obst Obst
. -
860 14651925 1575
940 1600 1010 '1720
1025 !'i.755 , 1110 "1890 1195 20351' 1
,1925\ '1215 12080 1310 12240. ;2420
1
?':lr;;; I' <lfJ!l.O ,'Jili8/i 1
01 ........ __ I);; .... \.I \ ......,J:u (-
I I t
135:5 ;2345 1465 1254511:585 2755 i 'POS
'!4952605 16'15 i28301\ n4,I.5, 130751<1,8 .
i1 !
H;'45 29 '10 1, 13170 1 19,'20 3440 I', 20
18-)0. '1e-.7f'\ "'1"'0 : '"t'1
,.:.. ...):",//-tlt)
"I. Short fiieid technique as in Section 4.

2135,
2. Prior to takf::::off trom fields above 3000 teet elevation. the mixture should
be leaned to give mmdmurn RPM in a ful! throltis, static runup.
14
3. Decrease distances 10'% for each 9 knots headwind. For operation with
tail winds up to 10 I(rlots, increase distances by 10% 'tor each 2 imots.
4. For operation on dry, runway, increase distances by 15% of' the
"ground roW' figure.
Figure ::-5. Short Field Takeoff Distance (Sheet 1 of 3)
July 8/98
CESSNA
MODEL 1728
SECTION 5
PERFORMANCE
SHORT TAKEOFF DiSTANCE
2400 POUNDS
CONDITIONS:
Flaps 10"
Full Throttle Prior to Brai<e Release
Paved, level, dry runway
Zero Wind
Lift Off: 48 KIAS
Speed at 50 Ft: 54 KIAS
:lOO(
30C
r:ress
Grnd Total
Roll Ft To
Grnd Tota! Grnd Total Grnd
,A,it
Ft Clear
Roll FtTo Roll FtTo RbI!
Ft Clear Ft Clear Ft
50 Ft 50 Ft 50 Ft
Total
FtTo
Clear
50.Ft
In
Feet
S.L
1000
Obst

800 1370 860 1470 925 1570 995 1685
Obst Obst Obst
.
8HJ
2000 885
3000 . 9'70
13901 875 1495
1 S20 i 955 1 1635
1665 I HJ50 11795
940 .1605 1010 1720 1085 1845
1030 11760 \1110 1890. 1190 2030:
<!130 i 1930 12151208011305 2230
4000 '1065 j1830, 1150 i 1975 1240! 213011335 2295, 1430
5000 i 1170 12015: 1265 2180 1360 1 2355 i 'j465 2530,1570
11285 2230lB90 2410 FDa 17?1::
7000 i 1415 2470! 1530 2685 i ;7.
0"'00 ""t::'t- I '"]1-00 I "'t':'
I ... 1560 L I -' J; '1690 L_.: "'"1 ; 2 0;'1.)
I\!OTES:
1. Short rl,eid technique as specified in Section 4. f
2. Prior to takeoff from fields above 3000 teet the mlfnne should
be leaned to give maximum RPM in a. ful! throtUe, static runup.
3. Decrease distances 10% for each 9 icnots headwind. For operation with
taB winds up to 10 knots, increase distances by 10% j'or each 2 knots.
4. For operation on dry, grass runway, increase dist.ances by '15% of the
"ground roW' figure.
Figure 5-5, Short Field Takeoff Distance (Sheet :2 of 3)
July 8/98
5-15
ECTION 5
ERFORMANCE
CESSNA
MODEL 1728
SHORT FIELD TAKEOFF DiSTANCE
2200 POUNDS
;ONDITIONS:
:japs i0/.)
:ul! Throttle Prior to Brake Release
'aved, level, dry runway
:ero Wind
.itt Off: 44 KIAS
at 50 Ft: 50 KiAS
Press
In
FiE;et
s.
,
I
6'10 L.
"I. 665
2000 725
300'0 :795
l[q()OO
870
50000
6000
7'000
8000
:JTE,::;:
Total Gmd
HTo Roll
Clear Ft
50 Ft
Obst
1
1205
,
760
770 1315 830
845 1435' 905
925 1570] 995
i
H)'i() '1725
1
'!090
1110 '1900
2090
230S
2:555
Short field lE:;c!1nique a.s specified in Section 4,
40C
Tota Grnd Tota!
HTo Roll FtTo
Clear Ft Clear
I
50 Ft 50 Ft
Obst Obst
1290 I 815 1380,
i'l141l0 I
/. '! I
890 150S I
11540 975 1650
;'1685 1065 18051
1855 1165 1975
1
2035 127S 2175
1
.2240 1400 2395:
2475 1540 2650
27.45- 'l695 2950
Prior to tai<f2w rfom fields above 3000 elevation, the mb<[ure should
be leaned 1:0 rnaximurn RPM in a full throttle, static runup,
i6
0, D.?crease distance;:; 10% for each 9 knots headwind, For opemtiorn with
tal! winds up to 'i 0 knots, increase distances by 10
6
1<, for each 2 knots,
4, For operation on dry, runway, increa:se distances by 15% of ttit'::
"ground roll" figurE,
Figure 5-5. Short Field Distance (Sheet 3 o'f
July 8/98
CESSNA
MODEL 1728
CONDITIONS:
Flaps Up
Full Thrott!e
PRESS
ALT
I
FT
S.L.
2000
4000
5000
8000
'10,000
12,100
NOTE:
CLIMB
SPEED
KIAS
74
73
...,1 ......
I:')
73
72
72
_20D(
SECTION 5
PERFORMANCE
2550 POUNDS
~ ~ ~
RATE OF CLIMB - FPM
DoC
20
D
e 40
0
(
--.
855 785 710 645
760 695 625 560
685 620 495
575 515 450 390
I
J
I
)
I
I
465 405 345 285
I
I
I
i
'"
360 300 240 H30
255 195 '135 - - -
i. Mhcture leaned above 3,000 teet for rnaxinrlum RPM .
. Figure 5 ~ 6 , Maximum Rate of Clirnb
July 8/98 5-17
.O!!
:CTION 5
:RFORMANCE
TIME, FUEL AND DIS1 ANCE
AT 2550 POUNDS
ONDiTlbNS:
aps Up
jl! Throttle
tandard Temperature
""""--
PRESS RATE
FRON!
CLIMB
ALT
SPEED
OF
TI 1\/1 E
FT CLIMB
KIAS
IN
FPM
MIN
""""' . .,.,.,.
S,L. 74- 730 0
1000 73 695 1
2000
""' ....
655

l;)
,)).5",
73 620
4000 73 600 6
5000 73 550 8
6000
505
7000 73 455
7';! 410 "!4
90100 360 '17
7"F
l Ii:, 3\15
-:1'('
"-. ,,)
lei 7)2
265 24-
"1-'
f t.. 220 28

{
CESSNA
MODEL 1728
ClUVIB
SEA LEVEL
FUEL
DIST
USED
GAL
NiVl
0.0 0
0.4- 2
0.8 4-
1.2 6
l.S 8
.. Q
)! .. W# H)
2.2
3
2uE; 'H5
3n() 19
3
22
3.9 27
4.4
S.O 38
1. /\.dcl i.4 gallons of rue! 'fm engine stari, taxi and takeoH
;;!: .. Mixture leaned above 3,000 teet tor maximum FiPM.
3. Increase timet fuel and distance by 1 q% for eac!-l 'j 0" abovH stan-
dard temperature. -_._.
4, Distances shown are based on zem wind"
Figure 5-7" Time; FUE)! and Distance to Climb
18
July 8/98
CESSNA
MODEL 1728
CONDITIONS:
2550 Pounds
CRUISE PERFORMANCE
SECTION 5
PERFORMANCE
Recommended Lean Mixture At All Altitudes (Refer to Section 4,
Cruise)
PRESS
ALT RPM
FT
2000 2550
2500
2400
2300
2200
2100
4000 I 2600
I
! 2550
2500
.,i JtJOO
'
I 2::300
I 2200
i
j 2'100
6000 2650
2500
2400
2300
78
69
61
53
47
83
74
65
58
S'!
45
83
78
70
I
115 73
1119.6 64
105 8,6 57
99 7,7 50
92 I 6.9 Li4
I
120 i 11.1 77
'118 j 10.61 73
'j 'j 5 ; 'j () ,1 : 69
'1'10;9.'1 61
i 04
.;'"',, I 0,
98 7,4
9'1 , 6.6
I
5.1,
48
I
115 9.9
110 9.0
104 8.1
97 7.3
90 6.6
1,20 10,4-
117 9.9
115 9.S
8.5
102 7.7
96, 7.0
89
122 11 L 1 i
120 10.6 73 19
I I
"10.4-
9.9 I
i 9.6 65 i 1 9.0
I I
57 I 'i08 ! 8.2
, i
i 10'j : 7.4-
I
I
I
I
68 '115 9.4
60 109 8.5
53 I '102 7.7
47 95 6.9
42 ! 89 63
I
72 119 g,g
68 \1.17 9.4
64 I 114 8.9
57 107 8.1
i
51 I 'i01 7.3
45 : 94 6..7
40 i 87
I
i
7
'1 1 'J:)1'
,,- I (,_,
i
9.8
68 I 'L18 9.4
I I
60 i 112 "I.,
54 i 106 f,
I
48 99 7.0 I
I , '
7 1 I 41: I iQ Iii I 6, 7' , '4<
.! """,' 1
92 6.4 i
Figure 5-8. Cruise Pe!'TOrmance (Sheet 1 of 2)
July 8/98
5-19
:CTiON 5
:RFORMANCE
CESSNA.
MODEL 172$
CRUISE PERFORMANCE
ONDITIONS:
550 Pounds
ecommended Lean Mixture At All Altitudes (Refer to
ruise)
PRESS
AL T RPM
IT
%
BHP
000 2700 83
2650
2600
2500 J
2400
2300
2200 I
, I
')700 I
- 2650
I
, 2600 '
i -pU;;:OO i
1.{;..iJ Y I
2400 [
I
2300 i
78
74
65
S8
52
46
ji'8
73
69
62
55
49
122
120
1 '14
108
'101
I
I
94
1
i
'124
!
'122
"1
19 I
I
I
1
1-
1
:
I

j
HJ6
100

I
72
68
9.1
I
61
8.2 54
7.5 48
I
I
6,,8 43
10.5
I
7'"' L.
i
10,0
I
68
I 9.5
I
64
I
1
?3nl 57
!
1 7,9 51
I
7.2 46
;
2650 69 1121 9.S 64-
2600 I 65 1118 i 9.1 61
i : ! : ::
.... 7 ,L98 '
122
9.4
112 8.6
106 7.8
99
7 "j
, ,
I
92 6.5
I
I ,-:r I a ;"1,
I --' ;;:;.U
120 I 9.4
i
117-9.0
111 8.2
I
i 104. ' 7.5
I ti:""'f' i c iQ'
I 1J,.J .. \ ..)1
!
67 120 9.3
64 117 8.9
57 111 8.1
t':"
::::II 104 7.4
46 97 6.8
4'1 90, 6.2
!
67
i
'122 93
63
i
119 i 8.9
I
60 115 !
8 t::;
54
I
"109 I 7.8
!
49
I
102 7.1
44 I 95 6.5
i
I I
I '119 tL 9 60 ! '117 ! 8.5
l,q ..... {I' - Ii
) i 1 b I 8,,:' 57 I 114 8. 1
1 109 - 7.8 51 l'IOiJ : 7.4
!
I 1 02 7,,1 46 j 1 00 , 6,,8
: I
I 95 j 6.6 41 92 I 6..3

Figure 5-8. Cruise Performance (Sheet 2 of 2)
)
July 8/98
CESSNA
MODEL 1728
CONDITIONS:
2550 Pounds
RANGE PROF;LE
45 MINUTES RESERVE
53 GALLONS USABLE FUEL
Recommended Lean Mixture for Cruise At AU Altitudes
Standard Temperature
Zero Wind
12,000
10,000
8,000
LI,OOO
SECTION 5
PERFORMANCE
450 500 550 600 650 700
NOTES:
"1. This chart ailows for the fuel used for engine start. taxi, tai<eoff \':l.ne!
crimb, aile! the distance during climb.
Figure 5-9, Range Profile
July 8/98 5-21
:CTION 5
:RFORMANCE
:ONDITIONS:
550 Pounds
ENDURANCE PROFILE
45 MINUTES RESERVE
53 GALLONS USABLE FUEL
tecommended Lean Mixture for Cruise At All Altitudes
Temperature
12000
10000
8000
SL
4 5
6 7
CESSNA
MODEL "1728
8
OTE:
1. Hlis chart aUows for the fuel used fpr enginE:} start, taxi, tal{eoff and
climb, and the time during climb.
Figure 0, Endurance Profile
July 8/98
CESSNA
MODEL 1728
SECTION 5
PERFORMANCE -
SHORT FIELD LANDING DISTANCE
AT 2550 POUNDS
CONDITIONS:
Flaps 30
0
Power Off
Maximum Braking
Paved, level, dry runway
Zero Wind
Speed at 50 Ft: 61 KIAS
;jOO( 40l0(
Press
Alt
in
Feet
Grnd Total
Roil FtTo
Ft Clear
50 Ft
Obst I
....

:1
I
s. L 545 1290 565
"1000 565

... t!. i
585
2000 585 ,1355 610
i
610 11385 i 630
4000
6000
1320
1350 I 60S '1385 625
1
1385
i I

630 114201650
6S5 : 1460! 675
1380
'!4201
1
1455
1
1495
1535
625
650
670
695
725
1415
1450
14901
'15301
630 i1425! 655 11460
1
675 1495
1
700 '1570 1
655 h460 i 680 ,1500 705 1535 i 725 '15751 750 51
680 ij 15001105 I 540 730 'j S80 1 755 1620 i 780 1660!
70SJ:15451730 r
S85
! 760 1625! 785 ,16651810 170S:
1 ..;t_(wI7.,Ii,,,,,,,', O"".,!,p
NOTES:
"I. Short field technique Em s.pedfiecl in Section LL
2. Decrease distances i 0%, for each 9 knots headwind. FDI'
with tail winds up to 1 0 knots, increase distances by 1 0% for each 2
knots.
3, For operation on dry, grass runway, increase distances by 45A, of
the "ground roll" figure.
4. if landing with fiaps up, increase the approach speed by 9 KIAS and
allow for longer distances.
Figure 5- U 1. Short Field La.nding Distance
July 8/98
5-23/(5-24 blank)
CESSNA
MODEL 1728
SECTION 6
WEIGHT & BALANCE r EQUIPMENT UST
INTRODUCTION
This section describes the procedure for establishing the basic
empty weight and moment of the airplane. Sample forms are
provided "for reference. Procedures for calculating the weight and
moment for various operations are also provided.
It should be noted that specific information regarding the weight,
arm, moment and installed eqUipment for this airplane as delivered
from the factory can only be found in the plastic envelope carried in
the back of this handbook.
WARU"mNG
!T is THE RESPONslBKlrrv TiH1E PBlOT TO
ENSUJRE THE AIRPLANE as LOADED
PROPERLY. OPERATION OUrSBDE OF
WEIGHt' AND Bl-\LANCE
lJMHT COULD 'RESUl. T IN AN ACCIDENT
AND SERIOUS OR FATAL DNJUFfY..
PROCEDURES
'Ii, Preparation: .
Cl. Inflate tires to recommended operating pressures.
b. Defuei airplane. Refer to Mode! 1727 Series 1996 and
Maintenance Manual.
c. Service engine oil as required to obtain a norma! full
indication (8 qU8iis on dipstick).
d. Move sineJling seats to the most forward positiorL
e. Raise -flaps to the fuUY.JFtqacted position.
f. Place ali control surfaces in neutraij position"
g. Remove ail non-required Hems from airplane,
2. Leveling: .
a. Place scales under each whee! (minimum scale capacitY7
500-pounds nose, 1000 pounds each main).
b. Defiate the nose tire and/or lower or raise the nose strut to
properly center the bubble in the level (Refer to Figure 6-1).
May 30(00 6-3
SECTiON 6 CESSNA
MODEL 172S WEiGHT & BALANCE I EQUIPMENT UST
1
w
w
:r:1
o
z
4
AIRPLANE WEIGHiNG FORM
REFERENCE
DATUM
(FIREWALL FRONT FACE,
LOWER PORTION)

00 -50
STA 0.0 IT IS THE RESPONSIB!LlTY
fi
50 1
OF THE PILOT TO ENSURE
THAT THE AIRPLANE IS
LOADED PROPERLY.
SCREVVS ON LEFf SIDE
OF T AlleONE.

0150 200 250
FUSELAGE (FS) -
0585010'10
Figure 1. Airplane Weighing Form (Sheet 1 of 2)
July 8/98
CESSNA
MODEL 1728
SECTION 6
WEiGHT & BALANCE / EQUiPMENT LIST
lOCATBNG CG W1!TH ON lANDRNG GEAR
FORMULA for Longitudinar 9G:
(NOSE GEAR NET WEIGHT) ( X (8)
(X) ::: (A)- -" ,-'" ""'" "" :::; (
NOSE AND MAIN LANDING GEAR WEIGHT TOTALED ( )
INCHES
)AFT OF
DATUM
lOCA.TiNG PERCENT MAC
FORMULA for Percent MAC:
CG Percent MAC:: (CG Arm of Airplane) - 25.90
0.5880
MEASUFUNG A B
MEASURE A AND B PER PILOT'S
OPERATING HANDBOOK
INSTRUCTIONS TO AssrST IN
LOCATING CG WITH AIRPLANE
WEIGHED ON LANDING GEAR.
LEVELING PROVISIONS
ONGITUDtNAL - LEFT SIDE OF
AILCONE AT FS 108.00 & 142.00 .
____________ m ____ _ __J
AS TABLE
SCALE BIEADIi\IG SCALE DR!FT TARE NET WE!
July 8/98 6-5
=CTION 6 CESSNA
MODEL 172S 'EIGHT &, BALANCE I EQUIPMENT LIST
3. Weighing:
a. Weigh airplane in a closed hangar to avoid errors caused
by air currents.
b. With the airplane level and brakes released, record the
weight shown on each scale. 'Deduct the tare
1
if any, from
each reading.
4. Measuring:
a. Obtain measurement A by measuring horizontally (along
th.e airplane centerline) from a line stretched between the
main wheel centers to. a piumb bob dropped from the
firewall.
b. Obtain measurement B by measuring horizontally and
parallel to the airpiane centerline, from center of nose
wheel axie, left side, to a plumb bob dropped from the line
between the main wheel centers. R.epeat on right side and
average the measurements.
5, Using \.Iveights from item 3 and- measurements from item 4, the
airplane weight and e.G, can be determined.
6. Basic Empty Weight may be .. determined by completing Fi\:Jure
61. ..-
fo!iowing information wW Emable you to operate your Cessna
rithin tile prescribed weight and center of gravity iirnitations, To
9ure Wei!;iht and use the Sample Loading Problern,
Graph, and o-f Gravity IVi9ment Envelope as follows:
Take thE; basic ,ernohl VI/E:1ight and
'eight and balance recorc1fj caxried in
moment from appropriate
airplane, and enter thm1
on the Loadinq 1 the colul'nn tit!ed
robiem.
in a.ddition to the basic empty weight a.nd moment noted on
these records, the e,G. arm (fuselage station) is also shown,
but not be used on the Sample Loading Problem. The
mornent which is shown must be divided bV 1000 and this
value used as the mornentl1000 on the problem.
Use the Loadina Graoh to determine the momentl1000 for each
ddiUona! item to be carried; then list these on the loading problem.
3 July 8/98
f"
E
-<:"
00
---- w
CO

<.6'
r:
(rl
(J)
r0
(f)
Q)
:3
u
(D
.-
;;;::
(j)
(0'
::r
r+
m
::I
a..
ro



n
CD
JJ
<D
n
0
""'\
Cl.
0
(J1
CO
(Jl

0
0
m
CD
1
--.j
SAM EI HT
(CONTINUOUS H!STOR'( OF CHANGES iN STRUCTURE OR EQUIPMENT AFFECTING WEIGHT AND BALANCE)
__ .. .. - -'S-ERIAL NO, PAGE NUMBER
t T "1- ' ..--. ---I CHANGE RUNNING
i
' i ! f EI'<1 i r::;0n 0-1 \ - - BASIC EMPTY
I ! ! I _Of I ADDED ( + ) REMOVED (-) WEIGHT
DATE ,-- _ .. -- - Or An I ,C_E OR
I nu- " PoJiOOIFICATION ',"''INT. i Am-11 If"10/<IENT WT. MOMENT
I I IN __J! I, l! (LB.) i (IN.) /1000 (LB.) /"1000
---.-J ' "
1-:1-_L_=p\s
-- ft
= __ . ___
,!- --j- 1 -- "=-1,
-I

s:o
Om
0
00
__ m (J)
rZ
....k. -.
""
f\)
(f)
:2!
m
(5
I
-1
Qo
to


z
()
m
m
0
c
=0
s:;m
mm
zO
-i=!
rO
(j)Z
-im <q
''''
:ECTION 6 CESSNA
MODEL. 1728 JEiGHT 8{ BALANCE / EQUIPMENT LIST
NOTE
Loading Graph information for the pilot, passengers and
baggage is based on seats positioned for average
occupants and baggage loaded in the center of the baggage
areas as shown on the Loading Arrangements diagram. For
loadings which may differ from these, the Sample Loading
Problem lists fuselage stations for these items to indicate
their forward and aft C.G. range limitations (seat travel and
baggage area limitation). Additional moment calculations,
based on the actual weight and C.G. arm (fuselage station)
of the item being loaded, must be made if the position of the
load is different from that shown on the Loading Graph,
Total the weights and moments/i 000 and plot these values on
he Center of Gravity Moment Envelope to determine whether the
)oint falls within the envelope, and if the loading is acceptable.
A nylon bagga.ge r"net having tie-down straps is provided as
;iandard equipment to baggage on the cabin floor aft of the
,ear seat (baggage area 1) and in thE}, aft baggage area (baggage
l,rea. 2). Six eyebolts serve as attaching points for the net. Two
:yebolts for the "forward straps are on cabin
ioor 1) (::ar each sidewall just of tht:J baggage door
npproximately at station 90; tvvo are installed on the cabin
!oor slightly inboard of each sidevifall approximately at station -I
l.nd two eyebolts are iOGated belovv the aft window nea.!" each
ddevvali approximately' at station 107. I:.. placard on the bag9Cl90
ioar defines the weight lirnitations in baflgage ar6\a.s.
VVhen baggage area "i is utilized for baggage oniy, the two
:)rward floor and the two ail: floor mounted
lyebolts (or the two eyebolts below the aft vvindow) nnay be used,
!epending on the of the baggage. \Alhen baggage is carried
''I the baggage area 2 only, the aft floor mounted eyebolts and the
!yebolts below tl
n
l8 aft windovv should be used. When bagga.ge is
Jad:1d in both areas, all six eyebolts should be utilized.
8 July 8/98
CESSNA
MODEL 1728
SECTION 6
WEIGHT & BALANCE I EQUIPMENT UST
ok Pilot or passenger center of gravity on adjustable seats
positioned for average occupant. !\lumbers in
parentheses indicate forward and aft limits of occupant
center of gravity range.
* '* Arm measured to the center of the areas shown.
July 8/98
1. The usable fuel C.G. arm for integral tanks is located
at station 48.0.
2. The rear cabin wall (approximate station 108) or
aft baggage wall (approximate station 142) can
be used as convenient interior reference" points
for determining the location of baggage area
fuselage stations.
:f,: 37 "-, - .
(34 to
BAGGAGE
cit ~ C i 23 /l:F."""" " " " " " " ~
AREA 2
0585)(10'16
Figure 6-3. Loading Arrangements
6-9
SECTION 6
HEIGHT & BALANCE / EQUIPMENT LIST
FIREWALL
CABIN MEASUREMENTS
..,.
CESSNA
MODEL 1728
AFT BAGGAGE AREA
0
DOOB OPENING
f
0585X1023
Figure 6-4. Internal Cabin Dimensions (Sheet 1 of 2)
May 30/00
CESSNA
MODEL 1728
6
WEIGHT & BALANCE / EQUIPMENT UST
0585)(1023
Figure 6-40 Cabin Dimensions (Sheet 2 of 2)
July 8/98 6-11
>ECTION 6
VEIGHT & BALANCE rEQUIPMENT LIST
CESSNA
MODEL 1728
WEIGHT AND MOMENT
TABULATION
1. Basic Empty Weight (Use
i the data pertaining to
your airplane as it is
presently equipped.
Includes unusable fuel
SAMPLE
AIRPLANE
YOUR
AIRPLANE
Weight Mon:ent Weight MOr1!en
nbs) (Lb-ms. (Ibs ) (Lb-ms.
. 11000) . 11000)
and full oil) 1642 62.6
2. Usable Fuel (At 61
Lbs.lGal.)
53 Gallons Maximum
-.I "---+---,
30 Gallons (Quantity I
used for examp Ie) 180 8.6
3;. Pilot and Front Passenger --r-
(Station 34 to 46) 340 12.6 I
r : =-==
S. '#Baggage Area 1 (Station
82 to 108; 120 Lbs. Max.)
6. *Baggage Area :2 (Statfion L l
108 to 142; 50 Lbs" rVlax,)
7-, ._- " 1: <Y.,'
(add columns) fl' "I
8. Fuel allowance for engine "_....:..::::", -' -
start, taxi and runup -8 0 -04 I j
WlEH.';IHT AND' . __
(Subtract Step I
8 from Step 7) 2550 "l12.8
----
'j O. Locate this ponnt (2550 at 112.8) on the Center of Gravity
12
Moment and since this point falls within the
enveiope, the loading is acceptable.
The maximum aliovvable combined weight capadtyfof
baggage areas 'I and 2 is 120 pounds.
Figure 6-5. Sample Loading Problem (Sheet 1 of 2)
May 30/00
CESSNA
MODEL 1728
YOUR
AIRPLANE
Moment
\/Veight (Lb-ins.
(lbs.) /1000)
SECTioN 6
WEIGHT & BALANCE 1 EQUIPMENT LIST
YOUR
AIRPLANE
Weight
Moment
(Lb-ins.
Obs,)
11000)
1--
----
1---------
---
1---------
----
1----'-'''--
-_ ................ _,---
-------, ......"
------
~ ....---.......- .....-
1-----
------!-------
--
. YOUR
AIRPLANE
Moment
Weight (Lb-ins.
(Ibs.) (1000)
i----.---l-------i
1_---__--
~ ~ - : -
1---------_.--
-_ .._----_._---
1--._--1-----._--
\Nhen severa! loading configura.tions are representative of your
operat.ions, it may be useful to fill out one or more of the above
columns so specific loadings. are available at a glance.
Figure 6-5. Sample Loading Problem (Sheet 2 of 2)
July 8/98
6-- i 3
ECTION 6 CESSNA
MODEL 172S 'EIGHT 8t BALANCE I EQUIPMENT LIST
l-
I
o
LOAD MOMENT/1000 (KILOGRAM - MILLIMETERS)
o 50 1 00 i 50 200 250 300 350 400
LU 250 , .......... CJ:j
$:
200
100
o
14
o 5
LO//.),D
15 20 25 30 35
000 (POUNDS - l[\!CHES)
UNE ADJUSTABLE SEATS SHOVVS
THE PIL.OT OR P'.l,\SSENGER CENTER OF GRAVrry
ON ADJUSTABLE SEATS POSITiONED FOR AN
AVERAGE OCCUPANT. TO THE LOADiNG
AHRANGEMENTS D!AGRAIVl FOR FORVVARD AND
AFT LIMiTS OF OCCUPANT e,G" RANGE.
0585C'1006
Figure 6-6. Loading Graph
July 8/98
CESSNA
MODEL 172S
50
SECTION 6
WEIGHT & BALANCE I EQUIPMENT- LIST
120 130
0585C1007
Figure 6-7. Center of Gravity Moment Envelope
July 8/98 6-15
@1-
SECTION 6 CESSNA
fVlODEL i 728 V\lEIGHT & / EQUiPMENT LIST
&)"
Cl
5 2200
o
e:,
1700
16
34 35 36 37 3H 39 40 41 42 43 44 45 46 47 48
AIRPLANE C.G. LOCATION -INCHES AFr OF DATUM (STA. (LO)
6-8, Center of Gravity Lirnits.
0585C10013
May 30/00
CESSNA
MODEL 172S
SECTION 6
WEIGHT & BALANCE / EQUIPMENT UST
COMPREHENSIVE eQUIPMENT liST
The following figure (Figure is a comprehensive list of ali Cessna equipment
which is available for the Model 172S airplane. This comprehensive equipment
list provides the following information in column form:
In the ITEM NO column, each item is assigned a. coded number. The first
two digits of the code represent the assignment of the item within the Air
Transport Association Specification 100 breakdown (11 for Paint and
Placards, 24 for Electrical Power, n for Engine Indicating, etc ... ) .. These
aSSignments also correspond to the Maintenance Manual chapter
breakdown for the airplane. After the first two digits (and hyphen), items
receive a unique sequence number" (01, 02, 03, etc ... ). After the sequence
number (and hyphen), a suffix letter is assigned to identify eqUipment as a
required item, a standard item or an optional item. Suffix letters are as
follows:
DR
-s
:::::
:=
required items or equipment for FAA certification
standard eqUipment items


=
:::::
optional eqUipment items replacing required or standard items
optional eqUipment iterhe which are in addition to required or
standard items
In the iEQUijPMENT UST coiumn, each item is assigned a
descriptive name to help iclentiiV its function. '
in the R!ElF DR/WVua\lG column, a Cessna drawing number is providerJ which
corresponds to the item.
If aclditionaf equipment is to be installed, it must be done in accordance
with the reference drawinn, service bulletin or C\ separate FAA approval.
in the Vtrr and AI1iM columns, information is provided Or! the weight
(in pounds) and arm (in inches) of the equlpl"nent itern.
Unless otherlivise indicated, true values (not net change values) for the
weight and arm are shown. POSitive arms are distances aft of the airplane
datum; negative arms are distances forward of the datum.
in the weight and arm column indicate complete assembly
installations. Some major components of the assembly are listed on the
I
lines immediately following. The sum of these major components does not
lcessarilY equal the complele a""",bly installation.
July 8/98 6-17
SECTION 6
WEIGHT & BALANCE I EQUIPMENT liST
. CESSNA
. MODEL 1728
iTEM
EOUIPMENT LIST DESCRJPTJON REF DRAWING
WT ARM
NO
Les INS.
11 - PLACARDS AND MARKINGS
! i 101-R PLACARD, OPERATIONAL LIMITATIONS Q505087-23 0.0 43.0
11-02-S PAINT, OVERALL EXTERIOR
0504051 19.2" 95.4"

- OVERALL WHITE 870-003 18.4 93.S
:
- COLORED STRIPE DECALS 119916 0.8 135.9
21 - AIR CONDITIONING
21-01-8 REAR SEAT VENTS 051357528 1.7 60.0
21-028 CABIN HEATER SYSTEM (EXHAUST
9954100' 2.5 -4.0
SHROUD ASSY, HEATER & HOSES)
22 AUTO FLIGHT
i WING LEVELER PROVISIONS 3900003 2.2" 23.0'"
i
- CABLE ASSEMBLY 3924109-1 1.6 14.8
.. WING CABLE ASSEM8L Y 3924110-1 0.6 45.0
22 ..
SINGLE AXIS AUTOPILOT "3900004 43.6"
.. AUTOPILOT COMPUTER/CONTROLLER 065-001762501 3.1 '12.1
.. ROLL ACTUATOR, WITH MOUNT 39404001 ::L6 68.5
.. CONFIGUHATrON MODULE 0.1 9.0
rwo AXIS AUTOPILOT
G900021 19.7"
- AUTOPILOT COMPUTER/CONTROLlEH 065:-00'1 76520'j 3.1 12.1
- ROLL ACTUP,TOR WITH MOUNT 3940400-1 3.6
1
6S
>5
I
PITCH ACTUATOR, WITH MOUNT .... 0501145-1 4.5 173.8
- MIse STRUCTURE, WIRE 8: 3924126-1 :':3-0 60.0
HARDWARE
- PiTCH TRIM OPTION, REQUIRES Z2-0SA 3900021-1 4.
139.8"
!
- PITCH TRIM ACTUATOR 0501153-1
.,
174.5
t __ i
I - PITCH TRIM ELECTRICAL WIRING 1.6 87.8
- ACCESS PANEL
1.4 170.0
- M!SCELLANEOUS STRUCTUF-1E, WIRE
3.0 60.0
& HARDWARE
2204-A I ALTITUDE ALERT CONTROLLER REPLACES 81'10299 0,0 . - -
2-.AXIS AUTOPILOT
CONTROLLER & REQUIRES GPS AL T ALERT
BE DISABLED WT CHG
I
23 - COMMUli\llHCATIONS
23-01-3
STATIC DISCHARGE WlCKS (SET OF 10) 050104$'1 0.4- '143.2
NAV/OOM #1 INSTALLATION -NO G.S. 7 Q"
52.7'
i 55A SENDIX/KfNG NAV/COIVl 06901 02 3.5 12.5
- 1<1 208 INDICATOR
066-03056 .. 0002 1.0 13.9
I
VHF COM ANTEI\lNJI,
0.5 61.2
- COM ANTENNA CABLE
0.4 26.5
- OMNI NAV ANTENNA
0.5 253.4
-__ 1
- OMNI ANTENNA CABLE
1.5 123.8
.. HARDWARE & CABLE ASSEMBLY 39.21100-1
9.7"
Figure 6-9. Equipment List Description (Sheet 1 of 8)
18
May 30/00
CESSNA
MODEL -172S
SECTION 6
WEIGHT & BALANCE / EQUIPMENT LIST _
iTEM
EQUIPMENT LIST lOESCROPTION REF DRAWING
\NT ARM
NO
lBS iNS.
2803-A NAVICOM #2 INSTALLATION "WITH G.S.
6.s
n
17.1"
KX 155A NA VIC OM WITH GLlDESLOPE 069-01 03a-O 101 4.0 12.5
KI 209A INDICATOR WITH GUDESLOPE 066-03056-0003 1.2 13.9
- NAV ANTENNA WITH G.S, COUPLER
0.2 14.0
" CO-AX COM ANTENNA
0.5 61.2
HARDWARE & CABLE ASSEMBLY 392110'1-1 0.2 3.5
23-04-A AUDIO/INTECOM/MARKER BEACON INSTL 3930407-1 2S 19.7"
M KMA-26 AUDIOIRECEIVER PANEL
066-01155-0201 1.7 14.8
- HARDWARE & CABLE ASSEMBLY 0.8 30.0
23058 BASIC AVIONICS EQUIP/LESS BLACK BOXES 11.:3"
MARKER BEACON ANTENNA INSTL 39601881 0.5 131.0
" FUSELAGE AND AUDIO WIRING 39211141 7.9 26.5
MICROPHONE !NSTL, HAND HELD 39701249 0.2 18.0
" AVN COOLING FAN INSTL 3930400-1 1.2 5.9
- BASIC CIRCUn- BREAI(ER PANEL 3930417-2 0.4 16.5
AVN GROUND INSTL
3940357'1 0.2 15,0
- MISCELLANEOUS HARDWARE 0.9 16.0
24 - SlSCTIRICAL POWER
\24
0
01
o
R
ALTERNATOR, 28 VOLT 60 AMP
.
9910591-'1'1 10.0 -29.0
24-02-R BATTERY, 24 VOLT, 12.75 AH.lVlANIFOLD C614002-0101 23.2

TYPE
j24-03-R POWER ,JUNCTION BOX (PRECIS!OhJ MC01-2A 6.4*

;:;:; .....
AIRMOTIVE CORP, MC01-2A) INCLUDES:
. :
ALTERNATOR CONTROL 1270'101-1
I
0.2 3.0
l
AC2101
- MASTER CONT ACTOR PIN X61-()OO7 'j27010'j1 0.7 2.4
STARTER CONTACTOR PIN )(61-0012 3930400'1 0.7 2.4
\
- .l\iV!METEH TRANSDUCER PIN CS3100 39304,17-2 0."1 3.0
25 -
PILOT SEAT, CLOTH COVER 051421 'j-'1 a4,3 4"1.5
. 25-02-0
PILOT SEAT, LEATHER COVER 05142115 35.0 41.5
P1LOT 88\T, LEATHERNINYL COVER 0514211-8 34.8 41.5
,25-04-0 PILOT SEAT, M!LLENNIUM COVER 0514211-1'1 41,5
25-05-S COPILOT SEAT, CLOTH COVER 0512.21'/-1 34.3 44.5
,
25-m3 .. 0 COPILOT SEAT, LEATHER COVER 051421'1-5 35.0 41.5
250-07-0 COPILOT SEAT, LEATHERNINYL COVEFi 051221'1-8 34.8 41.5
"
25-08-0 COPILOT SEAT, MILLENNIUM COVER 0512211-11 41.5
25-09-8 REAR SEAT, CLOTH COVER 05'14219-'j 4-3.3 79.5
25-10-0 REAR SEAT, LEATHER COVER 0514219-2 44.7 79.5
25-11-0 REAR SEAT, LEATHERNINYL COVER 05142193 44.3 79.5
25-12-0 REAR SEAT, MILLENNIUM COVER 05'14219-4 79.5
)
25-13-R CREW RESTRAINT SYSTEM, INEHTIA HEEL 2000031-9,-10 5.2 54.0
25'14--0 CREW RESTRAINT SYSTEM, MANUAL 2000031-9,-10 4.0 54.0
ADJUST

Figure 6-9. EquRpment List Description (Sheet 2 of 8)
May 30/00
6-19
SECTION 6 "
HEIGHT & BALANCE / EQUIPMENT LIST
ITEM
EQUIPMENT liST DESCRIPTAON
NO
REAR SEAT RESTRAINT SYSTEM, INERTIA
REEL
25-16-0 REAR SEAT RESTRAINT SYSTEM, MANUAL
ADJUST
25-17-S PADDED GLARESHIELD
25-18-S SUN VISORS
25-19-8 SUN VISOR INSTL - MILLENNIUM
25-20-S BAGGAGE RESTRAINT NET
25-21-S CARGO TIE DOWN RINGS
25-22$ PILOT'S OPERATING CHECI<LlST (STOWED
IN MAP CASE)
25-23-R PILOT'S OPERATING HANDBOOK AND FAP,
APPROVED AIRPL.o.NE FLIGHT MANUAL
(STOWED IN PILOT'S SEAT BACI< CASE)
25-248 FUEL SAMPLING CUP (STOWED)
25-25S TOW BAR, NOSE GEAR (STOWED)
25-26-R EMERGENCY LOCATOR TRANSMITTER
- ELT TRANSMITIER
- ANTENNA AND CABLE ABSY
26 w FRRE
26-01-8 FIRE EXTINGUISHEP. INSTALLATION
- FIRE EXTINGUISHER
.. MOUNTING CLAMP
!
27 - fLuG1H1' CONTROLS
27-
0
01.8 RIGHT SEAT CONTROLS
- COPILOT CONTROL WHEE!..
- COPILOT RUDDER 3: BRJl..KE PEDAL
! INSTL,
PILOTS 'CONTROL WHEEL WITH [Vi;!.',[=, liGHT,
MIG SWITCH AND .JACK
28 $ rUEt
2S0iR FUEL QW\NTiTY iNDiCATORS
2S-02-R AUXIUJ.\RY FUEL PUMP (UNDEFI,
FLOOR80ARD)
31 0 SYSTEM
3"1 N01-S DIGITAL ELECTRONiC Cl.OCK/OAT
31 -02-8 HOUR RECORDER" HOBBS TIME"
31-03R ANNUNCIATOR
3'\-04-R . PNEUMATiC STALL W.!.l.RNING SYSTEM
CESSNA
MODEL 1728
REF DRAWING
wr .ARM
lBS INS.
2000031-11,-12 5.2 90.0
2000031-11,-1.2 4.0 90.0
05142301 1.2 21.0
0514166-2 1.1 32.8
0519004-1
2015009-7 0,5 95.0
05150556 0.2 95.0
0500835'1 0.3 14.3
0500835-1 1.2 50.0
82107-1 0.1 14.3
0501019-1 '1.7 124,0
3940401'1 3.2" 101.0"
13000-11 1.8 1'3.3
3003-45 0.5 122.0
5.3" 43.8'"
C42'i 001-020'j 4.8 44,.0
'1280010-1 0.5 42.2
0506009-1 6.1" 13.1"
0513576-4 2,6 26.0
0510402-16 i.1 6.8
0513576-5 0.2 22.0
!
183281-2 0.4 16.5
5100-00-"I i.9 9.5
MS038-2-0/28\f0 0.7 16.5
8
0664503-0103 0.5 9.1
CSEWCAO! 0,5 16.0
0523112.2 0.4 28.5
Equipment List Description (Sheet 3 of 8)
20
May 30/00

CESSNA
MODEL 1728
SECTiON 6
WEIGHT & BALANCE / EQUIPMENT LIST
iTEM
EQUIPMENT UST DESCRIPTION REF DRAWING
WT ARM
NO
lBS SNS.
32 LANDING GEAR

WHEEL BRAKE AND TIRE, 6.00 X 6 MAIN 0541200-9,-10 34.4'" 57.S"

- WHEEL ASSY, CLEVELAND (EACH) 0163001-0104 6.2 58.2
- BRAKE ASSY, CLEVELAND.(EACH) C163030-1111 1.8 54.5
- TIRE, 6-PL Y, 6.00 X 6 SLACKWALL 0262003-0204 7.9 58.2
- TUBE {EACH}
0262023-0102 1.3 58.2
S2-02R WHEEL AND TIRE, 5.00 X 5 NOSE
0543062-17 9.5* -6.S*
- WHEEL ASSY, CLEVELAND 1241156-12 3.5 -6.8

TIRE. 6-PLY, 5.00 X5 BLACKWALL C2620030202 4.6 -S.8
- TUBE
0262023-0101 1.4 -6.8
3:2-03-A WHEEL FAlRINGS AND INSTAUJ.\ TION 05412251 1S.S" 46.1"
- NOSE WHEEL FAIRING 05430793 3.5 -3.5
- MAIN WHEEL FAIRINGS (SET OF 2) 054122316, "17 10.1 61.1
- BRAKE FAIRINGS (SET OF 2) 0541224-1, 2 1.1 55.6
- MOUNTING PLATE (SET OF 2) 05412201 0.8 59.5
I PREMIUM TIRES, 6.00 X 6, 160 MPH RATING, 05011661 4.1 47.1
EXCHANGE WITH STANDARD TIRES (NET
CHANGE) ..
UGHTS
.....
I
I
I
3301 .. 8 MAP UGHT 11\1 CONTROL WHEEL (PARr OF 0560059 (0.2)
1(21.5)



! 33 .. 02-8 UNDER WING COURTESY UGHTS (SET OF 05211{)1-8 0.5 61.0
2)
NAVIGATION LlGI-IT DETECTORS 1221201-3,-4 0.0 4OJ:1
33 .. 04-5 FLASHING BEACON 0506003 ..6 1.4 204.7
33-05-8 WING TIP STROBE LIGHT 05.0i 027-6 3.4 43.3
33,06-8
LANDING AND TAXI LIGHT tNSTL. IN Q523029-7 2.4 28.7
34
INDICATOR, AIRSPEED :83225-6 0.6 16.:2
34-02-8 I ALTERNATE ST;\TIC AlB BOURCE 0501017 .. 2 0")
'15.5 .c.
34-03 .. R SENSITIVE ALTIMETER
83288-1 0.9 14.0
34 .. 04-5
BLIND Al TITUDE ENCODER lNSTL 3930402-1 0,9 '11.0
34 .. 0S-R
COMPASS INSTL, MAGNETIC 0513262-3 0.5 14.0
,

GYRO, INSTAlLJ.\TION, 3701-8 0501135-1 '13.0"
.. DIRECTIONAL GYRO 83330-'\ 2.5 14.0
ATTiTUDE GYRO
53326-1 2.1 14.0

- HOSES AND Mise HARDWARE 0601135-1 1.5 10.0
34-07-0
GYRO INSTl, REOUIRES 37-01 -5 11 USED 3900005 6.5" 13.1"
WITH 22-02-A OR 22-03-A
I
A ITITUDE GYRO 83326-1 2.3 14.0
- DIRECTIONAL GYRO 83330-2 2.8 14.0
HOSES & MSIC HARDWARE ,3900005 '1.5 1D.O

Figure Equipment List Description (Sheet 4 of 8)
May 30/00
6-21
SECTION 6
WEiGHT & BALANCE / EQUIPMENT UST
ITEM
EQUIPMENT LiST DESCRIPTION
NO
3408-0 GYRO INSTL, REQUIRES 37 -s & USED
WITH 3414-0
- ATTITUDE GYRO
- HOSES & MSIC HARDWARE
34-09-8 TURN COORDINATOR INDICATOR
. 34-'10S VERl1CAL SPEED INDICATOR
34-11-A ADF lNSTALLATION
KR 87 ADF RECEIVER
- 227 ADF INDIOATOR
- ADF ANTENNA
ADF OABLE ASSEMBLY
34-12wA
GPS INSTAUATION
!
KING GPS-VFR, KLN-89
- GPS ANTENNA
- GPS CABLE ASSEM8L Y
34-13 .. s MODE C TRANSPONDER INSTL
:
- KT 76C TRANSPONDER
.. TRANS CAL BLIND ENCODER
I
TRANSPONDER ANTENNA
I
- HARDWARE & CABLE ASSEMBLY
. HORIZONTAL SITUATION INDICATOr.{ fNSTL ..
NFtr WT INCREASE, REQUIRES 37-01-8
HSI
.. GYRO SLAVING METER
!
.. FLUX DETECTOR INSTL
I
- REMOTE D!R GYROSLAVED
<> NA \I CONVERTER INSTL
I
.. WIRING
.. srD GYRO INSTL .. REMOVED
- GYRO !!\JSTL. FOFi HSI INSTALLED
.. REMOVE 1.('-1 NAV INDICATOR
'37 - VACUUM
37, ..
DUAL PUMP El\lGINE DRIVEl'" VACUUM
!SYSTEM
!
.. AIRBORNE VACUUM PUMP
.. AIRBORNE VACUUM PUMP
COOLING SHROUD
- COOLING SHROUD
- FILTER INST ALLA TION
- COMBINATION VACUUM
INDICATOR/AMMETER
o VACUUM RELIEF VALVE
MANIFOLD
}7-02-R COIl>1BlNATION VACUUM GAGE/AMMETER
CESSNA
MODEL 1728
REF DRAWING
3900016
S33261
3900016
S3291-1
83327-1
39304081
066-01072-0014
066030630000
3960187-1
3922102-1
39304081
066-01148-111'1
3960190-1

06601156-010'1
3930402"!
39601911
3923102 .. 'j
3900016-1
066-03046-0001
07'1-0'12420006
. r940264
3940265
.3940266
13900016
0501135
0501171
0501135
E211CC
E212CW
12019981
1201998-1
1201075-2
83280-1
H3-48
iH525
53280,
WT ARM
lBS INS.
11.8'"
2.3 14.0
1.5 10.0
1.0 15.8
0.13 15.7
10.4" 26.9#
3.2 11.4
0.7 15.8
4.2 39.3
2.3 29.0
4.4" 15.3"-
3.3 12.4
0.3 43.S
O.B 14.1
18.7"
2.4 13.5
0.9 10.9
0.2 85.3
0.6 28.9
84 . ,I
3.4 13.4
0.3 15.8
0.7 52.6
5.1 112.5
1.6 "117.0
S.O 60.7
-13.6

"11.0
-1.2 13.9
5.4" -1.8"
1,9 -6.5
1.9
0.1
0.'1
0.3 5.3
0.3 14.3
0.3 4.7
0.5 -0.2
0.3 14.3
I
Figure 6-9. Equipment List Description (Sheet 5 of 8)
22
May 30/00
CESSNA
MODEL 172S
SECTION {1
WEIGHT & BALANCE I EQUIPMENT UST
ITEM
EQUIPMENT UST DESCRIPTION REF DRAWlNG
WT ARM
NO
LBS INS.
53 FUSELA.GE
53-01"5 REFUELING STEPS AND HANDLE INSTL 0513415-2 1.7 16.3
55
WINDOW" RIGHT HAND DOOR, 051700140 5.8
w
48.5"
OPENABLE
WINDOW - LEFf HAND DOOR, 051700139 5.S" 48S
OPENABLE
57- WINGS"
HEAVY DUTY FLAPS, WT SHOWN NET 0501165 . -
." .
I
CHG
- TWO (2) FLAPS EXCHANGED 0523902 2.2 83.2
- OI\lE (1) FLAP EXCHANGED 0523902 1.1 83.2
61 PROPELLER
61-01-R FIXED PITCH PROPELLER INSTALLATION 0550320-11 38.8"
"38
0
2" - MCCAULEY 76 INCH PROPELLER 1A170ElJHA7660 36.0 -38.4
- MCCAULEY 3.5 INCH PFtOPELLER C5464 3.6 -36.0
SPACER
!4'1.0
S<j-02-R
SPINNER INSTALLATION, P80PELLER 0550320-1 i 1.8'-
SPINNER DOME ASSEMBLY 0550236-14 1.0 -42,6
FWD SPINNER SUU(HEAD 05522311 0.3 -40.8
- AFT SPINNEH. BULKHEAD 0550321-10 0.4 -37.3
POLISHED SPINNER - MILLENNIUM INSTL 0550371-1 0.0 -41.0"
IWI
. (NET CHAI\lGE)


7<I-01-FI AIR. INTAKE FILTER, DONALJ)SON P"19828'\ 0.3 27.5

7']-028 WINTERIZJ\TION KIT iNSTALLATION 05011283 0.8" -20.3"
(STOWED) (INSTALLED ARM SHOWW) i
ffi
- BREATHER TUBE INSULATION !05520-1i 0,4 -13.8
- COWL INLET COVERS (INSTALLED) 0552229-3,4
o r)
.;1 -32.0
COWL INLET COVERS (STOWED) 055Zl28-3, -4 0.3 85.0
Tl-03[l ENGINE, LYCOMING IO-860 ..L2A 0550365'( 297.8
N
-18.6"
- FUEL INJECTOR, PAC RSA-S/,D1
7.6 -13.9
I - MAGNETOS & HARNESS., SUC!{
9.0 -5.0
4371 (SET OF 2) f

.. OIL FILTER AND lbAPTER
rH481W 2.5 -18.5
(CHAMPION)

- SPARt< PLUGS (CHAMPION) 1.9 "13.9

- STARTER, LAIVlAR 31822207 11.2 -23.0
I
7"1-04-0
MILLENNIUM ENGINE INSTL L VCOMlhlG 0.0 -18.6
IO-3BOL2.A99181NET CHANGE}
-
;
Figur,e 6-9. Equipment List Description (Sheet 6 of 8)
May 30/00
6 .. 23
SECTION 6
WEiGHT & BALANCE / EQUIPMENT LIST
iTEM
EOUlPMlSf\lT liST DESCRIPTION
NO
73 ENGINE FUEL & CONTROL
EGTIFUEL FLOW INDICATOR
n q ENGINE INDICATING
RECORDING TACHOMETER INSTALLATION
78- EXHAUST
EXHAUST SYSTEM INSTALLATION
MUFFLER & T AlLPIPE WELD ASSY
i
SHROUD ASSEMBLY, MUFFLER
HEATER
19 - Oil
79-01R OIL COOLER INSTALLATION
OIL COOLER, STEWART WARNER
79-02-R Oil PRESSURE & TEMPERATURE
INDICATOR
90 - MISCELlANEOUS
MILLENNIUM EQUIPMENT OPTiON
i
- 11-04-0 MILLENNIUM EXTERIOR
I
, STYLING
'" 25-08-0 SUNVfSOR INSTALLATION
MILLENNIUM
- MILLENNIUM UPHOLSTERY OPTION
" 25-03" 0 PILOT'S LEATHERNINYL
I
SEATS
I
.
SIDEWALL INSERT M!LLENNIUM
I
UPHOLSTERY
- MILLENNIUM FLOOH M/l;TS (SET
OF2)
I
STORAGE CONSOLE INSTAUJWIOI\I
I
-
I
- PREMIUM TIRE INSTL
I
-.
G;w03-0 POLISHED SPINNER INSTL
!
ENGINE INSTL
i
- POLISHED FASTENER fNSTL
- MILLENNIUM CONTR.OL WHEEL PAD
98 - Plf.CKAGES
98 .. 013 STANDARD AVIONICS PACKAGE
.. 22-01-$ -WING LEVEU:':R PROVISIONS
,. 23-05-8 8ASIC AVIONICS INSTI_
-MARKER BEACON/lI\lTERCOM
INSTL
L- 23-02-S-NAVICOM #1 I NSTAUATION
-MODE C TRANSPONDEH
___ ' INSTL
CESSNA
MODEL 1728
REF DRAWING
'\NT ARM
LBS lNS.
832774 O.S 7.8
S3329-5 1.0 12.1
9954100-1 "16.3" -20.0"
9954000-2 4.6 -22.7
99541003 0.8 -22.7
0550365-1
10877A 2.3 -11.0
832791 0.4 16.5
0501300-1, -.2 10.5 39.1
0504055-1, 2 0.0 95.4
05'190041
0519005-1
I
05190051
!
05190061
I
0519005-1 2.1 15,0
0519005-2 2.3 27'.0
Of5011661 4.1 4"1,'1
055037'1-1 0.0 .....t,j, i.O"
0550372'! 0.0 .. '18.6
0652236-1 0,0
1219012-1 0,0
,,'3900003- '1 28.0 32.2
3900003 2.2 23.0
39000031 11.3 27.4
3930407-1 2.5 19.7
3930407-1 7.9 52.7
I
3830407-1 4.1 18.7
I
Figure 6-9. Equipment Ust Description (Sheet 7 of 8)

May 30/00
CESSNA
MODEL 1725
SECTION 6
WEIGHT & BALANCE / EQUIPMENT liST
rrEM
EQUIPMENT LIST DESCRIPTION REF DRAW1NG
WT ARM
NO
LBS INS.

NAV I AVIONICS PKG (NET CHANGE OVER
STANDARD AVIONICS PKG)
3900004-1 21.3"
34-1 -GPS INSTAlLATION
3930408-1 4.4 15.3
- 23-03-A -NAV/COM INSTL WITH 8.S. 3930408-1 6.5 17.1
- 34-09-A -ADF INSTALLATION 3930408-4 '10.4 26.9
98-03-A NAV II AVIONICS PKG (NET CHANGE OVER 3900005-1 28.5"
STANDARD AVIONICS PKG)
- 98-02-A -NAV I AVN PKG 3900004-1 21.3 21.5
- 22-02-A -SINGLE AXIS AUTOPILOT 3900005-1 7.2 43.6
98Q4A NAV II WITH HSI AVIONICS PKG (NET
CHANGE OVER STANDARD AVIONICS PKG)
3900016 43.8" 47.0
- 98-02-A -NAV I AVN PKG 3900004-1 21.3 21.5
- 2.t't-02-A SINGLE AXIS AUTOPILOT 3900005-1 7.2
1
4306
- 34-14-0 -HSI GYRO INSTL 39000113-1 15.3 84.1
98-0!5-A NAV HI WITH HSI AVIONICS PKG (NET 3900018 56.3" 67S
CHANGE OVER STANDARD AVIONICS PKG)
- 98-02.-A NAV I AVN PKG 3900004'1 21.3 21.5
- 22-03-A AUTOP!LOT 3900003 104.4
.j
H1.7
- -HSI GYRO INSTL 39000161 15.3 84.'1
9BOEH1. I NAV III WITHOUT HSI f,Wl01\\ICS PKG (NET 390002'i 41.lY 6'[,3"
ti
l'i
CHANGE OVER STANDARD AVIONICS !
ii
L 98-02 .. 11. -NlW I IWN PKG 3900004'1
I
"1 5
". fi
L_,, __ . :0_ 22-0S-A -2-AXIS 3900003
!
19] 104.4 ,
.- ,
Figure Equipment List Description (Sheet 8 of 8)
May 30/00
6-25/(6-26 blank)
CESSNA
MODEL 1728
Introduction
SECTiON 7
AIRPLANE & SYSTEMS DESCRIPTION
Page
7-5
Jl.irframe ............. " ... ,.,....,............... 7'-5
Flight Controls , ... " ... , ........ ,................. 7-6
Trim System ."......., ......... , ........ ,..,.... 7-6
Instrument Panel ........ " ..................... .. 7-9
Pilot Side Panel Layout ....,"', ... ,., ... ,."...... 7-9
Center Panel Layout "", ..... ""..."" ...... ". T9
Copilot Side Panel Layout ,.".",., ......... ", .... " i 2
Center Pedestal Layout ........ , ... ,. -. . " , , , , , , , " .,,, 7-12
Ground Control ."',,.,,",,"""",,',"",," ,. , " , , , , , , , , 0 , , ." 7 12
V\ling Flap System """,""'''" .. ,,.,,'''''' .. ,,'''''''''''''',,'''''' ,. 7 -13
Landing Gear System ".,,,,,,,,,, ..... ,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,, Ta i 4
Baggage , , , , , , , , , , , " '. . . . , . " , , " , " , "" 7-14
Seats ".."".."""""""."""""'""""".,,,,.,,,,.,,,,",,""" <. 7 -14
Integrated Seat. Hlamess .,"".".,,", .. 0 , " ". "j 5
Entrance Doors And Cabin VVindovvs "" .. "" .. """"""." 7""171
Gcmtrol Locks .""'''''''".,."." .. "".,,,,,.,, .. ,,,. , .. , , . "" 7 18
May 30/00 7-1
SECTION 7
CESSNA-
MODEL 172S AIRPLANE & SYSTEMS DESCRIPTION
(Continued)
Engine ........ 0 0 , , 0
Engine Controls .............. ,..... ..... " ... .
Engine Instruments ..... ....................... .
New Engine Break-in And Operation ..... .......... .
Engine Lubrication System ... , ...... ,.......... 0
Ignition And Starter System .., ... " ............... .
Air induction System ......... .. " ...... , .... 0
Exhaust System ..... ".,.,.,.",... .. , ....... .
C,ooiing"System ."""""".",,',.,,",,.,,",," , " " . , , , , ,
Propeller .,,,",,.,,",,""""",,.,,"",,""",,''',,.,,'',,'',,,,'',',,'' <
Page
7-19
7-19
7-19
7-21
7-21
7-22
7-22
'7-23
7=23
7-23
Fuel System "'"""" .. "."."." .. ,""""""".,,,',,",,,,.,,,," 7:-23--
Fue! Distribution " .. "."."" ... """."" .. """.,"""" .. ,,. 7-24
Fue! nndicating """""."."""."""""'''''"'',, ... ,,,, .. ,,.
Fuel Venting , ... "'""".,""""".,,,',,.,,",,.,, ,. " . , , , , ,," 7-26
Reduced Tank " " " " " , " " , , " , " " , " , . " , " , " ,," 7-26
Fuel Selector
Fuel Drain Valves


Brake System, """"'"'''''''''''''"'''''''"''''''''''''"'''''''''''
7-29
Eliectrical S)fstem " , " " " " , , , , " , " . " , " " " , " " " , " , " , . , " , .
Panel """""."".;"""" n , " " , , " " , , n " " " " "
Master Switch ",,,,,,.,,,,,,,,,, ... ,,,,,,,,, r " " , , ., , , " " " " , "
Master Switcil ."""",,. " ,. , " .. " , , , , " , . , , " , "
j,\mmsler """."""'''".""."."'''''".,,,,.'''''''''''''',,'''',,''
Low Voltage Annunciation """"", .. ".""""""""""""""
Circuit And Fuses " .. ".""."""",,"",, ... ,,"",,.
Ground Service Plug Receptacle " .. ,,,,,.",,,, .. ,,""""",,.

732
7-33
f

7-35

7'-36
7-2
May 30/00
CESSNA
MODEL 172S
SECTiON 7
AiRPLANE & SYSTEMS DESCRiPTION
(Continued)
Ughting Systems, .. , , ................ , .. " , ..... , . ,
Exterior Lighting ....................., ........ .
interior Lighting ." .... , ............ , .......... ,
Cabin Heating, Ventilating And Defrosting System ....... .
Pitot-Static System And Instruments ,............ ..... .
Airspeed indicator ....... , ... " ........ , ...... , ..
Vertical Speed Indicator ..... , n , " , "
.. .... , .... , . , ...... , ..... " ... , .... .
\/acuum Systern And Irnstrurnents ........... ....... ".,.
Attitude ., .... "" .. """"""'"..."'" .. ",,,,.,,""
Directional Indicator
Vacuum Gauge """""""" ... """"." .. " .... "" .. ,."".' .. "
Page
7-37
7-37


7-41
7-42

7-43

7-43

Low Vacuum Annunciation .... " .. " ..... ".", .. "" ... " .. " ... '" 7-45
/ O.A.T, ," .. ""' ..... """"" .... " , , .. , , ..... , .. ,," 7-,4s1l
Warning System '."", .. """,." .. "" ..... "" .. " .. " .. ,,,,.,," 7-46
Standard i\vionncs .. "."" .. """"."." .... " .... """ .... ",, ... ,, 7-46
j.\vionics Support Equipment " .... " .... , ... , , , , , " .. ,. , c , , "" 7'-47
Avionics Cooling Fan ..... , .... ,. , , . , , , , , ..... , , , ..... ,. ...
Microphone And , .. " ... , " " " ....... " 7
Static Dir",ctJaraers ... ",," 0 , , , , .. , , " " " " , .... , , ... "" 748
.,..
Cabin Features ".,."."" .. ""..""""."."""",." .. "',,.,, 7'-49
Emergency Locator Transmitter .. , ,. " .. " , " " " . , "" 7-49
Cabin Fire' &iinguisher ..... " .. " .... "" .. """" .... ,,",,""",,.. 7-49
May 30/00 7-3/(7 -4
CESSNA
MODEL 1728
INTRODUCTION
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
This section provides description and operation of the airplane
and its systems. Some equipment described herein is optional and
may not be installed in the airplane. Refer to the Supplements,1
Section 9, for details of other optional systems and equipment. I
AIRFRAME'
The airplane is an aU metal, four-place, high wing, single anginal
airplane equipped with tricycle landing gear and is designed for
general utiiity and training purposes. .
The construction of the fuselage is a conventional formed sheet
metal bulkhead
l
stringer, and si,in qesign referred to as
semimonocoque. Major items of structure are the front and rear
carry. through spars to which the wings are attached, a bulkhead
and forgings for main landing gear attachment at the base of the
rear dour and a bulkhead with attach fittings at the base of
the forward door posts 'for the lower attachment of the wing struts.
Four engine mount stdngers are also attached to the forward door
posts and extend 'forward to the firewall.
The externaliv braced containB11lg fuel ta.nks, are
constructed of a 'front and rear spar with 'foroled sheet rnet.al ribs,
doublers, and The entire structure is covered with
aluminum skin. The front spars are equipped with wing-to-fuseiage
and a:tlach fittings. The aft spars are equipped with
attach and are partial span spars.
Conventional hinged ailerons and single slot 'Iype flaps are attached
to the trailing edge oJ the wings. The aiierons are constructed of a
containing balance weights, formed sheet metal ribs
and W\r type corrugated aluminum skin jojned together at the
trailing edge. The naps are constructed basically the same as the
ailerons; with the exception of balance weights and the addition
of a formed sheet meta! leading edge section.
May 30/00 7-5
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
CESSNA
MODEL 1728
The empennage (tail assembly) consists of a conventional
cal stabilizer, rudder, horizontal stabilizer, and elevator. The vertical
stabilizer consists of a spar, formed sheet metal ribs and reinforce-
ments, a wraparound skin panel, formed ieading edge skin and a
dorsa!. The rudder is constructed of a formed leading edge skin and
spar with attached hinge brackets and ribs, a center spar, a wrap
around skin, and a ground adjustable trim tab at the base of the
trailing edge. The top of the rudder incorporates a leading edge ex-
tension which contains a balance weight.
The horizontal stabilizer is constructed of a forward and aft: spar,
ribs and stHfeners, center, left, and right wrap around skin panels,
and formed leading edge skins. The horizontal stablHzer also
contains the elevator trim tab actuator.
ConstnJction of the elevator consists of formed leading edge
skins, a forward spar, aff channel, ribs, torque iub"e and beHcrank,
upper and lower 1WV
II
type corrugated skins? and right upper and
IIV
1
U type corrugated skins incorporating a trailing edge cutout
for the trim tab. The elevator Up leading edge extensions
incorporate balance \lveights. The elevator trim tab consists of a
spar? rib, and upper and lower "vn type corrugated skins.
The flight control system (Refer to Figure 7-1); consists
of conventional aileron? rudder, and elevator control surfa.ces. The
contro! surtaces are manf.Ja!iy operated through cables and
rnechanijca.! iinkag\9 using a control whee! for the ailerons and
and rudder/brake pedafJs for the rudder.
A manually operated elevator trim system is provided (Refer to
Figure 7-1). Elevator'trimming is accompHshed through the elevator
trim tab by utilizing the vertically mounted trim control whee! in the
cockpit. Forward rotation of the trim wheel wi!! trim nose down;
conversely, aft rotation wm trim nose up.
July 8/98
CESSNA
MODEL 1728
SECTION 7
AIRPLANE 8t SYSTEMS DESCRJPTiON .
AILERON CONTROL SYSTEM
0585X1017
Figure 7-1. Flight Control and Trim Systems (Sheet 1 of 2)
July 8/98 7-7
::CTION 7
RPLANE & SYSTEMS DESCRIPTION
ELEVATOR CONTROL SYSTEM
. ~ f
CESSNA
MODEL 1728
0585X1018
Figure 7-1" Flight Control and Trim Systems (Sheet 2 of 2)
July 8/98
CESSNA
MODEL 1728
INSTRUMENT
SECTiON 7
AIRPlANE & SYSTEMS DESCRIPTION
The instrument panel (Refer to Figure 7-2) is of ail-metal
construction, and is designed in segments to allow related groups
of instruments, switches and controls to be removed without
removing the entire panel. For specific details concerning the
instruments, switches, circuit breakers, and controls on the
instrument panel, refer to related topics in this section.

Flight instruments are contained in a single panel located in front
of the pilot. These instruments are designed around the basic liT"
configuration. The gyros are located irnmediately in front of the
pilot, and arranged vertically over the control column. The airspeed
indicator and altimeter are iocated to the left and right of the gyros,
respectively. The remainder of the flight instruments are clustered
around the basic
1f
TD'. A multi-function annunciator is located above
the altimeter and provides caution and warning messages for fuel
quantityl oil pressure? low vacuum and 10v\I voltage situations.
To the right of the flight instruments is a sub panel which
contanns engine tachometer and various navigational heading
instruments. To the left of the flight instruments is a sub panel>
which contains. a 'Wue! qua. nmy indicatot'9 an oil temperature/oil ..
pressure indicator, a vacuum gauge/ammeter, an EGTlfuel flow f.
inoicato!'9 a digital IO.A.T. indicator and the avionics circuit
breaker panel. "
the engine and flight instruments are the circuit breakers,
and SV1fitches used throughout the Master, avionics J.
master and ignition switches are iocated in this area of the
panel.
CENTER PANHEl
The center pane! contains various avionics equipment arranged
in a vertical rack. This arrangement allows ea.ch component to be-
removed without having to access the backside of the pan,eL Below
the panel are the throttle, mixture, alternate static air and lighting
controls.
May 30(00 7-9

SECTION 7
AIRPLANE &. SYSTEMS DESCRIPTION
5 7 9 11
l!
CIESSNA
MODEL 1728
0585C1040
Figure 7'-2. Panel (Sheet 1 of 2)
'-10
July 8/98

r
CESSNA
MODEL 1728
1. on Temperature and Oil
Pressure Indicator
2. Vacuum Gauge/ Ammeter
3. fueJ QlUlantity Indicators
4. EGT/flUlei Flow indicator
SECTION 7
AiRPLANE & SYSTEMS DESCRIPTION
21. Transponder
22. El T Remote Test Button
23. Hom Meter
24. Glove Box
5. Digital CllOtk I Q.A.T. im:Jikator 25. Cabin Heat Control
6. Turn Coordinator 26. Cabin Air Control
7. ' Airspeed Indicator '1.7. flap Switch and
Position indicator
8. Directional 28. Mixture Control
9. Attitude Indicator 29. Alternate Static Air Contral
110_ TaH::hometer 30 .. Throttle Control
1 Vertical Speed 31. Radio and Panel Oimmu!I'I!9
Control
<1 '}
Ii"'-_ p,Jtimeter 3:;L Giareshoeld and PedestaR
Dimming

AIi'Uilundator l
t1l
and , Shutoff Valve COh'1rtroM
114" ADF Bearing 34. fuel Selector
COlUlrs;e Deviatioill and! Giide
"'I'"
IElevator Trim
indicators afilld Posuiioll1
'-Hi. !.t\1UIdk1J COlrl'ltro! f'i';]net

Pavnonks Miast!" 5wi'1l:c.:h
CilFccuut Breakers and

rr\tl;3lv!<Cm R8Idiio #1 3ft Swutch
il fi\JamICmn #'2 Switch
20. ADF Receiver 4(]. Avh:nks Cnn:lUut BnsakeB'
Figure 7-2, instrument Panel (Sheet 2 of 2)
May 30/00 7-11
SECTiON 7
AJRPLANE & SYSTEMS DESCRIPTiON
COPILOT SIDE PANEL LAYOUT
CESSNA
MODEL 172S
The copilot sub panel contains the hour meter, EL T switch, and
room for expansion of indicators and other avionics equipment.
Below this sub panel are the glove box, cabin heat and oabin air
controls, and wing flap switch.
CENTER PEDESTAL LAYOUT

The center pedestal, located below the center panel, contains the
elevator trim control wheel, position indicator, handheld microphone
bracket and fuel shutoff valve control. The fuel selector valve handle
is located at the base of the pedestal. A parking brake handle is
mounted below the switch and control panel in front of the pilot.
"",--",,,,.,,,,,",u...!.V CONTROL
Effective ground control while taxaing
d
is accomplished through
nose wheel steering by using the rudder pedals; left rudder pedal to
steer left and right rudder pedal to steer right. When a rudder pedal
is depressed, a spring loaded steering bungee (which is connected
to the nose gear and to the rudder bars) wm turn the nose
through an arc of approximately 110 each side of center. By
applying either left or right brake, the degree of turn may be
up to 30" each side of center.
Moving the airplane by hand is most easily accomplished by
attaching a tow bar to the nose gear strut if a tow bar is not
or pushing required, use thE) wing struts as push points,
Do not use the veliica! or horizontal surfaces to move the airplane. If
the airpiane is to be towed by vehicle, never turn the nose
[more than 30
0
either side of center or structural damage to the
nose gear eouid result.
The minimum turning radius of the airplane, using differenUai
bral(ing and nose whee! steering during taxi) is approximately 27
feet 5 and 1/2 inches. To obtain a minimum radius turn during
ground handling, the airplane may be rotated around either main
landing gear by pressing down on a taHcone bulkhead just forward
of the horizontal stabilizer to raise the nose whee! off the ground"
Care should be exercised to ensure that pressure is exerted only on
the bulkhead area and not on between the bulkheads.
'-12
July 8/98
C E S S ~ ~ A .
MODEL 1728
WING FLAP SYSTEM
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
The single-slot type wing flaps (Refer to Figure 7 .. 3), are I
extended or retracted by positioning the wing flap switch lever on
the instrument panel to the desired flap deflection position. The
switch lever is moved up or down in a slotted panel that provides
mechanical stops at the 10
0
, 20 and FULL (30) positions. To
change flap setting, the flap lever is moved to the right to clear
mechanical stops at the 10
0
and 20
0
positions. A scale and
pointer to the left of the flap switch indicates flap travel in
degrees. The wing flap system circuit is protected by a 10-ampere
circuit breaker, labeled FLAP, on the left side of the control panel.
0585Xi021
Figure 7 ~ 3 . WKng Flap System
May 30/00 7-13
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
LANDING GEAR SYSTEM
CESSNA
MODEL 1728
The landing gear is of the tricycle type, with a steerable nose
wheel and two main wheels. Whee! fairings are standard equipment
for both the main and nose wheels. Shock absorption is provided by
the tubular spring steel main landing gear struts and the air/oil nose
gear shock strut. Each main gear wheel is equipped with a
hydraulically actuated disc type brake on the inboard side of each
wheel.
COMPARTMENT
The baggage compartment consists of two areas, one extending
from behind the rear passengers seat to the aft cabin bulkhead! and
an additional area aft of the bulkhead. Access to both baggage
areas is gained through a lockable baggage door on the left side of
the airplane, or from within the airplane cabin. A baggage net with
iiedovvn straps is provided for securing baggage and is attached by
tying the straps to tiedown rings provided in the airplane,
baggage a.rea and door dimensions, refer to Section 6.
The seating arrangement consists of tl!1fO vertically adjusting crew
seats for the pilot and front seat passenger, and a singie bench seat
with back for rear seat passengers.
Seats used for the piiot and front seat passenger are adjustable
fore and aft, and up and oIovvn, the angle of the seat
tlack is infinitely

!j Fore and aft adjustment is made using the handle below
the center of the seat frame. To position the seat, !itt the
slide the seat into position" rrelease the handle and check that the
seat is locked in place. To adjust the height of the rotate the
crank under the right hand corner of the seat UUlm a
comfortable height is obtained. To adjust the seat back angle,
up 011 the reiease bu!ton
l
iocated in the center front of just
under the sea.t position the seat back to the desired angie
1
and release the button. When the seat is not occupied, the seat
back wi!! automatically fo[d forward whenever the release button is
pulled up.
7-14 May 30/00
CESSNA
MODEL 172S
SECTION 7
AIRPLANE &- SYSTEMS DESCRIPTION
The rear passengers' seat consists of a fixed, one piece seat
bottom and a three-position, reclining ba,ck. Thereciining back is
adjusted by a lever located below the of the seat frame. To
adjust the seat back, raise the lever, position the seat back to the
desired angle, release the lever and check that the back is locked in

Headrests are installed on both the front and rear seats. To
adjust the headrest, apply enough pressure to it to raise or lower it
to the desired leveL
All seat positions are equipped with integrated seat
belts/shoulder harness assemblies (Refer to Figure 7-4). The design
incorporates an overhead inertia reel for the shoulder portion
1
and a
retractor assembly for the lap portion of the belt This design allows
for complete freedom of movement,of the upper torso area while
providing restraint in the lap beU area" In the event of a sudden
deC9fieration, reels lock. up to prOvide positive restraint for the user.
!n the front seats, t.he inertia reels are located on the centerline
the upper cabin. the rear seats, the inertia I"E1els are loca.ted
outboard of each passenger the upper cabin.
use the integrated seat belt/shoulder j1arrness
1
grasp the link
vvith one hand, and, in a single motion, et-tend the assembly
insert into the buckle. Positive iod(ina has occurred when aj-j
distinctive "snap)? sound heard. ,.' ""
Proper locking of the lap belt can be verified by ensuring that the
belts are allowed to retract into the retractors and the lap belt is
snug and low on the waist. as worn normally durnng night No more
than orle additional inch of be able to be puuled out of
the retractor once the tap beit is in place on the occupant. If more
one additional inch of belt Gan be out of the retractor,
the occupant is too small 'for the. installed restraint system and the,
aircraft should not be until the occupant is properlyi
restrained.
Removal is accornplished by lifting the reiease mechanism . on I ..
the buckle or by pressing the release button on the buckle
pulling out and up on the harness. Spryng tension on the reel
wi! I automatically stow the harness.
May 30/00 7-15
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
STANDARD BNTEGRATED SEATBEL TI
SHOULDER HARNESS WiTH
UMTERTRA REEL
~ ~ ~ ~ ~ ~
\ 1
/AVAH..A.BlE MA.U\!lUAll
AIOJUS1'MEli'\ST
CESSNA
MODEL 1728
OS"14T1004
Figure 7 .. 4. Crew Seatsy Seat Belts and Shoulder Harnesses
16 May 30/00
CESSNA
MODEL 1728 -
SECTION 7
AIRPLANE & SYSTEMS DESCR1PTION
A manually adustabie seat belt/shoulder harness assembly is
available for all seats.
To use the manually adjustable seat belt/shoulder harness,
fasten and adjust the seat belt/shoulder harness first. Lengthen the
seat bett as. required by pulling on the release strap on the -belt.
Snap the connecting link firmly into the buckle, then adjust to
length. A properly adjusted harness will permit the occupant to lean
forward enough to sit erect, but prevent excessive forward
movement and contact with objects during sudden deceleration.
Aiso
1
the pilot must have the freedom to reach all controls easily_
Disconnecting the manually adjustable seat betyshoulder harness
is accomplished by pushing the button on the buckle to release the
connecting link.
ENTRANCE DOORS ,AND WINDOWS
Entry to, and 6)Qt from the airplane is accomplished through
either of two entry doors, one on each side of the cabin at the front
seat positions (refer to Section 6 for cabin and cabin door
dimensions). The doors incorporate a recessed exlerior door
a conventional interior door handle) a key operated door lock (left
door only)? a door stop rnecllanisITI y and openab!e windo\f\!s in both
left and right doorso
The door design on this requires that the
outside door handle on the and front pa.ssenger doors
be extended out whenever the doors are open. \Nhen
dosing the door 1 do not attempt to push the door handfie in
until the door is fully shut
To open the doors from outside the airplane, utilize the recessed
_.(t
door handie near the aft edge of either door by grasping the forward {
edge of the handle and pulling outboard, To dose or open the doors
lrom inside the use the combination door handle and arm
rest The nnside door handle has three positions and a placa.rd at its
base which reads OPEN, CLOSE, and LOCK. The handle is spring
loaded to the CLOSE (up) position. When the door has been puHed
shut and lock it by rotating the door handle forward to the
LOCK position (flush with the arm rest). VVhen the handle is rotated
to the LOCK positionj an over center action win hold it in that
posntion. Both cabin doors should be locked prior to flight, and
should not be opened intentionally during flight.
May 30/00 7-17.
SECTION 7
!\IRPLANE & SYSTEMS DESCRfPTION
NOTE
CESSNA
MODEL 172S
Accidental opening of a cabin door in flight due to improper
closing does not constitute a need tb land the airplane. The
best procedure is to set up the airplane in a trimmed
condition at approximately 75 KiAS, momentarily shove the
door outward slightly, and forcefully close and lock the door.
Exit from the airplane is aCGomplished by rotating the door
handle from the LOCK position, past the CLOSE position, aft to the
OPEN position and pushing the door open. To lock the airplane,
iock the right cabin door with the inside handle, ciose the left cabin
door, and using the ignition key, lock the door.
The and right cabin doors are equipped with openable
windows which are held in the closed- position by a detent equipped
latch on the lower edge of the window frame. To open the windows,
rotate the latch upward. Each wiiJ,dow is equipped with a spring-
loaded retaining arm which will help rotate the window outward, and
hold it there. If required, eiUler window may be opened at any
speed up to 163 KiAS. The rear side windows and rear windows are
of the fhced 'Iype and cannot be opened, '
A conj:ro! loclk provided to ai!eron and elevator control
3urtaces to prevent damage t.o. these systerns by wind buffetung
ftfhH!:; the airplane is parked. The lock consists of a shaped steel rod
:!fi1d flaO). The flao ialentin,s the control lock a.nd cautions about its
'emovaJ before starting the engine, To install the control lock, align
:he hole nn the top of the pilafs control wheel shaft with the hole in
:he top of the shaft collar on pane! and insert the rod
I1to the aiigned holes. installation of t.he lock wiH secure the ailerons
n a neutral position and the elevators in a slightly trailing edge
jown posmon, Proper instaliation of the lock vvi!! place the flag over
he igniUon switch. areas where high or gusty winds occur, a
surface lock should be instaiied over the vertical stabmzer
rudder. The control lock and a.ny other type of locking device
be removed prior to starting the engine.
,18
May 30/00
CESSNA
MODEL 1728
ENGINE
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
The airplane is powered by a horizontally opposed, four cylinder,
overhead valve, air .. cooled, engine with a wet sumpl
lubrication system. The engine is a Lycoming Model JO-360-L2A
and is rated at 180 horsepower at" 2700 RPM. Major accessories
include a starter and belt driven alternator mounted on the front of
the engine, and dual magnetos, dual vacuum pumps, and a full flow
oil filter mounted on the rear of the engine accessory case.
ENGi!NE CONTROLS
Engine power is controlled by a throttle located on the switch and
control pane! above the control pedestal. The throttle is open in the
full forward position and closed in the full aft position. A friction lock,
which is a round knurled knob, is located at the base of the throttle
and is operated by rotating the lock clockwise to increase "friction or
counterclockwise to decrease it.
The mixture controi, mounted adjacent tq the throttle is a
red knob with raised points a.round the circumference and is
equipped with a lock button in end o"f the knob. The rich position
is full forvvard, and full aft is the idle cutoff position. For small
adjustments, the may be moved forward by rotating the knob
ciock'llvise, and an rotating the knob counterclockwise. For rapid
or large adjustments, the knob may be moved fforward or aft by
depressing the lock button in the end of the control, and then
positioning the control as desired.
Engine operation is monitored by Ule following instruments: oil 1!
pressure/oil terrlperature tachometer and exhaust gasW
temperature (EGT) indicator. In addition? the annunciator contains ai
red OiL PRESS warning light which indicates low oil pressure.
oil pressureloil temperature indicator unit is iocated on
lower Heft side of the instrument panel. Markings for the pressure ..
indicator indicate a rninimum idling pressure of 20 PSI (red line), aa
norrnal range of 50 to 90 PSi (green arc), and a
maximum pressure of. 115 PSI (red line).
May 30/00 7-19
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTiON
CESSNA
MODEL 172S
Markings for the oil temperature gauge indicate a normal operat-
ing range of 100 to 245
0
F (green arc), and a maximum temperature
of 245F (red line).
Oil pressure signals are generated from an oil pressure
line/transducer combinationD An oil pressure line is routed from the
upper front of the engine case to the rear engine baffle. At the
baffle, the oil pressure line is connected to a transducer. This
transducer produces an electrical signal which translates into a
pressure readi ng at the instrument panel gauge.
Oil temperature signals are generated from a resistance-type
probe located in the accessory case. As oil temperature changes,
the probe resistance changes. This resistance is translated into oil
temperature readings on the cockpit indicator.
In addition, a separate iaw oil pressure indication is provided
through the pane1 annuncnator. This annunciator is wired to a
pressure switch located on the rear of the engine accessory case.
V"hen oil pressure is below 20 PSI, the switch grounds and
completes the annunciator circuit, illuminating the red OIL PRESS
light When pressure exceeds 20 PSI, the ground is removed and
the OIL PRESS light exlinguishes.
The enaine driven mechanical tachometer is located on the
instrument'" panel to the right at the pHot's c.ontro! wheel. The
instrument is caHbrated increments of i 00 RPM and indicates
:Joth engine and propeller speed. An hour meter in the Hower section
)f the dial records <alapsed engine tin)e in hours and tenths.
nstrument markings include the norma! opercf[ing range (multiple
fifidth green arc) of 2100 to 2700 RPM, and a maximum (red line) of
2700 RPM. The wndth arc has steps at 2500, 2600,
:ind 2700 RPM vvhich indicate the maximum recommended power {
;etlings for altitudes of sea level, and 10,000 feet,
.
20 July 8/98
CESSNA
MODEL 1728
SECTION 7
AiRPLANE & SYSTEMS DESCRIPTION
An exhaust gas temperature (EGT) indicator is located on the
lower left instrument panel as part of the EGT/Fuel Flow Indicator. AI
thermocouple probe in the tailpipe measures exhaust gas
temperature and transmits it to the indicator. The indicator serves as
a visual aid to help the pilot adjust mixture through monitoring of
exhaust gas temperature. Exhaust gas temperature varies with fuel
to air ratio, power, and RPM. However, the difference between the
peak EGT and the EGT at the cruise mixture setting is essentially
constant, and this provides a useful leaning aid.

I
The engine underwent a run in at the factory and is ready for the
full range of use. it is, however, suggested that cruising be
accomplished at 75% power as much as practicable until a totai of
50 hours has accumulated or oil consumption has stabilized. Thisl!
will ensure proper seating of the piston rings. d I
The engine utilizes a type
system with aviation-grade oil used as the lubricant The capacity
the engine sump (located on the bottom of the engine) is eight
quarts. Oil is drawn from the sump through an oil suction strainer f
screen into the engine-driven oUi pump. From the pump, oil is
to a bypass valve. if the oil is coid
7
the bypass valve aHows the oil to
bypass the oil cooler and go durectly from the pump to the fuU flow
oii filter, H the oil is hot? the bypass valve routes the oil out of the
accessol)f housung a.nd into a flexible hose leading to the oil cooler
on the right, rear engine baffOe. Pressure oil from the cooler returns
to the accessory housing where it. passes through the -fuB now oii
!liter. The filter oil then enters a pressure relief valve which
regulates engine oH pressure by allowing excessive oil to return to
the sump while the balance of t.he oii is circulated to various engine
parts for Residual oil is returned to the sump by gravity
How.
An oii filler cap/oil dipstick is iocated at the right rear of the
engine. The filler cap/ dipstick is accessible through an access door
on the top right side of the engine cowling. The engine should not
be operated on less than five qualis of oiL For eKtended ml to
eight quarts (dipstick indication only). For engine oil grade and
specifications, refer to Section 8 of this handbook.
May 30/00 7-21
SECTION 7
l\iRPLANE & SYSTEMS DESCRIPTION
IGNiTiON AND STARTER SYSTEM
CESSNA
MODEL 1728
I Engine ignition is provided by two engine-driven magnetos, and
spark plugs in each cylinder. The right magneto fires the lower
right and upper spark plugs, and the left magneto fires the lower
left and upper right spark plugs. Normal operation is conducted with
Iboth magnetos due to the more complete burning of the fuel/air
mixture with dual ignition.
I Ignition and starter operation is controlled by a switch
located on the left switch and control panel. The switch is labeled
clockwise, OFF, R, L, BOTH, and START. The engine should be
operated on both magnetos (BOTH position) except for magneto
checks. The Rand L positions are for checking purposes and
emergency use only_ When the switch is rotated to the spring
loaded START positiorl
l
(with the master switch in the ON position),
the starter contacior is closed and the starter, now energized, 'will
crank the engine. VVhen the switch is released, it wiH automatically
return to the BOTH position.
The engine air induction system receives ram air through an
intake on the lower front portion of the engine cowling, The intake is
covered by an air filter which removes dust and other foreign matter
from the induction anr. passing through the filter enters an air
box. The air box has a spring'hloaded alternate air door. U the air
inoluction filter should become suction created bv the
engine will open the door and draw unfiltered air from the
iower cowl area. An open aiternate air door will result in an
3l.pprmdmate 0"/0 power loss at full throttle, After passing through
the air box, induction air enters a fuel/air unit under the I
engine, and ils then dueted to the engine cyBnders through intake
uanifold tubes.
22 May 30/00
CESSNA
MODEL 1728
EXHAUST SYSTEM
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
Exhaust gas from each cylinder passes through riser assemblies
to a muffler and tailpipe. Outside air is pulled in around shrouds
which are constructed around the outside of the muffler to form
heating chambers which supply heat to the cabin.
SYSTEM
Ram air for engine cooling enters through two intake openings in
the front of the engine cowling. The cooling air is directed around
the cylinders and other areas of the engine by baffling, and is then
exhausted through an opening at the bottom aft edge of the cowling.
No manual cowl flap cooling system controi is required.
PROPELLER
airpiane is equipped with a tvvo bladed, fixed pitch
1
one-
piece forged alumin um aHoy propeller vvhieh is to retard
corrosion. The propelier is 76 inches in diameter.

The airplane fuel system (see Figure 7-6) consists of two vented
integral fuel tanks (one tank in each wing), a three-position selector
valve, fuel reservoir tank, auxmary fuel pump! 'ruel shutoff vaiv8.
9
fuel
strainerj engine driven fuel purrip, fuel/air
distribution valve fuel nozzles.
5. {
, UNUlSABUiE FUEL lEVELS FOR THIS
"VERE lJETERMBNED !N ACCOIHDANCE
,fEDERAL REGUlATHONSA FADlURE
TO OPERATE 'flrftE AJRPLANE
WRTH FUEL fiN
SECTHON 2 MAY FURTHER REDUCE THE
AMOUJNT OF FUEL AVAiLABLE FLMGHTD
July 8/98
SECTION 7 CESSNA
MODEL 1728 AIRPLANE & SYSTEMS DESCRIPTION
FUEL FUEL lEVEL TOTAL TOTAL TOTAL USABLE
TANKS (QUANTITY FUEL UNUSABLE ALL FLIGHT
EACH lANK) CONDITIONS
Two Full (28.0) 56.0 3.0 53.0
Figure 7-5. Fuel Quantity Data in U.S. Gallons
FUEL DISTRIBUT!ON
!El
I Fuel flows by gravity from the two wing tanks to a three-position
selector valve, labeled BOTH, RIGHT and LEFT and on to the
reservoir tank. From the reservoir tank fuel flows through the
lauxWary fuel pump, past the fuel shutoff valve, through the fuel
j strainer to an engine driven fuel pump. "
,
~ From the engine-driven fuel pump1 fuel is deHvered to the fuel/air
control unit, where it is metered and directed to a fuel distribution
valve (manifold) which distributes it to each cylinder. Fuel flow into
each cylinder is continuous
1
and flow rate is determined by the
amount o"f air passing through the fueVair control unit
-24 May 30/00
CESSNA
MODEL 1728
FUEL INDICATING
SECTION 7
AiRPLANE & SYSTEMS DESCRIPTION
Fuel quantity is measured by two float type fuel quantity
transmitters (one in each tank) and indicated by an electrically-I
operated fuel quantity indicator on the left side of the instrument
panel. The gauges are marked in gallons of fuel. An empty tank !s
indicated by a red line and the number 0. When an shows
an empty tan 1<, approximately 1.5 gallons remain in each tank as
unusable fuel. The indicators should not be relied upon for accurate
readings during skids, slips, or unusual attitudes.
Each fuel tank also incorporates warning circl:-lits which can
detect low fuel conditions and erroneous transmitter messages.
Anytime ruel in the tank drops below approximately 5 gallons (and
remains below this level for more than 60 seconds), the amber LOW
FUEL message will flash on the annunciator panel for approximately
10 seconds and then remain steady amber. The cannot
be turned off by the pilot. If the left tank is low, tlJ.e message wm
read L LOV\{ FUEL if the right tank is lowy the message will read
LOV\! FUEL R. !f both tanks are low 1 the message will read L LOW
FUEL R,
In addition to low fuel annunciation, the warning circuitry is
designed to repori failures with each transmfitter caused by shorts,
opens or transrnitier resistance which increases over time, If the
circuitry detects anyone of these conditions, the fuel level indicator
needle wm go to the OFF position (below the 0 mark on the fuel
gauge), and the a.mber annunciator will muminate. If the left
transmitter has 'raiied) the message \ivi!! read L LOW FUEL. If the'
right tank transmitter has failed, the message wi!! read LOW FUEL
R. If both ta.nks transrnitlers have failed? the will read L
LOVV FUEL R. '
Fuel pressure is measured by use of a mounted near
the manifold. This t.ransducer produces an eiectricai Signal
which is translated for the inducator in gai!ons-per-
hour.
May 30/00 7-25

SECTION 7 CESSNA
MODEL 1728 AIRPLANE & SYSTt;MS DESCRIPTION
fUEL VENTiNG
Fuel system venting is essential to system operation. Blockage
of the system will result in decreasing fuel flow and eventual engine
stoppage. Venting is accomplished by an interconnecting line from
the right fuel tank to the left tank. The left fuel tank is vented
overboard through a vent line, equipped with a check valve, which
protrudes from the bottom surface of the left wing near the wing
strut Both fuel filler caps are also vented.
REDUICED TANK CAPACJlY
The airplane may be s61viced to a reduced capacity to permit
heavier cabin loadings. This is accomplished by 'filling each tank to
the bottom edge of the fuel filler tab, thus giving a reduced fuel load
of 17.5 gallons usabue nn each tank.
"SELECTOR VALVE
,. The fuel seiector valve should be in the BOTH position for
and rnaneuvers that involve prolonged slips
or skids of more than 30 seconds. Operation from either LEFT or
RIGHT tank is reserved for cruising flight
tl'"ie '!;uel haflldie in the BOTt"'i position
in cruising ruel flow from each tank may
occur if the wings an;:; not rnaintained exactly level.
Resulting wing heaviness can be ,by
turning t.he seiector valve handle to the tank in H18''''i'l6e'avyl!
"i6"measD'fe"tfie""Hrrle"'re'q'LI'jrecl""To
aH of the fuel in one tank, and, after switching to
the ,oPPosite tank7 expect an equal duration from the
rernaining fuel. The airspace in both fuel tanks is
- interconnected by a vent line therefore, some sloshing
of fuel between tanks can be expected when the are
fuil and the wings are not level.
'--26
July 8/98
CESSNA
MODEL 1728
SECTION 7
AIRPlANE & SYSTEMS DESCRIPTION
VENr--/'
(WITH
CHECK
VALVE)
DRAIN
Atl\LVES
(J, TOTAL)
FUEL QUANTITY INDICATORS
./
DRAIN" if If
RIGHT
FUEL
TANK
VALVE
-- . - J "FUEL RESERVOIR
.. / TANI< DF\AIN
FUEL RESERVOIr:f' '[Ejjj::Y"
TANf(
AUXI L1ARY -._
FUEL PUMP'
FUEL SHUTOFF-____ .
VAL VE I<NOB '( w_ -.
"'L:./...... S);
DRAIN, ..
VALVE ........"

'E-==i VEl\IT I
j MECHANICAL i
L1NfU\GE I
ELECTRIC,.'\L I
CONNECTIOI\l .

AUXILIARY
FUEL PUMP
SWITCH

0585C10'13
Figure 7-6. Fuel System SCh(;;1rnatic
,July 8/98 7-27
::CTiON 7
RPLANE & SYSTEMS DESCRIPTION
NOTE
CESSNA
MODEL 1728
VVhen the fuel tanks are 1/4 full or less, prolonged
uncoordinated flight such as slips or skids can uncover the'
fuel tank outlets. Therefore, if operating with one fuel tank
dry or if operating on LEFT or RIGHT tank when 1/4; full or
less, do not allow the airplane to remain in uncoordinated
flight for periods in excess of 30 seconds.
VALVES
The fuel system is equipped with drain valves to provide a means
)f the examination of fuel in the system for contamination and
rade, The system should be examined before each flight and after
ach refueling, by using the sampler cup provided to drain fuel 'from
ach wing tank surnp, the fuel reservoir the fuel selector
d rain and the fuel strainer sump. If any evidence of fuel
ontamination is found, it must be eliminated in accordance with the
'reflight checklist and the discussion in Section 8 of this
ublicatlon. If takeoff weight limitations for the next flight permit, the
tanks should be HUed after each fiight to prevent condensation.

8/9a
CESSNA
MODEL 1728
BRAKE SYSTEM
_ SECTION 7
AiRPLANE & SYSTEMS DESCRIPTION
The airplane has a hydraulically actuated brake on
each main landing gear wheel. Each brake is connected, by a
hydraulic line, to a master cylinder attached to each of the pilot's
rudder pedals. The brakes are operated by applying pressure to the
top of either the left (pilot's) or right (copilot's) set of rudder pedals,
which are interconnected. When the airplane is parked, both main
wheel brakes may be set by utilizing the parking brake which is
operated by a handle under the left side of the instrument panel. To
apply the parking brake, set the brakes with the rudder pedals, pun
the handle aft, and rotate it 90
0
down.
For maximum bral<e life, keep the brake system properly
maintained, and minimize brake usage during taxi operations and
landings.
Some of the symptoms of impending brake failure are: gradual
decrease in braking action after brake application, noisy or dragging
brakes, soft or spongy pedals, and excessive trave! and weak
braking action. if any of these symptoms appear, the brake system
is in need of immediate attention. If, during ta)d or landing
braking action decreases, let up on the pedals and then reapply the
brakes with heavy pressure. U the brakes become spongy or pedal
travel increases, pmnping ihe pedals shouid build braking pressure,
if one brake becornes weak. or fails, use the other brah:e sparin91y
using opposite ruqder, as required, to offset the good brake ..

The a.irplane is equipped with a 28-voits direct current
system (Refer to Figure 7-7). The system IS powered by a bfJlt-i
driven, 60-arnp alternator and a 24-volt battery, iocated on the ieft
forward side or the firewall. Power is supplied to most genera!
electrical circuits through a split primary bus bar, wi.th an
bus wired between the tvvo primaries to provide power for the 'N
master switch, annunciator circuits and interior. lighting.
Each primary bus bar is also connected to an avionics bus bar
via a Single avionics master switch, The primary buses are on
a.nytime the master switch is turned on, and are not affected by
starter or external power usage. The avionics buses a.re on when
the master switch and avionics master switch are in the ON
position,
May 30/00 7-29
SECTiON 7
AIRPLANE & SYSTEMS DESCRIPTION
r -ACU - - - - - - - - I
LOW VOLT
r-----l FIELD I

SENSE 1---------,
POWER IN 1-------.,
ALT INPUT
I
I
I
I
!
CESSNA
MODEL
TO ALT FLD
CIRCUIT
BREAI<ER
0585C2001
Figure 7-7. Electrical Schematic (Sheet 1 of 2)
-30
May 30/00
CESSNA
MODEL 1728
Dec 30/00
SECTION 7
AIRPLANE 8l SYSTEMS DESCRIPTION
7-30A
SECTION 7
AIRPLANE 8l SYSTEMS DESCRIPTION

PANEL ""*- LOW VOL T
.-------j FIELD

SENSE i-----------,
./.".,
..
'p OWE R'
DISTRI8UTIOI\\
MODULE
(J,SOX)
EXTERNAL
POWER
CESSNA
MODEL 1728
TO ALT FLO
CIRCUIT
BREAI<ER
Figure 7-7 A. Electrical Schematic (Seria.ls 17288704 and On)
(Sheet 1 of 2)
Dec 30/00
CESSNA
MODEL i72S
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION

TO

C\l INST AND IGNITION
0)..- TO HSJ & GYRO (5)
GYRO
::tJ:, SWITCH
TO AUTO.PILOT(4,5)
o
CJ) .. ;YO FUEL
PILOT
::> FUEL PUMP
co PUMP
LANDING
Q)-TO TRANSPONDER
Q XPOND
C) LAND LlG HT
FLASHING
ta BeN BEACON
Q)O-TO ADF (2,3,4)
5 ,
Q)&- TO NAV/COM2(2.3,4,5)
NAV PWR (2,3,4,5),
COM2 MKR BeN
RCVR (2,3,4,5)
ill (1)..--TO FLAPS
FLAP
AVNBUS1
TO VARiOUS
::J15 WARN ANNUNCIATORS
<'to
' {)qr-TO
wit: INST INTERIOR
gsgs LTS INSTRUMENT
1
WQ liGHTS
5 TO MASTER
AVIONICS
MASTER
SWITCH
/ SWITCH

I AVN BUS 2 ,-------------'
. T,' 0 TUR,N' TO AVIOi'\lICS FAN
\"f, ('OORDH AVN
;;; "J. - n\w, 1 Uh FAN
COOt-tO (:\1 TO r.:rpp S. .d. 5'J
g TO N/.\N AND \.jj) ,:Jj .;;J '( , 0'
C()NTROl. WHEEL Q? GPS ,
-I NAV lVlf-.\P LlGHTS@,' I' ro," NAVlCOM"l. ,
NAV HEADSET PWR,
2 f5 COM"! SPEAKER PWR en,
z MKR BCN RCVH ("ll
I I mtliJ-- TO AUTOPILOT (3)
_.1 TO STROBE < AUTO
w 08EUGHTS PILOT
TO Tj.\){! UGHTS . "Q)- TO ADF (5}
. T A,,"(] '''-'''' ADF
--r' O'T JT

... \ (lEGEND
PITOT HEAT '.,,,,, J
HEAT (1) BASE
(2) NAV!
(3) NlWII
(4) NAV II WITH 2-AXlS AP
(5) NAV II WITH HSf {I-AXIS OR 2-AXIS AP)
. 585C2001
Figure Schematic (Sheet 2 of 2)
May 30/00 7-31
SECTION 7 CESSNA
MODEL 1728 AIRPLANE & SYSTEMS DESCRIPTION
I The airplane uses a power distribution module (J-Box), located
on the left forward side of the firewail
1
to house all relays used
throughout the airplane electrical system. in addition, the alternator
control unit and the external power connector are housed within the
module.
An annunciator panel (with integral toggle switch) is located on
the left side of the instrument panel and provides caution (amber)
and warning (red) messages for selected portions of the airplane
systems. The annunciator is designed to flash messages for
approximately 10 seconds to gain the attention of the pilot before
changing to steady on. The annunciator panel cannot be turned off
by the pilot.
Inputs to the annuncia.tor come fr.om each fuel transmitter, the
low oil pressure switchl the vacuum transducers and the alternator
control (ACU). LED bulbs iIIullninate each message
and may be replaced through the rear of the annuncuator.
Illumination intensity can be controlled by placing the toggle switch
to either the or DAY l)osition.
The annunciator panel can be tested by turning the Master
Switch On and holding the annunciator pane! switch in the TST
position. All amber a.nd red messages will f!ash uotii the switch is
released.
32
NOTE
VVhen the Master S.wi'[ch is turned ON, some annuncsatoff3
wiil nash for approximately 10 seconds before illuminating
steadHy. When the annuncnator panel switch is toggled up
and held in the TST position, aH remaining fights \fVil! flash
unW switch is released.
May 30/00
CESSNA
MODEL 1728
SECTION 7
AiRPLANE & SYSTEMS-DESCRiPTiON
MASTER SWITCH
The master switch is a type switch (abe'led MASTER,I
and is ON in the up position and off in the down position. The right
half of the labeled BAT1 controls battery power to the
airplane. The left half, labeled ALT, controls the alternator.
PRIOR TO THE MASTER SWITCH ON
OR OFF, STARTING THE ENGiNE OR APPLYING
AN EXTERNAL POWER SOURCE, THE AVIONICS
MASTER SWiTCH SHOULD BE TURNED 'OFF TO I
PREVENT ANY HARMFUL 1"RANSIENT VOLTAGE
FROM TiiE
I\!ormany, both sides of the master should be used
simultaneously; however; the BAT side of the switch could turned
on separately to check equipment while on the ground. To check or
use avionics equipment or radios while on the ground, the avionics
power switch must aJso be turned on. The ALT side of the switch \
when p!acE:d in the off position, removes the alternatqr from the
electricai system. 'Nith this in the off positiol11 the entire
electrical ioad is piaced on the battery. Continued operation with the
switch in the off posHion will reduce battery power low
enough to open the battery remove power from the
alternator field, and rnevent alternator rest.art.
May 30/00 7-33
)ECTION 7
& SYSTEMS DESCRIPTION
AVIONICS MASTER SWiTCH
CESSNA
MODEL 1728
power for Avionics Bus 1 and Avionics Bus 2 is
supplied through Primary Bus 2 and Primary Bus 1, respectiveJy. A
rocker switch, located between the primary and avionics buses,
controls current flow to the avionics buses. Placing the rocker
switch in the up (ON) position supplies power to both buses
simultaneously. Placing the switch in the down (OFF) position
" removes power from both buses. The switch is iocated on the lower
left side of the instrument panel, directly below the pilot's control
wheel.
NOTlE
On some aircraft certified outside the United States, the
avionics master switch may be split. They are aligned for
independent operation of the buses.
With the switch in the off position, no e!.ectrical power will be
Stpplied to the avionics equipment, regardless of the position of the
Tflasier switch or the individual equvpment switches. The avionics
)O\Ner switch should be placed in the OFF position prior to turning
:he masier switch on or off
j
starting the engine, or applying an
;;)(ternal power source.
avionics bus also incorporailGls a separate circuit breaker
nsta!!ed between th'e primary bus and the avionics master switch.
event of an eiectrical rna!functionj breaker wiU trip and take
he effected aVGonics bus off-lin:.
The ammeter/vacuum gauge is located on the lower ief1: side of
he instrument panel. it indicates the amount of in amperes,
i"Om the alternator to the battery or from the battery to the airplane
system. When the engine is operating and the master
.witch is turned the arnmeter indicates the charging rate a.pplied
) the battery. 1m the event the alternator is not functioning or the
\!ectrical. load exceeds the output of the alternator, the ammeter
ldicates the battery discharge rate.
34 July 8/98
CESSNA
MODEL 1728
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
LOW VOLTAGE ANNUNCIATION
The low voltage warning light is incorporated in the annunciator
panel and activates anytime voltage fails below 24.5 volts. If low
voltage is detected, the red annunciation VOLTS wilf flash for
approximately 10 seconds before Hluminating steadily. The pilot
cannot turn off the annunciator.
In the event an overvoltage condition occurs, the alternator
control unit automatically pops the AL T FLD circuit breaker,
removing alternator field current and shutting down the alternator.
The battery will then supply system current as shown by a
discharge rate on the ammeter. Under these conditions, depending
on electrical system load, the low voltage warning annunciator will
illuminate when system drops below normal. The alternator
control unit may be reset by resetting the carcuit breal<er. If the
warning light extinguishes, normal alternator charging has resumed;
. however, if the iight iBuminates a malfunction has occurred,
and the 'flight should be terminated as soon as practicable.
f410TE
muminatYon of the low voltage light and anlmeier discharge
indications may occur durHno iO'lflf conditions with an
,electrical kJad 'on the system
j
such as during a RPM
taxi. Under these conditions, the light wm go out
RPM.
CRRcunr
Ali circuit breakers inside the airplane are of the lipush lo resef
l
or type. The power distribution module uses spade
type (automotive style) fuses and one glass type fuse (controHing
the clOCk).
Spare fuses for the power distribution are iocated inside
the module. if one of the spare fuses is used; a replacement spare
should be obtained a.nd reinstalled before the next flight.
July 8/98 7-35

SECTION 7 CESSNA
MODEL 172S AIRPLANE & SYSTEMS DESCRIPTION
GROUND SERVICE PLUG RECEIPT ACLE
A ground service receptacle plug -,is' integra! to the power
distribution module and allows the use of an external power source
for cold weather starting, and during lengthy maintenance work on
electrical and avionics equipment. The. receptacle is located on the
left side of the airplane near the firewall. Access to the receptacle is
gained by removing the cover plate.
I The power distribution module (J-Box) - incorporates a circuit
which will close the battery contactor when external power is
l
apPHed through the ground service plug receptacle with the master
switch turned on. This feature is intended as a servicing aid when
battery power is too low to close the contactor, and should not be
used to avoid performing proper maintenance procedures on a low
battery. .
NOTE
r.'f no avionics equipment is to be jJsed or worked 00, the
avionics master switch should be turned off. If maintenance
as required on t h ~ avionics equipment, it is advisable to
uHlize a regulated ext.ernal power source to prevent damage
to the aViO!1HCS equipment by transient voltage. Do not crank
or stali the engine with the avionics master switch turned
on,
before connecting a.n external pOiNer source (genera.tor
type or battery cart), the avioni.cs ma.ster switch and the
master switch shou!d be turned off.
If t.here is any questiofl1 as to the c;gndition of the batlery\ the
foiiowing check should be made after engine has been started and
external power source ha.s been removed.
1. Master Switch - ~ OFF.
2. Taxi and Landing Ught Switches - ~ ON.
3. Engine RPM - - REDUCE to i d ~ e .
4. Master Switch - - ON (with taxi and iandingnights turned on)
5. Engine RPM - - INCREASE to approximately 1500 RPM.
6. Ammetet"and Low Volta.ge Annunciator - - CHECK.
-36
May 30/00
CESSNA
MODEL 1728-
SECTiON 7
AIRPLANE at SYSTEMS DESCRIPTION
LIGHTiNG SYSTEMS
EXTERIOR liGHTiNG
Exterior lighting consists of navigation lights on the wing tips and
top of the rudder, a dual landing/taxi light configuration located in
the left wing leading edge, a flashing beacon mounted on top of the
vertical fin, and a strobe light on each wing tip. In addition, two
courtesy lights are recessed into the lower surface of each wing and
provide illumination for each cabin door area.
The exterior courtesy lights (and the rear cabin dome light) are
turned on by pressing the rear cabin light switch. Pressing the rear
cabin light switch again will extinguish the three lights. The
remaining exterior lights are operated by breaker/switches located
on the lower left .. instrument panel. To activate these lights, place
sv,ritch in the UP position, To deactivate light, place in the DOVVN
position.
NOTrE
The strobes and flashinq beacon should not be used when
'flying through clouds or '-overcast; flashing light reflected
'from ",vater dropiets or pari:icies in the atmosphEH"9
s
particularly at night! can VE:wtigo and loss
orientation.
iiqhtina is controlled
giareshield pede;stai
and pilot control whee!
a cornbination of flood lligi1ting,
Hghtlng, radio lighting
Flood lighting is using tvvo lights in the front and a. .
single dome light in the reaL AU Hood lights an:: contained in the
overhead console, and are turned on and ofi with push type
s\lvitches located near each iight The two 'front lights are individually
rotatable, providin9 directional lighting for the pilot and front
passenger. The rear dome light is a fixed pos&tion light a.nd provides
for general illumination in the rear cabin area.
July 8/98 7-37
ECTiON 7
iRPLANE & SYSTEMS DESCRIPTION
CESSNA
MODEL 172S
Glareshield lighting is accomplished using a fluorescent light
'ecessed into the glareshield. This light is controlled by rotating the
3LARESHIELD L T dimmer, located', below the nav indicators.
10tating the dimmer clockwise light' intensity, and rotating
he dimmer counterclockwise decrease light intensity.
Pedestai lighting consists of a single, hooded light located above
he fuel selector-This light is controlled by rotating the PEDESTAL
_T dimmer, located below the nav indicators. Rotating the dimmer
;iockwise increases light intensity, and rotating the dimmer
decreases iight intensity.
Panel lighting ,is accomplished using individual lights mounted in
instrument and gauge. These lights are wired in parailel and
lre controlled by the PANEL L T dimmer, located below the nav
ndicator8. Rotating the dimmer clockwise increases fight intensity,
md rotating the dimmer counterclockwise dc-:)creases light intensity.
control wheel lighting is accomplished by use of a rheostat
iight assembly, iocated underneath the pilot control whee! yoke.
Mhe light provides downward illumination frorn the bottom of the
'oke to the pilot's Ia.p area. To operate the light, "first turn ori the
,!AV light then adjust the map light intensity with the knurled
heostat Rotating the dimmer clockwise increases light
and roi:ating the dimmer counterciockw.ise decreases light

Ri39ard!ess 0"1" the light system in qUE)stion
7
the rnost probable
8tUS(:; of a light failure is a burn::)d OL!t bulb. Hovvever, in the 8\1\:-::111:
.ny c)'f the lighting systems fail to illuminate vvhen turned on, check
"e appropriatfJ circuit. breaker. If the circuit breaker has opened,
.nd there is no obvious indication of a short circuit (smoi,e or odor),
.1rn off liilht switch of the l(ght
7
reset the breaker, and
Jfn the svvitch on again. the breaker opens again, do not reset it
38 July 8/98
CESSNA
MODEL 1728
SECTION 7
AIRPLANE (1 SYSTEMS DESCRIPTION
CABIN HEATiNG, VENTILATING AND
DEFROSTING SYSTEM
The temperature and volume of airflow into the cabin can be
regulated by manipulation of the push-puB CABIN HT and CABIN
AIR controls (Refer to Figure 7-8). Both controls are the double-I
button locking type and permit intermediate settings.
For cabin ventilation, pui! the CABIN AiR knob out. To raise the
air temperature, pull the CABIN HT knob out approximately 1/4 to
1/2 inch for a small amount of cabin heat. Additional heat is
available by pulling the knob out farther; maximum heat is available
with the HI' knob pulled out and the CABIN AIR knob
pushed full in. When no heat is desired in the cabin, the CABIN HT
knob is pushed 'full in.
Front cabin heat and ventilating air is supplied by outlet holes
spaced across a cabin manifold just forward of the pilofs and
copilot's feet. Rear cabin heat and ajr is supplied by two ducts from
the manifoid
s
one extending down each side of the cabin to an
outlet at the front doorpost at floor VVindshield defrost air is
also supplied by tvvo ducts leading from the ca.bin manifold to
defroster outlets near the iO\lver edge of the windshield. Two knobs
control siiding valves in either defroster outlet to permit regulation
defroster airtiow.
Separate adjustable ventilators supply additionai air; one near
each upper corner of the 'J\fijndshieid supplies air for the piiot and
copiiot? and two venWalom are available for the rear cabir. area to
supply air to the rear seat passengers. i"\ddltionaliy) there are
ventiiators on the forward cabin sidewall area just below the
windshield sni area.
May 30/00
SECTION 7
AiRPLANE & SYSTEMS DESCRIPTION
CABIN AIR
CONTROL
CABIN HEAT
CONTROL ""
DEFROSTER
OUTLETS (2
FORWARD
CABIN
LOWER
VENTI LATI N
AU={ OUTLET
"" /
d /
CABiN FLOOR
OUTLET
REAl={
VENT!L-if\TING
AlR OUTLETS
HEATER
VALVE
RAM AIR
CESSNA
MODEL 172S
.r-, VENTILATING
AIR DOOR
FORWARD
CABIN
LOWER
VENT!LA TING
AIR OUTLET
0585C1015
Figure 7-8. Cabin Heating, Ventilating and Defrosting System.
-40 July 8/98
f
CESSNA
MODEL 1725
SECTION 7
.AIRPU"\NE & SYSTEMS DESCRIPTION
PITOT ... ST ATIC SYSTEM AND INSTRUMENTS
The pitot-static supplies ram air pressure to the airspeed
indicator and static pressure to the airspeed indicator, vertical speed
indicator and altimeter. The system is composed of a heated pitot
tube mounted on .the lower surface of the left wing, an external
static port on the lower !eft side of the forward fuselage, and the
associated plumbing to connect the instruments to the
sources.
The heated pitot system consists of a heating e!ement in the pitot
tube, a 5-amp switch/breaker labeled PfTOT HEAT, and associated
wiring. The switch/I:!reaker is located on the lower left side of the
jnstrument panel. When the pitot heat switch is turned on, the
element in the piio! tube is heated electrically to maintain proper
operation in possible icing conditions,
/-\ static. pressure source valve is installed below the
throtlle9 and can,.. be used if the external static source is
malfunctioning. This valve supplies static pressure frorn inside the
cabin instead of the external static. port.
erroneous instrument rEladinos are suspected due t.o \Ivater or
ice the pressure line going"'o to the standard static
sourC
l
8, the aiternate static be
(iff!,.
Pressures \Nithin 'the cabin win
\Nindows. Refer to 5, for the
on airspeed readings"
Ju!y 8/98 7-41
:CTION 7
& SYSTEMS DESCR'IPTION
,iRSPEED INDICATOR
CESSNA .,'
MODEL 1728
The airspeed indicator is calibrated in knots. It incorporates a
us airspeed window which allows true airspeed to be read off the
lce of the dial. In addition, the indicator incorporates a window at
Ie twelve o'clock position which displays pressure altitude
verlayed with a temperature scale.
Limitation and range markings (in KIAS) include the white arc
10 to 85 green arc (48 to 129 knots), yellow arc (129 to 163
lotS), and a red line (163 knots).
To find true airspeed, first determine pressure altitude and
Jtside air temperature. ,Using this data, rotate the lower left knob
lUI pressure altitude aiigns with outside air temperature in the
lelva o'clock window. True airspeed (corrected for pressure and
;mperature) can now be read in the lower window.
The vertical speed indicator depicts airplane rate of climb or
3scent in feet per minute, The pointer is actuated by atrnospherlc
"essure changes resulting fiorn changes of altitude as supplied by
e static source.
2 ,July 8/98
CESSNA
MODEL 1728
ALTIMETER
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
Airplane altitude is depicted by a barometric type altimeter. A
I(nob near the lower left portion of the indicator provides adjustment
of the instrument
7
s barometric scale to the current altimeter setting.
The vacuum system (Refer to Figure 7 -9) provides vacuuml
necessary to operate the attitude indicator and directional indicator.
The system consists of two engine-driven vacuum pumps, twol
pressure switches for measuring vacuum available 'through each
pump, a vacuum relief valve, a vacuum system air filtel', vacuum .
operated instruments, a vacuum gaugE), low vacuum warning on thel
annunciator, and a manifold with check valves to allow for norma!
vacuum system operation if on(:: the vacuum pumps should fail.
The attitude indicator is a vacuum anr-driven gyro that gives am
visual nndication of night attitude. Bank. attitude is presented by
pointer at the top of the indicator relative to tile banl( scale which
has index marks at 1 0
0
, 20
0
1
30
0
, 60
0
j and 90
0
either side of the
center mark., Pitch and attitudes are presented by a miniature
airplane superimposed over a symbolic horizon area divided into
two sections by a white horizon bar. The upper "baue skyiD area and
the lower area have pitch reference uines useful for pitch;,
attitude control. A knob at the bottom of instrument is
for in-flight adjustment o'f, the symbolic airpla.ne to the horizon barm
'for a more accurate fUight attitude indication.
A directional indicator is a vacUium air-drnven that
a.irplane heading on a compass card in relation to a. fixed simunatedl ..
saw-plane image and andex. The indicator will precess slightly over a
period of time. Therefore, the compass card should be set with thel
magnetic comP6:ss just prior to takeoff, and rea.djusted required
throughout the flight A knob on the lower left edge of the Instrument:l
is used to adjust the compass card to correct "for precession. A knob
on the lower right edge of the instrument is used to move the
heading bug.
May 30/00 7-43
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
VACUUM SYSTEM
AIR FILTER
\ ~
\.\
CESSNA
MODEL 1728
LOW VACUUM
SWITCHES
(CONNECTED TO
ANNUNCIATOR
PANEL)
MANIFOLD
CHECK VALVE
DIRECTIONAL
INDICATOR
06B5C1014
Figure 7 ~ 9 . Vacuum System
July 8/98
-CESSNA
MODEL 172S
VACUUM GAUGE
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
The vacuum gauge is part of the vacuum gauge/ammeter,1
located on the lower left corner of the, instrument panel. It is
calibrated in inches of mercury and indicates vacuum air avaiJablel
for operation of the attitude and directional indicators. The desired
suction range is 4.5 to 5.5 inches of mercury. Normally, a vacuuml .
reading out of this range may indicate a system malfunction 'Or
improper adjustment? and in this case, the indicators should not be'
considered reliable. However, due to lower atmospheric pressures
a.t higher altitudes, the vacuum ga.uge may indicate as low as 4.0 in.1
Hg. at feet and still be for normal
operatiQn.
LOW VACUUM
d
Each vacuum pump is plumbed to a common
manifold, located forward of the firewall. From the tee, a line
runs into the cabin to operate the various vacuum system
instruments. This tee contains check valves to prevent flow
into a. pump if it fails. Transducers an?, located just. upstream of the
tee and measure vacuum output of each pump.
if output oil the left pump fails below 3,0 in. Hg'
9
the amber L
message wm fiash on the annunciator pane! for approximately i 0
seconds before turnRl1g steady on. if of the right pump falls
belovv 3.0 in, Hg' j the amber VAC Ft message will flash on the
annunciator panel '[or apprm<imateiy 101 seconds. before lturninrJ
steady on. If output of both pumps fails bf-)iow 3.0 in. Hg., the amber
l VAC R message will flash on the al1flllLmdator panel for
approximately 10 seconds be-wore turning steady on" . I
-May 30/00 7-45
SECTiON 7
A.B RPLANE & SYSTENJS DESCRIPTION
ICLOCK / INDICATOR
CESSNA
MODEL 1728
An integrated clock / O.A.T. / voltmeter is installed in the upper
left side of the instrument panel as standard equipment. For a
!complete description and operating instructions, refer to the
lSupplements, Section 9.
The airplane is equipped with a pneumatic type stall warning
system consisting of an inlet in the leading edge of the left wing, an
horn near the upper left corner of the windshield, and
associated plumbing. As the airplane approaches a stall, the low
pressure on the upper surface of the wings moves forward around
the k;}ading edge of the wings. This iew pressure creates a
differential press.4re in the stall warning system which draws air
through the warning horn, resulting in an audible warning at 5 to 10
knots above stall in all fiight conditions.
Standard avionics for the Model 1.
i'o!!o\fving equipment
airplanes include the

KMA-26
3000-11
Nav'lCom 208 or K!
Rndicator Head
Transponder
Audio PanfJ!
Emergency Locator Transmitter (EL T)
{
For cornpiele operating instructions on the standard and optional
.systerns, refer to the Suppiements
1
Sectilon 9.
46 May 30/00
CESSNA
MODEL 172S
AVIONICS
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
EQUIPMENT
Avionics operations are supported by the avionics cooling fan,
microphone and headset installations and static discharge wicks.
AVIONICS COOLING FAN
An avionics cooling fan is installed on the left side of the interior
firewall. The system utilizes a single electric fan and associatedm
ductwork to force-cool the center stack radios. I
Power to the electric fan is supplied through the AVN FAN circuit
breaker. The fan operates anytime the master and avionics masterl
switches are ON.
HEADSET INSTALLATiONS
. Standard equipment for the airplane incKudes a hand-held
microphonej an overhead speakel'v two remote-keyed microphone
switches on the control wheels, and provisions 'for booml;;
mic/headsets at each pliot and passenger station. m
The microphone contains am integra! push-to-talk
switch. This microphone is piugged into the center pedestal and is
accessible to both the pilot and front passenger" Depressing
push-to-talk switch allmrl!S audio transmission on the Com radios.
The speaker is located in center overhead console.
VOlume and output for this speaker is contro!led through the audio
pane!.
Each control wheel contains .a miniature push-ta-talk switch. Thlsi
switch allows the pilot or front passenger to tra.nsmit on the Com
radios using remote mic$,
Ea.ch sta.tion of the airplane is wired for aviation-style headsets.
Mic and headphone jacks are iocated on each respective arm rest
and allow for communications between passengers and pilot The
system is wired so that microphones are an voice-activated (VOX).I
Additional wiring provisions inside the audio panel ensure that only
the pilot or front passenger ca.n transmit through the com radios.
May 30/00 7-47
.J!
SECTION 7
AIRPLANE & SYSTEMS DESCRIPTION
CESSNA
MODEL 1728
NOTE
To ensure audibility and clarity when transmitting with the
handheld microphone, always hold it as closely as possible
to the lips, then key the microphone and speak directly into
it. Avoid covering opening on back side of microphone for
optimum noise canceling.
STATIC DISCHARGERS
Static wicks (static dischargers) are installed at various points
throughout the airframe to reduce interference from precipitation
static. Under some severe static conditions, loss of radio signals is
even with static dischargers instaUed. Whenever possible,
avoid known severe precipitation areas to prevent loss of
dependable radio signals. If avoidance is nmpractical! minimize
airspeedt and anticipate temporary loss of radio signals while in
these areas.
Static dischargers nose their effectiveness vvith age, and
therefore, shoutd be periodicaUy (at ieast at every annual
inspectiorn) qualified avionics etc.
r
48 July B/98
CESSNA
MODEL 172S .
SECTION 7
AIRPLANE & SYSTEMS DESCRiPTION
FEATURES
EMERGENCY
A remote switch/annunciator is installed on the top center
loca.tion" of the copilot's instrument panel for control of the EL T from
the flight crew station. The annunciator, which is in the center of
the rocker switch, illuminates when the EL T transmitter is
transmitting.' The EL T emits an omniwdirectional signal on the
international distress frequencies of 121.5 MHz and 243.0 MHz.
Genera! aviation and commercial aircraft, the FAA and CAP monitor
121.5 MHz, and 243.0 MHz is monitored by the military. For a
basIc overview of the EL T, refer to the Supplements, Section 9. I
,
CABU;,Jl FIRE
A portab]e Halon 1211 (Bromochiorodifluoromethane) fire
extinguisher is standard and is installed on the floorboard near the
pilot's seat where it would be accessible in case of fire. The
extinguisher has an Wnderwriters Laboratories classification of 5-
B:C. if instailed, the 9}..'iinguisher should be checi,ed prior to each
flight to ensure that its bottle pressure, as indicated by gauge on
the bottie, is 'Adthin lhe green arc (approximately 125 psi) and the
operating lever lock is securely in place,
To operate the fire e::tdinguisher:
1. f:,,.oosen retaining ciSUTlp(S) remove extinguisher
bracl,,8t
2. Hold extinguisher upright, puU operatfing ring pin, and press
iENer "[V!1He directinn tile discharge at the base of the fire at'Rhe
nEFar edge. Progress toward the back of ihe "fire by moving the
nozzle rapidly with a side to side sweeping motion,
May 30/00 7-49
SECTiON 7 CESSNA
MODEL 1728 AIRPLANE & SYSTEMS DESCRIPTION
WARNING
VENTILATE THE CABIN AFTER sue ...
CESSFULl Y EXTINGUISHING THE FIRE TO REo.
DUCE THE GASES PRODUCED BY THERMAL
3. Anticipate approximately eight seconds of discharge dura-
tion.
Fire extinguishers should be recharged by a qualified fire extin-
guisher agency after each use. Such agencies are listed under
~ a F i r e Extinguisher" in the teiephone directory. After recharging, se-
cure the extinguisher to its mounting bracket; do not allow it to lie
noose on shelves or seats.
-50 July 8/9S
CESSNA
MODEL 1728
SECTION 8
HANDLING, SERVICE & MAINTENANCE
Page
Introduction ........ , ..................... -. . . . . . .. 8-3
Identification Plate .......".................,...... 8-4 --
Cessna Owner Advisories ...,............." .. ,.,,.,. 8-4
United States Airplane Owners .. , ....... .... , :.:: 8-5
international Airplane Owners ......... , .. " ... : ... ,.. 8-5
Publications ., .... , ..... ,..........,." .. ,...... 8-5
Airplane File " .. " .. " .... " .... ,,,..................
Airp!ane Inspection Periods ., ... " .. , .. ",,,,,,.,,,,,.,,.,.,, i
F/J!.A Required inspections "."'".,,"""',""''''''''',,.,,'''',,'' 8-7-
Cessna !nspE-;ction Programs "".".,,'''''''''''''' n " " n " " , ", <1
Cessna Customer Care Program ""'".""",,. ,. " " " , ,. , , ? ""
Conducted Preventive Maintenance .""""""""".,",,.,,
Alterations Or Repairs "" ,. ,. , " . " . " " .. , n " " " " , " , , , , ". 8-10'
Ground Handling """'".""."""""""""",,,, ... ,""" ,. " "" 10:
Towi ng .,,""'" n " , , , , " , , , " , , , , " , " , " " , " " "" 8-10
Parking """"""".""".".", .. ",, .. ,,""""""' .. ,"" 'f" " '" 8'1 1
.
Tie-Down """ .. ,."",,',,.,, 0 0 " " 0 , , " .. ... 8-11.n
Jacking .. " 0 " ,. , , , ... " " , ". 8-11
Leveling ..".""... .... , .... , . , " , , . " . . . .. , " '".. . . , " 8-12
Storage ." ... "', ... ,, ... 0 " , " " .... , ... , ".. 8-12
Servicing .. , ........ "." .. " .................... "... 8-13
Oil .......""..".........".....".."........"..".. 8-14'
Oil Specification .......................,...,.... 8-14',
Recommended Viscosity for Temperature Range ., ... ". 8-14
May 30/00 8-1
S!:CTION 8 CESSNA
MODEL 1725 HANDLING, S,lfERVICE & MAINTENANCE
CONTENTS (Continued)
Page
Capacity of Engine Sump ........................ 8-15
Oil and Oil Finer Change ...................... . .. 8-15
Fue! ....... .. 0 , , 8-16
Approved Fuel Grades (and Colors) ,., ...... ,....... 8-16
Fuel Capacity ....... ........... ,.............. 8-16
I Fuel Additives .,............................... 8-16
I
Fuel Contamination ....... ..... ,. . . . . . . . . . . . . . . .. 8 .. 20
: .. Landing Gear ............. "...................... 8-21
'Cleaning And Care ., .......... ,,"" ,. , . , , , ...... , .. , .. 8-21
. And \Ni ndows .. ". > , , , , , , , , , n , ." 8-21
i Surfaces . . , , .. , , . , .. , . , . , , , ... , , . , , , . , ., 8-22
I
;; Pt;opeiler Care .."..,,, .. ,, ... ,,.,,,,.,, ... ,, .. ,....,,"" 8 .. 23
. / E . C' ' 82"'"
_ng!ne are " .. "", ... "" .. ,, .. ,," n n ... , , , , , , , ,. .-
Interior Care . . . , , . , .. , , ...... , , , ...... , . , . " , . , , .. , ". 8=24
{
May 30/00
CESSNA
MODEL 1728
INTRODUCTION
. SECTION 8
HANDUNG, SERVICE & MAINTENANCE
This section contains factory recommended procedures for
proper ground handling and routine care and servicing of your
airplane. It also identifies certain inspection and
requirements which must be followed if your. airplane is to retain that
new airplane performance and dependability. It is important to
follow a planned schedule of lubrication . and preventive
maintenance based on climatic and flying conditions encountered in
your local area. .
Keep in touch with your local Cessna Service Station and takel
advantage of their knowledge and experience, Your Cessna Service
Station knows your airplane and how to maintain it, and will remind.
you when lubrications and oil changes are necessary, as weB as
other seasonal and pedodic services. .
The airplane should be regularly inspected:,and maintained in
accordance with inforrnation found in the,.. airplane maintenance
manual and in company issued service bulletins and service
newsletters. Ai! service bulletins pertaining to the aircraft by serial,
number should be accomplished and the airplane should receive
repetitive and required inspections. Cessna does not condone_
whether by Supplemental Type Certificate o
otherv1fis6
1
unless these certificates are held andlor approved by
Ct3Ssna.. Other modifications may void warranties on .the airpiane,
since Cessna has no way of knowing the fUll! e'ffect on the overall
airplane. Operation of an airplane that has been modified may be a;
risk to the occupants, and operating procedures and pe:rtoumance;
data set fCNih in the operating handbook may no longer
considered accurate for the modified airplane, '
May 30/00 8-3
@"
SEeTION 8
HANDLING, SERVICE & MAINTENANCE
IDENTIFICATION PLATE
CESSNA
MODEL 1728
All correspondence regarding your airp'lane should include the
.Selial Number. The Serial Number, Model Number, Production
Certificate Number (PC) and Type Certificate Number (TC) can be
,found on the Identification Plate, located on the aft left tailconsw A
Isecondary Identification Plate is also installed on the lower part of
the left forward doorpost. Located adjacent to the secondary
Identification Plate is the Finish and Trim Plate which contains a
code describing the exterior paint combination of the airplane. The
code may be used in conjunction with an applicable Hlustrated Parts
Cataiog if finish and trim information is needed.
OWNER
Cessna Owner Advisories are sent to Cessna Aircraft FAA
Registered owners of record at no charge to inform them about
mandatory andlor beneficial aircraft service requirements and
product changes. Copies of the service bulietins are available from
Cessna. Service Stations and Cessna Customer Service.
-4 r\flay 30/00
CESSNA
MODEL 1728
SECTION 8
HANDLING, SERVICE & MAINTENANCE
UNITED STATES AiRPLANE OWNERS
If your airplane is registered in the U. S., appropriate Cessna
Owner Advisories will be mailed to you automatically according to
the latest aircraft registration name and address which you have
provided to the FAA. Therefore, it is important that you provide
correct and mailing information to the FAA.
If you require a duplicate Owner Advisory to be sent to an
address different from the FAA aircraft registration address, please
complete and return an Owner Advisory Application (otherwise no
action is required on your part).
An'lPLANlE OWNERS
To receive Cessna Owner Advisories, please complete and return
an Owner Advisory Application.
Receipt of a valid Owner Advisory Application will establish your
Cessna Owner Advisory service for one year, after wllich you will be
sent a renewal notice .. It is important that you respond promptly to
update your address for this critical service.
Various publications and 'flight operation aids are furnished in the
airplane when deliverred from the factory" These items are listed
below.
Customer Care Proqram Handbook
Pilot's Operating Handbook and FAP., Approved Airpia.ne
Flight 1\1anual
Pilot's Checklist
Passenger Briefing Card
Cessna Sales and Service Dimctory
To obtain ,additional publications or Owner Advisory infOrrnatiOn11}
you may contact Cessna's Product Support Department at (316)
517-5800. Fax (Ci16) 517-727"1 or write to The Cessna Aircraft;,
Company, P.O. Box 7706, VVichita, KS Dept 75iC. '.
May 30/00 8-5
r
SECTION 8
-IANDUNG, SERVICE & MAINTENANCE
CESSNA
MODEL 172S
The following additional publications, plus many other supplies
Ithat are applicable to your airplane, are available from your local
Cessna Service Station.
@d! Information Manual (contains Pilot's Operating Handbook
information)
Maintenance Manual, Wiring Diagram Manual and
mustrated Parts Catalog
Your iocal Cessna Service Station has a Customer Care Supplies
and Publications Catalog covering all available items, many of
which the Service Station I<seps on hand. The Service Station can
pnace an order for any item which is not in stock.
NOTE
A Pilot's Operating Handbook and FAA Approved Airplane
Flight Manual which is lost or destroyed.may be replaced by
contacting your local Cessna Service Station. An affidavit
containing the owner's namey airpfane serial number and
reason for replacement must be included in replacement
requests since the Pilot's Operating Handbook and FAA
Approved Airplane Flight Manual is sdentHied for specific
airp!anes only.
There are misceUaneous data, information and licenses that are a
part of the airplane file. Th.8 foliowio9 is a checidist ior that file. In
i.ddHion, a periodic check slnould be made erf the latest Federal
Regulations to ensure that ali data requirements are rnet
f
0 be displayed in the airplane at ali times:
l, ,Aircraft Airworthiness CertifDcate (FAA Form 8"j 00-2).
2. Aircraft Registration Certificate (FAA 'Form 8050-3).
3. Aircraft Radio Station License (if applicable).
May 30/00
CESSNA
MODEL 1725
SECTION 8
HANDLING, SERVICE & MAINTENANCE
To be carried in the airplane at all times:
1. Current Pilot's Operating Handbook and FAA Approvedl
Airplane Flight Manual.
2. Weight and Balance, and associated papers (latest copy of the
Repair and Alteration Form, FAA Form 337, if applicable).
3. Equipment List.
To be made available upon request:
i. Airplane Logbook.
2. Engine Logbook.
Most of the items listed are required by the United States Federal
Aviation Regulations. Since the Regulations of other nations may
require other documents and data, owners of airplanes not
registered in the United States should check with their own aviation
officials to determine their individual requirements.
Cessna recommends that these itemsj plus the Pilot's Checklists,
Customer Care Program Handbook and Customer Care Card, be
carried in the airplane at ali times.
R E Q U ~ R E D DNSPEC1'U)NS
As required by U.S. F\9deu-a! Aviation Regulations, aU civil aircraft
of U.S. registry must undergo a complete inspection (annual) each
twelve calendar months. In addition to the required annual
inspection, aircraft operated commercially (for hire) ITnust have a
comp[ete inspection every 100 hours of operation,
The FAA may requ.ire other inspections by the issuance of
airworthiness directives applicable to the airpiane
1
enginej propeller
and components, it is the responsibility of the owner/operator to
ensure compHance with ali applicable ahworahiness directives, and
when the inspections are repetitive, to take appropriate steps tOtf.
prevent inadvertent noncompliance. ~
May 30/00 8-7'
SECTION 8
HANDLING? SERVICE & MAINTENANCE
CESSNA INSPECTION PROGRAMS
CESSNA
MODEL 1728
In lieu of the 100 hour and annual inspection requirements, an
lfjJairplane may be inspected in apcordance with a Progressive Care
III nspection Program or a PhaseCard Inspection Program. Both
programs offer systems which allow the work load to be divided into
smaller operations that can be accomplished in shorter time
periods.
I The Cessna Progressive Care Inspection Program allows an
airplane to be inspected and maintained in four operations. The four
operations are recycled each 200 hours and. are recorded in a
specially provided Aircraft inspection Log as each operation is
conducted.
I The PhaseCard !nsp"ection Program offers a parallel system 'for
high-utilization flight operations (approximately 600 flight hours per
year). This system utilizes 50 hour intervals (Phase 1 and Phase 2)
to inspect high-usage systems and components. At 12 months or
600 flight hoursy whichever occurs first, the airplane undergoes a
complete (Phase 3) inspection.
Regardless of the inspection method seiected
r
the owner should
keep in mind that FAR Part 43 and FAR Part 91 establishes the
requirement that properly c8!i:ified agencies or personnel
accomplish aU required FAA inspections and most of the
rnanufactufEH' inspections.
8-8 May 30/00
__ I
CESSNA
MODEL 1728
SECTiON 8
SERVICE & MAINTENANCE
CESSNA CUSTOMER CARE PROGRAM
Specific benefits and provisions of' the Cessna Warranty plus
other important benefits for you are contained in your Customer
Care Program Handbook supplied with your airplane. The customerl
Care Program Handbook should be thoroughly reviewed and I<apt in
the airplane at ali times. .
You will also want to return to your Cessna Service Station either
at 50 hours for your first Progressive Care Operation, or at 100
hours for your first 100 hour inspection depending on which
program you choose to establish for your airplane. While these
important inspections will be performed for you by any Cessna
Service Station, in most cases you will prefer to have the Cessna
Service Station from whom you purchased the airplane accomplish
this work.
CONDUCTED MLAU\BTENANCE
P. certified pilot who owns or operates an not used as an
air carrier is authorized by FAR Part 43 to perform !imited
on his airplane. Refer to FAH Part 43 for a Hst oT the
specific maintenance operations which are aHovifed.
Pilots operating a.irplanes of other than should
refer to the: regulations of the country of for
information on preventive ma.intenance that may be
perl:ormed by pilots.
May 30/00 8-9
SECTION 8
HANDLING, SERVICE & MAINTENANCE
CESSNA
MODEL 1728
A Maini-enance Manual must be obtained prior to pertorming any
preventive maintenance to ensure that proper procedures are
Your local Cessna Service Station should be contacted for
further information or for required maintenance which must be
accomplished by appropriately licensed personnel.
It is essential tha.t the FAA be contacted prior to any alterations
on the airplane to ensure that airworthiness of the airplane is not
violated. Alterations or repairs to the airplane must be accomplished
by licensed personnel, utilizing only FAA Approved components and
FAA Approved data, such as Cessna Service Bulletins.
The airplane is most easily and safely maneuvered by hand with
the tow bar attached to the nose wheel (the tow bar is stowed on
the side of the baggage area). \Nhen towing with a vehicle, do not
,exceed the nose gear turning angle of 30 either side of center! or
idarnage to the nose landing gear wlll result
REMOVE

SEFOlPAe
fir the a.irplane is towed or pushed over a rough surface during
hangaring, watch that the normal cushioning action of the nose strut
does not cause excessive vertBcal movement of tail and the
resulting contact with hangar doors or structure. Il, flat nose tire
Dr deflated strut will increase tail height
-10 May 30/00
CESSNA
MODEL 1728
SECTION 8
HANDl:ING, SERVICE & MAINTENANCE
PARKING
When parking the airplane, into the wind and set the
parking brake. Do not set the parking brake during cold weatherl
when accumulated moisture may freeze the brakes, or when the
brakes are overheated. Install the control wheel lock and chock the
wheels. In severe weather "and high wind conditions, tie the airplane
down as outlined in the following paragraph.
Proper tie-down procedure is the best precaution against damage
to the parked airplane by gusty or strong winds. To the
airplane securely, proceed as foliovlJS:
1. Set the parking brake and install the control whee! lock.
2. Install a surface control lock over the fin and rudder.
3. Tie sufficiently strong ropes or chains (700 pounds tensile
strength) to the wing, tail and nose tie-down fitiings and
secure each rope or chain to a ramp tie=down.
4. InstaJ! a pitot tube cover.
VVhen a requirement exists to the (mtire airplane off the
ground, or when wing jack points are ,used in the jackrrng operation,
refer to the rVlaintenance Manual for spedfic prooedures and
equipment required.
main gear may be jacked by using the jack pad which
is incorporated in the main landing gear strut step bracket. V\fhen
using the individual gear strut/jack pad, flexibiiity of the gear strut
wiH cause the main wheel"o slide inboard as ihe wheel is raised!
tilting the jack, The jack must then be lowered for a second jacking
Do not jack both main wheels simultaneously uSRng the
individ.ual main gear jack pads.
May 30/00 8-1 i
SECTION 8 CESSNA-'
MODEL 1728 HANDLING, SERVICE & MAINTENANCE

DO NOT APPLY PRESSURE ON THE ELEVATOR
HORIZONTAL STABiliZER SURFACES.
WHEN PUSHING ON THE TAllCONE, ALWAYS
APPLY PRESSURE AT A BULKHEAD TO
THE
If nose gear maintenance is required, the nose wheel may be
raised off the ground by pressing down on a tailcone buli<head, just
forward of the horizontal stabilizer, and allowing the tail to rest on
the tail tie-down ring.
To assist in raising and holding the nose wheel off the ground,
ground anchors should be utilized at the tail tie down point
Ensure 1hat the nose wm be held off the ground under ail
conditions by means of suitable stands or supports under
weight supporting bulkheads near the nose of the airplane.
Longitudinal leveling the airpiane is accomplished by placing a
on leveling screws located on the side of the tailcone.
)(;.;f!ate the nose tire and/or lower or raise the nose strut to properly
:enter the bubble in the level. Corresponding points on both upper
jocr sills may be used to the airplane iaterally.

Airplanes placed in non operational storage for a maximum of 30
iays or those which receive only intermittent operational lise for the
rst 25 hours are considered in fiyabfJe storage status. Every
eve nth day during these paraods, the should be rotated by
and through rlve revolutions. This action nHmbers II the oil and
elps prevent any accumulation of corrosion on engine cylinder
ralls.
May 30/00
CESSNA
MODEL 1728
SECTiON 8
HANDLING, SERVICE & MAINTENANCE
WARNING
FOR MAXIMUM SAFETY, CHECK THAT THE
IGNITION SWITCH IS OFF, THE THROITlE IS
CLOSED, THE MIXTURE CONTROL IS IN THE
IDLE CUT OFF POSITION, AND THE AIRPLANE
IS SECURED BEFORE ROTATING THE
PROPELLER BY HAND. DO NOT STAND WITHIN
THE ARC OF THE PROPELLER BLADES WHilE
TURNING THE PROPEllERo
After 30 days, the airplane should be flown for 30 minutes or a
ground runup should be made just long enough to produce an oil
temperature within the lower green arc range. Excessive ground
runup should be avoided.
Engine runup also helps to elimina.te excessive accumulations of
water in the fuel system and other air spaces in the engine. Keep
fuel tanks ful! to minimize condensation in the tanks. Keep the
battery fully charged to prevent the electrolyte from freezing in cold
weather. if the airplane is to be stored temporarily, or indefinitEJ!Yr
refer to the Maintenance iVianuai for proper storage procedures.
In addition to the Preflight inspect.ion covered in Section 4 of this
handbook, servicing, inspection and test requirements for
your airplane are detailed in the Maintenance Manual. The
Maintenance Manuai Ol1mnes items which reauke attention at
specific intervals plus those items which require servicing,
inspection, and/or testing at special intervals.
Since Cessna Service Stations conduct all service, insoeciiofi,
and test procedures in accordance with applicable fVlaintenance
MamJJeilsj it is recommended that you contact your local
Service Station concerning these and begin
scheduling your airpiane for service at the reconnmended intervals.
Cessna Progressive Care ensures that these requirements are
accomplished at the required intervals to comply with the 100 hour
or annual inspection as previously covered.
May 30/00 8-13

e
>ECTION 8 .
IANDUNG, SERVICE & MAINTENANCE
CESSNA
MODEL 1728
Depending on various flight operations, your local Government
A.viation Agency may require additional service, inspections, or
tests. For these regulatory requirements, owners should check with
ccal aviation officials where the airplane is being operated.
For quick and ready reference, quantities, materials and
specifications for frequently used service items are as follows.
)U .. SPECmFICATBON
MIL-L-6082 Aviation Grade Straight Mineral Oil: Used when the
:tirplane was delivered from the factory and should be used to
"eplenish the supply during the first 25 hours. This oil should be
jrained and filter replaced after the first 25 hours of operation. Refill
:he engine and continue to use until a total of 50 hours has
:iccumulated or oil consumption has stabilized.
Aviation Grade Ashless Dispersant Oil: Oil
to Textron Lycoming Service Instruction Noo 1014, and
revision and supple;nents thereto, must be used after first 50
lours, or when oB consumption has stabilized.
iECOMMENDEO FOR TlE'MPERATURE RAINlGE
Multivi.scosity or straight grade oil may be used throughout the
fear for engnne !ubrication. Refer to the foliowing tabie for
emperature verses viscosity rarnoes:
'V ,
MIL-L-6082l MILlu2.2.851
l
.SAE G rad\s I Ash!ess Dispersant
I
SAE Grade
------
L-
27C (80F)

f
60 60
\bove 16C (60
0
[F) 50 40 or 50
--
1 C( (30F) to 32"C (gOF)' . 40 40
18( (OCF) to 21( (70F) 30 30,40 or 20W-40
2( (10QF)

30 or 20VV-30
l8e (OF) 32( (90F) 20W-SO 20W-50 or 1SW-50
di Temperatures 15W"50 or 20VV-SO
8-14 May 30/00
CESSNA
MODEL 172S
SECTION 8
HANDLING, SERVICE & MAINTENANCE
CAPACITY OF ENGINE SUMP
The engine has a total capacity of 9 quarts, with the oil fHterl
accounting for approximately one quart of that total. The engine oil
sump has a capacity of 8 quarts. The engine must not be operated
on less than 5 quarts (as measured by the dipstick). For extended
flights, the engine should be filled to capacity.
Oil AND OIL FILTER CHANGE
After the first 25 hours of operation, drain the engine oil sump
and replace the filter. Refill sump with straight mineral oil a.nd use
until a total of 50 hours has accumulated or oil consumption has
stabilized; then change to ashless dispersant oil. Ashless dispersant
oil (and oil filter) should then be changed at time intervals set forth
by the engine manufacturer.
NOTE
During the first 2E5 hour oil and fiiter change, a general
inspection of the overall engine compartment is required.
Items which are not. normally checked during a
inspection should be given specia.l atiention. Hoses, metal
lines and fatlings should be inspected for signs of oil and
fuel leaks, and checked for chafing, securityj
proper routing and stnpport, and evidence of deterioration.
inspect the untake and exhaust systems for cracks, evidence
of leakage, and security of attachment Engsne controls and
iini'(ages should be checked for 'freedonn of movement
through their lull range, security of attachment and evidence
of wear. Inspect wiring for security, chafing, burning?
defective insulation, loose or broken terminals, heat
deterioration 1 and corroded Check the aiternator
belt in accordance with Maintenance Manual instructions,
and retighten if necessary. A periodic check of these items
during subsequent. servicing operations is recommended.
May 30/00 8-15
3ECTION 8
iANDUNG, SERVICE & MAINTENANCE
APPROVED FUEL GRADES (AND COLORS)
1 DOLL Grade Aviation FueJ (81 ue).
100 Grade Aviation Fuel (Green).
NOTE
CESSNA
MODEL 1728
Isopropyl alcohol or diethylene glycol monomethyl ether
(DiEGME) may be added to the fuel supply in quantities not
to exceed 1 % (alcohol) or 0.15% (DiEGME) of total volume.
Refer to Fuel Additives in later paragraphs for additional
information.
56.0 U.S. Gallons Tota!: 28.0 Gallons per tank.
NOTE
10 ensure maximwri fuel capacity when refueling and
minimize cross 'f!eeding, the fuel selector valve should be
placed in either the LEFT or RiGHT position and the
airplane in a wings lievel
1
norma! ground attitude.
Hefer to Figure 1- 'I a definntion of norma! ground attitude.
Service the fuel system after (38Ch night,
full to minimize condensation in the tanks.
keep fue! ta.nks
Strict adherence to recommended preflight draining instructions
is called for in Section 4. wW elirninate any free water
lccumulaUons from the tank sumps, \Nhile smail amounts of water
nay 8tm remain in solution illl the it wi!! normally be
:onsumed and go unnoticed in the operation oJ the engine.
,16
May 30/00
CESSNA
MODEL 1728
8
HANDUNG, SERVICE & MAINTENANCE
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 ffight at high
attitude 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 aiJeviate the possibility of fuel icing occurring
under these unusual conditions, it is permissible to add isopropy!
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 E?fj.8ctS: (1) it absorbs the dissolved water from
the gasoline and (2) alcohol has a freezing temperature depressant
effect. ....
fMOTIE
VVhen using fuel additives, it must be remembered that the
final goa! is to obtain a correct ratio gn the
and noi just with fi.}e! com ing out of the
nozzle, For exampie
9
?dding 15 gallons of correctly
proportioned fue! to a tank which contains 20 gallons of
untreated 1:uel wiil resuit in 8. iovver-than-acceptable
concentration to. t.he 35 of ICuel which now
reside in the tank. '"
if used, IS to be blended Itllitn the fuei in a concentration
of 1 % by {Concentrations greater than 1 are not
recommended since 1hey can be detrimental to fuel tank materials.
The manner in. ,which the alcohoi is added to fuel is
Significant because is most effective when it is completely
dissolved in the fuel. To ensure proper mixing, the fol!owing is
recommended:
1.
May 30/00
For best results, the alcohol should be added during the
'fueling operation by pouring the alcohol directly on the
fue!, stream issuing from the fueiing nozzle.
3ECTlON 8 CESSNA
MODEL 1728 -IANDUNG
7
SERVICE & MAINTENANCE
70
; : ;: !::: :,: i .:;: J.: ;: '. , . : , t : , !: ;,:, J i : :: .
. ..
. ','
60

:::: .:::J .. ;;::'

50
'+H .. ;I .. H-i-.. :-++' .. i+H+++i-:+H+H ...;;-ff .. H+t-./+H++++,;+++H-
40
30
20
o 1 0 20 30 40 50
GALLONS OF GASOliNE
0585C'l 00'1
Figure 8-1. Fuel Mixing Ratio
8-18 May 30/00
CESSNA
MODEL 1728
SECTiON 8
HAN DUNG, SERViCE & MAINTENANCE
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.
Diethylene glycol mono methyl ether (DiEGME) compound must
be carefully mixed with the fuel in concentrations between 0.1
(minimum) and 0 .15% (maximum) of total fuel volume. Refer to
Figure 8-1 for a DiEGME-to-fuel mixing chart.
CAUTION
ANTI .. ICING ADDiTIVE . I
HEA.l TH WHEN BREATHED ANDIOR ABSORBED
UNTO THE SKIN.
CAUTION
MiXiNG OF DiEGME WITH FUEL HS EXTREMELY I
IMPORtANT. A CONCENTRATHJINl EXCESS OF
THAT RECOMMENDED (O.1So/i.7 BY VOLUME
MAXIMUM) MAY RESULT DETRIMENTAL
EFFECTS TO THE FUEL TANK AND
DAMAGE TO O .. FUNGS AND SEALS USED iN THE
FUEL SYSTEM ENG!NE COMPONENTS. A
CONCENTRATION OF lESS THAN THAT
R.ECOMMENDElD (0.10
%
BY TOTAL VOLUME
WU . L RESULT iN
TREATMENT .. USE ONLY
rHA.! RECOMMENDED BY THE
MANUFACTURER TO OBTAnN PROPER

Prolongeafistorage of the wiil result in a water buiidup in
the fuel which 1I1eeches ouf' the additive. An indication of this is
when an excessive amount 01: water accurnulates in the fuel tank
sumps. The' concentralion can be checked using a differentia!
refractometer. It is imperative that the technical manual for the
differential refractometer be fonowed explicitly when checking the
addiHve concentration.
May 30/00
SECTION 8
HANDLING, SERVICE & MAiNTENANCE
FUEL CONTAMINATION
CESSNA
MODEL 1728
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 refueHng, use a clear sampler
: cup and drain at least a cupful of fuel from each fuel tank drain
I!ocation 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 including the
Ifuel reservoir and fuel selector quick drain valves and then gently
I rock the wings and lower lhe taii to the ground to move any
additional contaminants to the sampling pOints. Take repeated
sam pies from all fuel drain points until all contamination has been
removed. after repeated sampling, evidence of contamination still
exists, the airplane should not be flown. Tanks should be drained
and system purged by q uaiified maintenance personnel. Ali
'evidence of contamination must be removd before further flight. If
airplane has been serviced with the improper grade,
completely and refuel wHh the correct grade. Do not fly the airplane
with contamina.ted or unapproved fuel.
un Owners/Operators who are not acquainted wath a.
particular fixed base operator should be assured that the fuel supply
has been for contamination and is properly filtered before
allowing the akplane to be serviced. Fuel tanks should be kept full
between flights, provided weight and balance considerations wi!!
permit, to reduce the possibility of water condensing on the walls of
partially filled tanks.
To further reduce the possibility of contaminated ius", routine
l1aintenance of the fuel system should be performed in accordance
Nith the airplane Maintenance Manual. Only the proper fuel, as
"ecommended in thHS should be used, and fuel additives
not be used unless approved by Cessna and the Federal
Administration.
20 May 30/00
CESSNA
MODEL 172S
SECTION 8
HANDUNG
9
SERVICE & MAINTENANGE
LANDING GEAR
Consult the following table for servicing information on the'
landing gear.
COMPONENT SERViCING CRiTERIA
Nose Wheel 6-Ply Rated Tire) 45.0 PSI
----
Main Wheel (6.00-6, 6-Ply Rated Tire) 38.0 PSI
Brakes MIL-H-5606
I Nose Gear ShocK Strut MIL-H-5606; 45.0 PSi *
oj, Keep strut filled wuth 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.
CLEANING AND CARE
The plastic vvindshieid and vvindows should be cleaned with an
aircraft windshieid cleaner. Apply the deaner sparingly with soft
cloths, and rub with moderate pressure untH aU dirt, oil scum and '
stains are removed. the cleaner to dry? then wipe it
son cloths.
NEVER USE BEW.JJZEN1E,
.. FUJID,
LACQUER OR GUO\SS CLEANER TO CLEAN
T!iE MATlEFUAlS W!ll ATTACK THE
MA if CAUSE TO
If a windshield cleaner is not the plastic can be
cleaned with soft rnoistened with Stoddard solvent to remove
oil and grease.
May 30/00 8-211
SECTION 8
HANDLING, SERViCE & MAINTENANCE
CESSNA
MODEL 172S
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 wiH 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.
SURFACES
I The painted exterior surtaces of your new Cessna have a
durable, long iasting finish.
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
wtlich 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
rJ are not touched by the solvent. For complete care of exterior
refer to Chapter 11 of the Mode! 172, Series l996 and On,
'"'Maintenance Manual. .
To seal any minor surface chips or scratches and protect against
corrosion, the airplane should be waxed regulariy with a good
a.utomotive wax applied in accordance with the rnanufacturer's
instructions. H the airplane is operated in a seacoast or other salt
water it must be washed and waxed more frequently to
assure adequate protection. Special care should be tai(en to sea!
around rivet heads and skin iaps, which a.re t.he areas most
susceptibie 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 ill these areas.
Reapplication of wax will generally be necessary after cleaning with
soap solution or after chemical deicing operations.
8-22 May 30/00

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