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

CESSNA

INTRODUCTION

MODEL 172R

NAV I/NAV II

NOTICE

AT THE TIME OF ISSUANCE, THIS INFORMATION

MANUAL WAS AN EXACT DUPLICATE OF THE

OFFICIAL PILOT’S OPERATING HANDBOOK AND

FAA APPROVED AIRPLANE FLIGHT MANUAL AND

IS TO BE USED FOR GENERAL PURPOSES ONLY.

IT WILL NOT BE KEPT CURRENT AND,

THEREFORE, CANNOT BE USED AS A

SUBSTITUTE FOR THE OFFICIAL PILOT’S

OPERATING HANDBOOK AND FAA APPROVED

AIRPLANE FLIGHT MANUAL INTENDED FOR

OPERATION OF THE AIRPLANE.

THE PILOT’S OPERATING HANDBOOK MUST BE

CARRIED IN THE AIRPLANE AND AVAILABLE TO

THE PILOT AT ALL TIMES.

Cessna Aircraft Company

Original Issue - 2 December 1996

Revision 9 - 19 July 2004

Revision 9

U.S.

INTRODUCTION

CESSNA

MODEL 172R

NAV I/NAV II

PERFORMANCE - SPECIFICATIONS

*SPEED:

Maximum at Sea Level

123 KNOTS

Cruise, 80% Power at 8000 Feet

122 KNOTS

CRUISE: Recommended lean mixture with fuel allowance for engine

start, taxi, takeoff, climb and 45 minutes reserve.

80% Power at 8000 Feet

Range - 580 NM

53 Gallons Usable Fuel

Time - 4.8 HOURS

Range at 10,000 Feet, 60% Power

Range - 687 NM

53 Gallons Usable Fuel

Time - 6.6 HOURS

RATE-OF-CLIMB AT SEA LEVEL

720 FPM

SERVICE CEILING

13,500 FEET

TAKEOFF PERFORMANCE:

Ground Roll

945 FEET

Total Distance Over 50 Foot Obstacle

1685 FEET

LANDING PERFORMANCE:

Ground Roll

550 FEET

Total Distance Over 50 Foot Obstacle

1295 FEET

STALL SPEED:

Flaps UP, Power Off

51 KCAS

Flaps FULL, Power Off

47 KCAS

MAXIMUM WEIGHT:

Ramp

2457 POUNDS

Takeoff

2450 POUNDS

Landing

2450 POUNDS

(Continued Next Page)

U.S.

Revision 9

CESSNA

INTRODUCTION

MODEL 172R

NAV I/NAV II

PERFORMANCE - SPECIFICATIONS (Continued)

STANDARD EMPTY WEIGHT

1639 POUNDS

MAXIMUM USEFUL LOAD

818 POUNDS

BAGGAGE ALLOWANCE

120 POUNDS

WING LOADING

14.1 lbs/sq. ft.

POWER LOADING

15.3 lbs/HP

FUEL CAPACITY

56 GALLONS

OIL CAPACITY

8 QUARTS

ENGINE: Textron Lycoming

IO-360-L2A

160 BHP at 2400 RPM

PROPELLER:

Fixed Pitch, Diameter

75 INCHES

NOTE

*Speed performance is shown for an airplane equipped with

speed fairings which increase the speeds by

approximately 2 knots. There is a corresponding difference

in range, while all other performance figures are

unchanged when speed fairings are installed.

The above performance figures are based on airplane weights at 2450

pounds, standard atmospheric conditions, level, hard-surfaced dry

runways and no wind. They are calculated values derived from flight

tests conducted by Cessna Aircraft Company under carefully

documented conditions and will vary with individual airplanes and

numerous factors affecting flight performance.

Revision 9

U.S.

iii/iv

CESSNA

SECTION 9

MODEL 172R NAV I/NAV II

SUPPLEMENTS

KAP 140 AUTOPILOT

LOG OF APPROVED SUPPLEMENTS

NOTE

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

or she has the latest revision to each supplement of a

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

Approved Supplements”. this “Log Of Approved

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

shipped by Cessna; however, some changes may have

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

most up-to-date version by contacting Cessna Propeller

Aircraft Customer Services at (316) 517-5800.

Supplement

Name

Revision Equipment

Number

Level

Installed

Bendix/King KX 155A VHF NAV/

COMM with KI 208 or KI 209A

Indicator Head

Bendix/King KT 76C Transponder

with Blind Encoder

Bendix/King KMA

26 Audio

Selector Panel

Pointer Model 3000-11 or Model

4000-11 Emergency Locator

Transmitter (ELT)

Bendix/King KLN

89B Global

Positioning System (IFR)

Bendix/King KR

87 Automatic

Direction Finder (ADF)

Bendix/King KAP 140 Single Axis

Autopilot

Winterization Kit

Davtron Model 803 Clock/OAT

Bendix/King KLN 89 VFR Global

Positioning System (GPS)

Brazilian Certified Airplanes

(Continued Next Page)

172RPHUSLOG-13

15 May 2013

U.S.

Log 1

SECTION 9

CESSNA

SUPPLEMENTS

MODEL 172R NAV I/NAV II

KAP 140 AUTOPILOT

LOG OF APPROVED SUPPLEMENTS

Supplement

Name

Revision Equipment

Number

Level

Installed

Canadian Supplement

Bendix/King KCS-55A Slaved

Compass System with KI-525A

Horizontal Situation Indicator

(HSI)

Argentine Supplement

Bendix/King KAP

140

2 Axis

Autopilot

Bendix/King KT

73 Mode S

Transponder

Reserved

Ukrainian Certified Airplanes

Bendix/King KLN

94 Global

Positioning System (IFR)

Bendix/King KMA

28 Audio

Selector Panel

Bendix/King KMD

550 Multi-

Function Display

12 Volt Cabin Power System

Reserved

Astrotech Model TC-2 Clock/OAT/

Volt Indicator

Bendix/King KX 165A VHF NAV/

COMM

Bendix/King KDR

510 Flight

Information Services (FIS)

172RPHUSLOG-13

Log 2

U.S.

15 May 2013

Pilot's Operating Handbook and

FAA Approved Airplane Flight Manual

CESSNA MODEL 172R

AIRPLANES 172R80001 AND ON

SUPPLEMENT 1

BENDIX/KING KX 155A

VHF NAV/COMM

with KI 208 or KI 209A INDICATOR HEAD

SERIAL NO.

REGISTRATION NO.

This supplement must be inserted into Section

9 of the Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual.

FAA APPROVAL

Date: 3 April 2000

Member of GAMA

2 December 1996

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

Revision 1 - 28 February 2000

172RPHUS-S1-01

S1-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1 - FAA APPROVED

MODEL 172R

SUPPLEMENT 1

BENDIX/KING KX 155A VHF NAV/COMM with KI

208 or KI 209A INDICATOR HEAD

The following Log of Effective Pages provides the date of issue

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

the Supplement. Pages which are affected by the current

revision will carry the date of that revision

Revision Level

Date of Issue

0 (Original)

Dec. 2, 1996

Feb. 28, 2000

LOG OF EFFECTIVITY PAGES

_______________________________

PAGE

DATE

PAGE

DATE

Title (S1-1)

Feb 28/00

S1-9

Dec 2/96

S1-2

Feb 28/00

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Dec 2/96

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Dec 2/96

S1-15

Dec 2/96

S1-8

Feb 28/00

S1-16 Blank

Dec 2/96

SERVICE BULLETIN CONFIGURATION LIST

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

the operation of the airplane, and have been incorporated into

this supplement. This list contains only those Service Bulletins

that are currently active.

Airplane

Unit

Revision

Incorporated

Number Title

Effectivity

Incorporation

In Airplane

S1-2

Feb 28/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 1 - FAA APPROVED

SUPPLEMENT

BENDIX/KING KX 155A VHF NAV/COMM with

KI 208 or KI 209A INDICATOR HEAD

SECTION 1

GENERAL

The Bendix/King KX 155A VHF Nav/Comm, shown in Figure 1,

consists of a panel-mounted receiver-transmitter and a KI 208 or KI

209A Indicator.

The set includes a 760-channel VHF communications receiver-

transmitter and a 200-channel VHF navigation receiver. A 40-

channel glide- slope receiver is also included if the KI

209A

indicator is used. The communications receiver-transmitter receives

and transmits signals between 118.00 and 136.975 MHz with 25-

kHz spacing. Optional 8.33 kHz (2280 channel) Comm is available.

The navigation receiver receives VOR and localizer signals between

108.00 and 117.95 MHz in 50-kHz steps. The glide slope receiver

is automatically tuned when a localizer frequency is selected. The

circuits required to interpret the VOR and localizer signals are also

an integral part of the Nav receiver.

Large self-dimming gas discharge readouts display both the

communications and navigation operating frequencies. The KX-

155A's "flip-flop" preselect feature enables you to store one

frequency in the standby display while operating on another and

then interchange them instantly with the touch of a button. Both the

active (COMM) and the standby (STBY) frequencies may be

displayed at all times and are stored in nonvolatile memory without

drain on the aircraft battery. KX 155A has 32 programmable comm

channels, a stuck microphone alert and transmitter shutdown,

Bearing To/From radial mode, course deviation indicator mode and

an elapsed timer mode.

Feb 28/00

S1-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1 - FAA APPROVED

MODEL 172R

The Comm portion incorporates an automatic squelch. To

override the automatic squelch, the Comm volume control knob is

pulled out. Push the knob back in to reactivate the automatic

squelch. A "T" will be displayed during transmit and "R" during

valid signal reception.

The Nav portion uses the pull out feature of the Nav volume

control to receive the Nav signal Ident. Pull the volume control

knob out to hear the Ident signal plus voice. Push the knob in to

attenuate the Ident signal and still hear Nav voice.

All controls for the Nav/Comm, except those for navigation

course selection, are mounted on the front panel of the receiver-

transmitter. Control lighting is provided by NAV/COMM interior

lighting and the instrument panel flood lighting system. Operation

and description of the audio selector panel used in conjunction with

this radio is shown and described in Supplement 3 in this section.

NOTE

The unit has a stuck microphone alert feature. If the

microphone is keyed continuously for greater than

33 seconds, the transmitter stops transmitting and

the active Comm frequency flashes to alert the pilot

of the stuck mic condition.

S1-4

Dec 2/96

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 1 - FAA APPROVED

OPERATING COMM FREQUENCY DISPLAY

-- Displays

COMM ACTIVE and COMM STANDBY frequencies with a "T"

between them to indicate TRANSMIT and an "R" to indicate

RECEIVE modes of operation.

OPERATING NAV FREQUENCY DISPLAY -- The right

portion of the display is allocated to NAV receiver ACTIVE and

STANDBY information. The frequency channeling is similar to

the COMM when operating in the frequency mode. The NAV

ACTIVE and STANDBY frequencies are stored in the memory

on power down and return on power up.

NAV STANDBY/OBS/Bearing/Radial/Timer Display -- The right

side of the NAV display is controlled by the MODE

SELECTOR BUTTON (see #7 below). With an active VOR

frequency, this portion of the display shows the STANDBY

frequency, OBS setting for the internal CDI, the bearing to the

VOR station, radial from the VOR station, or a count-up/count-

down timer. With an active localizer frequency, this portion of

the display shows the standby frequency, the letters "LOC", or

count-up/count-down timer.

NAV FREQUENCY SELECTOR KNOB (SMALL) -- Operates

50 kHz steps. The NAV receiver's lower and upper

frequency limits are 108.00 MHz and 117.95 MHz. Exceeding

the upper limit of frequency band will automatically return to

the lower limit and vice versa. A clockwise rotation will

increase (inc) the previous frequency while a counterclockwise

rotation will decrease (dec) the previous frequency.

NAV FREQUENCY SELECTOR KNOB (LARGE) -- Operates

1 MHz steps. The frequency inc/dec operates the

STANDBY frequency display. A clockwise rotation will

increase the previous frequency while a counterclockwise

rotation will decrease the previous frequency. Exceeding the

upper limit of the frequency band will automatically return to

the lower limit and vice versa.

Figure 1. Bendix/King KX 155A VHF NAV/COMM with KI 208 or KI

209A Indicator Head (Sheet 3 of 7)

Dec 2/96

S1-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1 - FAA APPROVED

MODEL 172R

NAV/FREQUENCY TRANSFER BUTTON

(

)

Interchanges the NAV Active and STANDBY frequencies.

Depressing the NAV frequency transfer button for 2 seconds

or more will cause the display to go into the ACTIVE ENTRY

mode. Only the ACTIVE frequency will be displayed and it can

be directly changed by using the NAV inc/dec knobs. The

display will return to the ACTIVE/STANDBY mode when the

NAV frequency transfer button is pushed.

MODE SELECTOR BUTTON -- Depressing the mode button

will cause the NAV display to go from the ACTIVE/STANDBY

format to the ACTIVE/CDI (Course Deviation Indicator) format.

In the CDI mode, the frequency inc/dec knob (pushed in)

channels the ACTIVE frequency. When the ACTIVE window is

tuned to a VOR frequency, the standby frequency area is

replaced by a three digit OBS (Omni Bearing Selector)

display. The desired OBS course can be selected by pulling

out the inner NAV frequency knob and turning it. This OBS

display is independent of any OBS course selected on an

external CDI. An "OBS" in the middle of the NAV display will

flash while the inner NAV frequency knob is pulled out. The

CDI is displayed on the line below the frequency/OBS. When

the ACTIVE window is tuned to a localizer frequency, the

standby frequency area is replaced by "LOC". When the

received signal is too weak to ensure accuracy the display will

"FLAG".

Depressing the mode button again will cause the NAV display

to go from the ACTIVE/CDI format to the ACTIVE/BEARING

format. In the BEARING mode, the frequency inc/dec knob

channels the ACTIVE frequency window. Depressing the

frequency transfer button will cause the ACTIVE frequency to

be placed in blind storage and the STANDBY frequency (in

blind storage) to be displayed in the ACTIVE window display.

In bearing mode, the right hand window of the NAV display

shows the bearing TO the station. When a too weak or invalid

VOR signal is received the display flags (dashes).

Figure 1. Bendix/King KX 155A VHF NAV/COMM with KI 208 or KI

209A Indicator Head (Sheet 4 of 7)

S1-8

Feb 28/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 1 - FAA APPROVED

Another push of the mode button will cause the NAV display

to go from the ACTIVE/BEARING format to the

ACTIVE/RADIAL format. In the RADIAL mode, the frequency

inc/dec knobs channel the ACTIVE frequency window and

depressing the frequency transfer button will cause the

ACTIVE frequency to be placed in blind storage and the

STANDBY frequency (in blind storage) to be displayed in the

ACTIVE window display. In radial mode of operation, the right

hand window of NAV display shows the radial FROM the

station. When a too weak or invalid VOR signal is received

the display flags (dashes).

Another push of the mode button will cause the unit to go into

the TIMER mode. When the unit is turned on, the elapsed

timer (ET) begins counting upwards from zero. The timer can

be stopped and reset to zero by pushing the NAV frequency

transfer button for 2 seconds or more causing the ET on the

display to flash. In this state, the timer can be set as a

countdown timer or the elapsed timer can be restarted. The

countdown timer is set by using the NAV frequency inc/dec

knobs to set the desired time and then pushing the NAV

frequency transfer button to start the timer. The large knob

selects minutes, the small knob in the "in" position selects 10

second intervals, and the small knob in the "out" position

selects individual seconds. After the countdown timer reaches

zero, the counter will begin to count upwards indefinitely while

flashing for the first 15 seconds. When the elapsed timer is

reset to zero it may be restarted again by momentarily

pushing the NAV frequency transfer button.

8. NAV/VOLUME CONTROL (PULL IDENT) -- Adjusts volume of

navigation receiver audio. When the knob is pulled out, the

Ident signal plus voice may be heard. The volume of

voice/ident can be adjusted by turning this knob.

Figure 1. Bendix/King KX 155A VHF NAV/COMM with KI 208 or KI

209A Indicator Head (Sheet 5 of 7)

Dec 2/96

S1-9

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1 - FAA APPROVED

MODEL 172R

COMM FREQUENCY SELECTOR KNOB (INNER) -- This

smaller knob is designed to change the indicated frequency in

steps of 50-kHz when it is pushed in, and in 25-kHz steps

when it is pulled out. For 8.33 kHz versions, channels are

incremented in 25 kHz steps with the knob pushed in and

8.33 kHz with the knob pulled out.

10. COMM FREQUENCY SELECTOR KNOB (OUTER) -- The

outer, larger selector knob is used to change the MHz portion

of the frequency display. At either band-edge of the 118-136

MHz frequency spectrum, an offscale rotation will wrap the

display around to the other frequency band-edge (i.e.,

136

MHz advances to 118 MHz).

11. CHANNEL BUTTON -- Pressing the CHAN button for 2 or

more seconds will cause the unit to enter the channel program

(PG) mode. Upon entering the channel program mode, the

channel number will flash indicating that it can be

programmed. The desired channel can be selected by turning

the comm kHz knob. The channel frequency can be entered

by pushing the comm transfer button which will cause the

standby frequency to flash. The comm frequency knobs are

then used to enter the desired frequency. If dashes (located

between 136 MHz and 118 MHz) are entered instead of a

frequency, the corresponding channel is skipped in channel

selection mode. Additional channels may be programmed by

pressing the COMM transfer button and using the same

procedure. The channel information is saved by pushing the

CHAN button which will also cause the unit to return to the

previous frequency entry mode.

The channel selection mode (CH) can then be entered by

momentarily pushing the CHAN button. The comm frequency

knobs can be used to select the desired channel. The unit will

automatically default to the previous mode if no channel is

selected within 2 seconds after entering the channel selection

mode. The unit is placed in the transmit mode by depressing

a mic button.

Figure 1. Bendix/King KX 155A VHF NAV/COMM with KI 208 or KI

209A Indicator Head (Sheet 6 of 7)

S1-10

Dec 2/96

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 1 - FAA APPROVED

12. COMM FREQUENCY TRANSFER BUTTON (

) --

Interchanges the frequencies in the USE and STANDBY

displays. To tune the radio to the desired operating frequency,

the desired frequency must be entered into the standby

display and then the transfer button must be pushed. This will

trade the contents of the active and standby displays. The

operating frequency can also be entered by accessing the

ACTIVE ENTRY (direct tune) mode which is done by pushing

the COMM TRANSFER button for 2 or more seconds. In the

direct tune mode, only the active part of the display is visible.

The desired frequency can be directly entered into the display.

Push the COMM TRANSFER button again to return to the

active/standby display.

The transceiver is always tuned to the frequency appearing in

the ACTIVE display. It is, therefore, possible to have two

different frequencies stored in the ACTIVE and STANDBY

displays and to change back and forth between them at the

simple push of the transfer button.

13. COMM VOLUME CONTROL (OFF/PULL/TEST) -- Rotate the

VOL knob clockwise from the OFF position. Pull the VOL knob

out and adjust for desired listening level. Push the VOL knob

back in to actuate the automatic squelch. The VOL knob may

also be pulled out to hear particularly weak signals.

14. VOR/Localizer Needle or CDI needle.

15. Glideslope Flag

16. TO-FROM-NAV FLAG

17. Azimuth Card

18. OBS Knob

19. Glideslope Needle

Figure 1. Bendix/King KX 155A VHF NAV/COMM with KI 208 or KI

209A Indicator Head (Sheet 7 of 7)

Dec 2/96

S1-11

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1 - FAA APPROVED

MODEL 172R

SECTION 2

LIMITATIONS

There is no change to the airplane limitations when this avionic

equipment is installed.

SECTION 3

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when

this avionic equipment is installed. However, if the frequency

readouts fail, the radio will remain operational on the last frequency

selected. If either frequency transfer button is pressed and held

while power is applied to the unit, the unit wakes up with 120.00

MHz in the COMM use frequency and 110.00 MHz in the NAV

active frequency, with both COMM and NAV in the active entry

mode. This will aid the pilot in blind tuning the radio.

SECTION 4

NORMAL PROCEDURES

COMMUNICATION RECEIVER-TRANSMITTER OPERATION:

1. OFF/PULL/TEST Volume Control -- Turn clockwise; pull out

and adjust to desired audio level; push control back in to

activate the automatic squelch.

2. MIC Selector Switch (on audio control panel) -- SET to COMM

3. SPEAKER Selector (on audio control panel) -- SET to desired

mode.

4. COMM Frequency Selector Knobs -- Select desired operating

frequency.

5. COMM Transfer Button

-- PRESS to transfer desired

frequency from the STBY display into the COMM display.

S1-12

Dec 2/96

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 1 - FAA APPROVED

6. Mic Button:

a. To transmit -- Press button and speak in microphone.

NOTE

During COMM transmission, a lighted "T" will appear

between the "COMM" and "STBY" displays to indicate that

the transceiver is operating in the transmit mode.

b. To Receive -- RELEASE mike button.

NAVIGATION RECEIVER OPERATION:

1. NAV Frequency Selector Knobs -- SELECT desired operating

frequency in "STBY" display.

2. NAV TRANSFER BUTTON -- PRESS to transfer desired

frequency from the "STBY" display into the "NAV" display.

3. Speaker Selector (on audio control panel) -- SET to desired

mode..

4. NAV Volume Control --

a. ADJUST to desired audio level.

b. PULL out to identify station.

VOR OPERATION:

Channel the NAV Receiver to the desired VOR and monitor the

audio to positively identify the station. To select an OBS course,

turn the OBS knob to set the desired course under the lubber line.

When a signal is received, the NAV flag will pull out of view and

show a "TO" or "FROM" flag as appropriate for the selected

course.

LOC OPERATION

Localizer circuitry is energized when the NAV Receiver is

channeled to an ILS frequency. Monitor the LOC audio and

positively identify the station. The NAV flag will be out of view when

the signal is of sufficient strength to be usable.

Feb 28/00

S1-13

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 1 - FAA APPROVED

MODEL 172R

GLIDESLOPE OPERATION

The glideslope receiver is automatically channeled when a

localizer frequency is selected. A separate warning flag is provided

to indicate usable signal conditions.

PILOT CONFIGURATION

This mode can be accessed by pressing and holding the NAV

Mode Button for more than 2 seconds and then pressing the Nav

Frequency Transfer Button for an additional

2 seconds, while

continuing to hold the NAV Mode Button. When the Pilot Config

Mode is entered the unit will show the "SWRV" mnemonic which is

the unit software revision level. Adjustment pages can be accessed

by MODE button presses.

The pilot may adjust two parameters in the pilot configuration, the

display minimum brightness and sidetone volume level. Minimum

Brightness (BRIM) will have a range of 0-255. The dimmest is 0

and the brightest is 255. Sidetone volume level is adjusted when

SIDE is displayed. Values from 0-255 may be selected with 0 being

least volume, 255 being the greatest.

Adjustment

Mnemonic

Min Level

Max Level

Software Revision Number

SWRV

- - -

Minimum Display Brightness

BRIM

255

Sidetone Level

SIDE

255

S1-14

Dec 2/96

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 1 - FAA APPROVED

Subsequent presses of the MODE button sequences through

SWRV, BRIM, SIDE, and then back to SWRV.

Pressing the NAV Transfer Button momentarily exits Pilot

configuration mode. The NAV returns to its pre-Pilot Config state

with the new brightness and sidetone levels stored in nonvolatile

memory.

SECTION 5

PERFORMANCE

There is no change to the airplane performance when this

avionic equipment is installed. However, the installation of an

externally mounted antenna, or several related antennas, will result

in a minor reduction in cruise performance.

Dec 2/96

S1-15/(S1-16 Blank)

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 2 - FAA APPROVED

MODEL 172R

SUPPLEMENT 2

BENDIX/KING KT 76C TRANSPONDER with BLIND

ENCODER

The following Log of Effective Pages provides the date of issue

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

the Supplement. Pages which are affected by the current

revision will carry the date of that revision

Revision Level

Date of Issue

0 (Original)

Dec. 2, 1996

Feb. 28, 2000

LOG OF EFFECTIVITY PAGES

_______________________________

PAGE

DATE

PAGE

DATE

Title (S2-1)

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S2-5

Dec 2/96

S2-10 Blank

Dec 2/96

SERVICE BULLETIN CONFIGURATION LIST

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

the operation of the airplane, and have been incorporated into

this supplement. This list contains only those Service Bulletins

that are currently active.

Airplane

Unit

Revision

Incorporated

Number Title

Effectivity

Incorporation

In Airplane

S2-2

Feb 28/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 2 - FAA APPROVED

SUPPLEMENT

BENDIX/KING KT 76C TRANPONDER

with BLIND ENCODER

SECTION 1

GENERAL

The Bendix/King Transponder (Type KT 76C), shown in Figure

1, is the airborne component of an Air Traffic Control Radar Beacon

System (ATCRBS). The transponder enables the ATC ground

controller to “see” and identify more readily the aircraft on the

radarscope. The blind encoder (SSD120-20) (also shown in Figure

1) enables the transponder to automatically report aircraft altitude to

ATC.

The Bendix/King Transponder system consists of a panel-

mounted unit and an externally-mounted antenna. The transponder

receives interrogating pulse signals on 1030 MHz and transmits

coded pulse-train reply signals on 1090 MHz. It is capable of

replying to Mode A (aircraft identification) and also to Mode C

(altitude reporting) interrogations on a selective reply basis on any

4096 information code selections. When a panel-mounted

SSD120-20 Blind Encoder (not part of KT

76C Transponder

system) is included in the avionic configuration, the transponder can

provide altitude reporting in 100-foot increments between -1000 and

+20,000 feet.

The KT 76C features microprocessor and LSI (Large Scale

Integrated) control. Mode and code selection are performed using

the rotary knob and numeric buttons and all functions including the

flight level altitude are presented on a gas discharge display. All

display segments are automatically dimmed by a photocell type

sensor.

Feb 28/00

S2-3

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 2 - FAA APPROVED

1. IDENT BUTTON (IDT) - When depressed, selects special

identifier pulse to be transmitted with transponder reply to

effect immediate identification of the airplane on the ground

controller’s display.

("R" will illuminate steadily for

approximately 18 seconds. Button illumination is controlled by

the avionic light dimming rheostat.

2. ALTITUDE DISPLAY - Displays the pressure altitude on the

left side of the display. The display is in hundreds of feet.

"FL" is annunciated to indicate Flight Level altitude. Flight

Level is a term to indicate that the altitude is not true altitude,

but barometric altitude which is not corrected for local

pressure. For Example, "FL-040" corresponds to an altitude

of 4000 feet, meaning sea level pressure of 29.92 inches of

mercury.

The Flight Level altitude is only displayed when the altitude

reporting is enabled, i.e. in Altitude mode. If an invalid code

from the altimeter is detected dashes will appear in the

altitude window. Altitude reporting is disabled if the altitude

window is blank or has dashes.

Figure 1. Bendix/King KT 76C Transponder with Blind Encoder

(Sheet 1 of 2)

Dec 2/96

S2-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 2 - FAA APPROVED

MODEL 172R

MODE ANNUNCIATORS - Displays the operating mode of the

transponder.

REPLY INDICATOR (R) - “R” is illuminated momentarily when

the transponder is replying to a valid interrogation and during

the 18 ±2 seconds following the initiation of an Ident.

MODE SELECTOR KNOB - Controls application of power and

selects transponder operating mode as follows:

OFF - Turns set off.

SBY - Turns set on for standby power and code selection.

“SBY” is annunciated.

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

display segments will illuminate.

ON - Turns set on and enables transponder to transmit

Mode A (aircraft identification) reply pulses. ON is

annunciated.

ALT - Turns set on and enables transponder to transmit

either Mode A (aircraft identification) reply pulses and

Mode C (altitude reporting) pulses selected

automatically by the interrogating signal. ALT is

annunciated.

VFR CODE BUTTON (VFR) - Pressing the VFR Button will

cause a pre-programmed Mode A reply code to supersede

whatever Mode A reply code was previously in use. Button

illumination is controlled by the RADIO LT dimming rheostat

CLEAR BUTTON (CLR) -- Pressing the CLR button will delete

the last Mode A code digit entered.

NUMERIC KEYS 0-7 - Selects assigned Mode A reply code.

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

Figure 1. Bendix/King KT 76C Transponder with Blind Encoder

(Sheet 2 of 2)

S2-6

Feb 28/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 2 - FAA APPROVED

SECTION 2

LIMITATIONS

There is no change to the airplane limitations when this avionic

equipment is installed.

SECTION 3

EMERGENCY PROCEDURES

TO TRANSMIT AN EMERGENCY SIGNAL:

1. Mode Selector Knob -- ALT.

2. Numeric Keys 0-7 -- SELECT 7700 operating code.

TO TRANSMIT A SIGNAL REPRESENTING LOSS OF ALL COM-

MUNICATIONS (WHEN IN A CONTROLLED ENVIRONMENT):

1. Mode Selector Knob -- ALT.

2. Numeric Keys 0-7 -- SELECT 7600 operating code.

SECTION 4

NORMAL PROCEDURES

BEFORE TAKEOFF:

1. Mode Selector Knob -- SBY.

TO TRANSMIT MODE A (AIRCRAFT IDENTIFICATION) CODES IN

FLIGHT:

1. Numeric Keys 0-7 -- SELECT assigned code..

Feb 28/00

S2-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 2 - FAA APPROVED

MODEL 172R

2. Mode Selector Knob -- ON.

NOTES

• During normal operation with Mode Selector Knob

in ON position, reply indicator flashes, indicating

transponder replies to interrogations.

• Mode A reply codes are transmitted in ALT also;

however, Mode C codes are suppressed when the

Mode Selector Knob is positioned to ON.

3. IDT Button -- DEPRESS momentarily when instructed by

ground controller to “squawk IDENT”

("R" will illuminate

steadily indicating IDENT operation).

TO TRANSMIT MODE C (ALTITUDE REPORTING) CODES IN

FLIGHT:

1. Transponder Code Selector Knob -- SELECT assigned code.

2. Mode Selector Knob -- ALT.

NOTES

• When directed by ground controller to “stop

altitude squawk”, turn Mode Selector Knob to ON

for Mode A operation only.

• Altitude transmitted by the transponder for altitude

squawk and displayed on the KT 76C panel is

pressure altitude (referenced to

29.92") and

conversion to indicated altitude is done in the

ATC computers.

TO SELF-TEST TRANSPONDER OPERATION:

1. Mode Selector Knob -- TST Check all displays.

2. Mode Selector Knob -- SELECT desired function.

S2-8

Dec 2/96

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 2 - FAA APPROVED

TO PROGRAM VFR CODE:

1. Mode Selector Knob -- SBY.

2. Numeric Keys 0-7 -- SELECT desired VFR code.

3. IDT Button -- PRESS AND HOLD.

a. VFR Code Button -- PRESS (while still holding IDT button)

to place new VFR code in nonvolatile memory for

subsequent call up.

SECTION 5

PERFORMANCE

There is no change to the airplane performance when this

avionic equipment is installed. However, the installation of an

externally-mounted antenna, or related external antennas, will result

in a minor reduction in cruise performance.

Dec 2/96

S2-9/(S2-10 Blank)

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3 - FAA APPROVED

MODEL 172R

SUPPLEMENT 3

BENDIX/KING KMA 26 AUDIO SELECTOR PANEL

The following Log of Effective Pages provides the date of issue

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

the Supplement. Pages which are affected by the current

revision will carry the date of that revision

Revision Level

Date of Issue

0 (Original)

Dec. 2, 1996

Feb. 28, 2000

LOG OF EFFECTIVITY PAGES

_______________________________

PAGE

DATE

PAGE

DATE

Title (S3-1)

Feb 28/00

S3-5

Dec 2/96

S3-2

Feb 28/00

S3-6

Dec 2/96

S3-3

Dec 2/96

S3-7

Feb 28/00

S3-4

Dec 2/96

S3-8

Dec 2/96

SERVICE BULLETIN CONFIGURATION LIST

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

the operation of the airplane, and have been incorporated into

this supplement. This list contains only those Service Bulletins

that are currently active.

Airplane

Unit

Revision

Incorporated

Number Title

Effectivity

Incorporation

In Airplane

S3-2

Feb 28/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 3 - FAA APPROVED

SUPPLEMENT

BENDIX/KING KMA 26 AUDIO SELECTOR PANEL

SECTION 1

GENERAL

The Bendix/King KMA 26 Audio Selector Panel is a combination

audio amplifier, an audio distribution panel intercom, and a marker

beacon receiver. The audio amplifier is for amplification of the

audio signals for the speaker system. All receiver audio distribution

functions are controlled by two rows of pushbuttons. A rotary

selector switch on the right side of the console connects the

microphone to either EMG, Com 1, Com 2, Com 3 or PA (Unused

position). All operating controls are shown and described in Figure

A crystal-controlled superheterodyne marker beacon receiver

with 3-light presentation is incorporated within the unit. Dimming

circuitry for the marker lamps automatically adjusts brightness

appropriate to the cockpit ambient light level. Hi and Lo sensitivity

and lamp test functions are also provided.

Light dimming for the audio control panel is manually controlled

by the RADIO light rheostat knob.

MARKER FACILITIES

MARKER

IDENTIFYING TONE

LIGHT*

Inner,

Continuous 6 dots/sec (3000 Hz)

White

Airway &

Fan

Middle

Alternate dots and dashes (1300 Hz)

Amber

Outer

2 dashes/sec (400 Hz)

Blue

*When the identifying tone is keyed, the

respective indicating light will blink

accordingly.

Dec 2/96

S3-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3 - FAA APPROVED

MODEL 172R

1. MARKER BEACON ANNUNCIATOR LIGHTS -- The three-light marker

beacon receiver built into the KMA 26 gives a visual and aural signal

when the ship's antenna passes over a 75 MHz beacon. The blue,

amber, and white lights on the faceplate, as well as the audio tones,

identify the beacon type.

INNER, AIRWAY and FAN -- Light illuminates white to indicate passage

of ILS inner, airway or fan marker beacons.

OUTER -- Light illuminates blue to indicate passage of outer marker

beacon.

MIDDLE -- Light illuminates amber to indicate passage of middle

marker beacon.

2. PHOTOCELL FOR AUTOMATIC DIMMING OF MARKER BEACON

LIGHTS AND SELECT BUTTON -- The photocell in the faceplate

automatically dims the marker lights as well as the green annunciators

in the Speaker Audio Select Buttons for night operation.

3. MARKER BEACON SENSITIVITY LAMP AND TEST SWITCH --The

"MKR" Audio Select button must be pushed so that the green

annunciator is illuminated for the marker beacon to receive to provide

an audio signal at beacon passage. When this switch is on "HI SENS"

(upper) position, the high sensitivity is selected which permits you to

hear the outer marker tone about a mile out. At this point you may

select the the "LO SENS" (middle) position to temporarily silence the

tone. It will start to sound again when you are closer to the marker,

giving you a more precise indication of its location.

Figure 1. Bendix/King KMA 26 Audio Selector Panel (Sheet 1 of 3)

S3-4

Dec 2/96

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 3 - FAA APPROVED

AUDIO SELECT BUTTONS -- Push button audio selection is available

for three Communications receivers ("COM 1", "COM 2", and "COM

3"), two Navigation receivers

("NAV

1" and "NAV

2"), the internal

Marker Beacon receiver

("MKR"), one DME, one ADF, and one

additional auxiliary receiver

("AUX"). The "AUX" position could be

used, for example, for a second DME or ADF. When a receiver's

audio is selected, the green annunciator illuminates at the bottom of

the button. Push the button again to deselect the receiver's audio.

MICROPHONE SELECTOR SWITCH (MIC) -- Used to select the

desired transmitter for the cockpit microphones. The "C1", "C2", and

"C3" positions are for transmitting on the Com 1, Com 2, and Com 3

communications transceivers, respectively. The "EMG" (emergency)

position is used to bypass the KMA 26's audio amplifier and directly

connects Com 1 to the pilot's microphone and headphones. This

provides a fail-safe method of communication should the unit fail. The

"PA" position may be selected when the aircraft is configured with a

passenger address capability.

The "Auto Com" feature always

provides automatic headphone audio selection to match the Com

transmitter in use. To add speaker audio, simply push the Speaker

Select Switch (inner right knob) to the "in" position. Pulling the switch

to the "out" position removes speaker audio.

SPEAKER SELECT (PUSH SPKR) SWITCH -- With the Speaker Select

Switch pushed in, both headphone and cabin speaker audio will be

heard. Headphone audio is active full-time. Headphone audio cannot

be deselected.

MONITOR SELECT (MONI) BUTTON -- When activated, if Com 1 is

selected on the Microphone Selector Switch then Com

2 audio is

automatically routed to the speaker. Or if Com 2 is selected on the

Microphone Selector Switch, then Com 1 is routed to the speaker.

Pressing the "MONI" button again will disable the feature. Initially

when "MONI" is selected the green annunciators in the button flash for

approximately

5 seconds, then remains steady while the Com

annunciation returns to its previous state.

CREW INTERCOM VOLUME (VOL CREW) KNOB and INTERCOM VOX

SENSITIVITY SET (INTERCOM PUSH VOX) SWITCH -- Inside knob

adjusts Pilot and Copilot intercom volume. Intercom operation is voice

activated (VOX), where intercom becomes active automatically when a

crew member or passenger begins to speak. Set the intercom VOX

squelch by momentarily pressing and releasing the left inner knob

when no one is speaking.

Figure 1. Bendix/King KMA 26 Audio Selector Panel (Sheet 2 of 3)

Dec 2/96

S3-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3 - FAA APPROVED

MODEL 172R

9. PASSENGER INTERCOM VOLUME (VOL PASS) KNOB -- Adjusts

passenger intercom volume.

10. INTERCOM MODE SELECT SWITCH

-- Has three modes "ALL",

"CREW", AND "PILOT" which are selected with the toggle switch on

the lower left side on the faceplate. In the "ALL" position the pilot,

copilot, and passengers are all on the same intercom "loop" and

everyone hears the radios. In the "CREW" position the pilot and

copilot are on one intercom loop and can hear the radios while the

passengers have their own dedicated intercom and do not hear the

radios. In the "PILOT" mode the pilot hears the radios but is isolated

from the intercom while the copilot and passengers are on the same

intercom loop and do not hear the radios.

When either the "ALL" or "CREW" intercom modes are selected, the

pilot's and copilot's intercom volume is controlled by rotating the Crew

Intercom Volume Knob (left inner knob) while the passenger's volume

is controlled by rotating the Passenger Intercom Volume Knob (left

outer knob). When the "PILOT" intercom mode is selected, the

copilot's and passenger's volume is controlled with the Passenger

Intercom Volume Knob. Remember, the volume knobs on the KMA 26

control intercom volume only, not the receiver's volume.

11. MARKER MUTE BUTTON -- Mutes currently active marker beacon

audio.

Figure 1. Bendix/King KMA 26 Audio Selector Panel (Sheet 3 of 3)

S3-6

Dec 2/96

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 3 - FAA APPROVED

SECTION 2

LIMITATIONS

There is no change to the airplane limitations when this avionic

equipment is installed.

SECTION 3

EMERGENCY PROCEDURES

In the event of a failure of the audio amplifier in the KMA 26, as

evidenced by the inability to transmit in COM 1, 2 or 3.

1. MIC Selector Switch -- EMG.

NOTE

This action bypasses the KMA

26 audio amplifier and

connects the pilot's mic/head set directly to COM 1.

SECTION 4

NORMAL PROCEDURES

AUDIO CONTROL SYSTEM OPERATION:

1. MIC Selector Switch -- Turn to desired transmitter.

2. SPEAKER and Audio Select Button(s) -- SELECT desired

receiver(s).

NOTES

Rotation of the MIC selector switch selects the Com audio

automatically.

Feb 28/00

S3-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 3 - FAA APPROVED

MODEL 172R

MARKER BEACON RECEIVER OPERATION:

1. TEST Position -- HOLD toggle down momentarily to verify all

lights are operational.

2. SENS Selections -- Select HI sensitivity for airway flying or LO

for ILS/LOC approaches.

SECTION 5

PERFORMANCE

There is no change to the airplane performance when this

avionic equipment is installed. However, the installation of an

externally mounted antenna or related external antennas, will result

in a minor reduction in cruise performance.

S3-8

Dec 2/96

Pilot's Operating Handbook and

FAA Approved Airplane Flight Manual

CESSNA MODEL 172R

AIRPLANES 172R80001 AND ON

SUPPLEMENT 4

POINTER MODEL 3000-11 OR MODEL 4000-11

EMERGENCY LOCATOR TRANSMITTER.

SERIAL NO.

REGISTRATION NO.

This supplement must be inserted into Section

9 of the Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual when the Pointer Model

3000-11 or Model

4000-11 Emergency Locator Transmitter is installed. The

Pointer Model 4000-11 Emergency Locator Transmitter is approved for use only

in the USA, Canada and Japan.

FAA APPROVAL

Date: 3 April 2000

Member of GAMA

2 December 1996

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

Revision 3 - 7 July 2003

172RPHUS-S4-03

S4-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 4 - FAA APPROVED

MODEL 172R

SUPPLEMENT 4

POINTER MODEL 3000-11 OR MODEL 4000-11

EMERGENCY LOCATOR TRANSMITTER (ELT)

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

supplement. Pages affected by the current revision are indicated by

an asterisk (*) preceeding the page number.

Supplement Status

Date

Original Issue

30 December 2000

Revision 1

28 June 2002

Revision 2

31 October 2002

Revision 3

7 July 2003

APPROVED BY

DATE OF APPROVAL

LOG OF EFFECTIVE PAGES

Page

Revision

Status

Number

* S4-1 thru S4-3

Revision

S4-4 thru S4-9/S4-10

Revision

_______________________________________

SERVICE BULLETIN CONFIGURATION LIST

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

the operation of the airplane, and have been incorporated into

this supplement. This list contains only those Service Bulletins

that are currently active.

Airplane

Serial

Revision

Incorporated

Number Title

Effectivity

Incorporation

In Airplane

S4-2

Revision 3

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 4 - FAA APPROVED

SUPPLEMENT 4

POINTER MODEL 3000-11 OR MODEL 4000-11

EMERGENCY LOCATOR TRANSMITTER (ELT)

SECTION 1

GENERAL

This supplement provides information which must be observed

when operating the Pointer Model

3000-11 or Model

4000-11

Emergency Locator Transmitter. The Pointer Model

4000-11

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

Canada and Japan.

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

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

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

state transmitter powered by a battery pack consisting of five

alkaline "C" cell batteries and is automatically activated by a

deceleration sensing inertia "G" switch, which is designed to

activate when the unit senses longitudinal inertia forces as required

in TSO-C91A. Also, a remote switch/annunciator is installed on the

top right hand side of the copilot's instrument panel for control of

the ELT from the flight crew station. The annunciator, which is in

the center of the rocker switch, illuminates when the ELT transmitter

is transmitting. The ELT emits an omni-directional signal on the

international distress frequencies of 121.5 MHz and 243.0 MHz.

General aviation and commercial aircraft, the FAA and CAP monitor

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

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

Lexon case with carrying handle and is mounted behind the aft

cabin partition wall on the right side of the tailcone. To gain access

to the unit, unfasten the turn fasteners on the aft cabin partition.

The ELT is operated by a control panel at the forward facing end of

the unit or by the remote switch/annunciator located on the top right

hand portion of the copilot's instrument panel (see Figure 1).

Power for the transmitter is provided by an alkaline battery pack

inside the transmitter case.

Revision 3

S4-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 4 - FAA APPROVED

MODEL 172R

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

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

following reasons:

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

(including any inadvertent activation of unknown duration).

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

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

inadvertent activation of known duration).

c. On or before battery replacement date. Battery replacement

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

transmitter.

2685P6011

2685P6012

Figure 1. Pointer Model 3000-11 Emergency Locator Transmitter

1. REMOTE CABLE JACK

-- Connects to ELT remote

switch/annunciator located on the copilot's instrument panel.

2. ANTENNA RECEPTACLE -- Connects to antenna mounted on

top of tailcone.

3. TRANSMITTER ANNUNCIATOR LIGHT -- Illuminates red to

indicate the transmitter is transmitting a distress signal.

4. MASTER FUNCTION SELECTOR SWITCH (3-position toggle

switch):

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

switch senses a predetermined deceleration level.

ON --

Activates transmitter instantly.

Used for test

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

position bypasses the automatic activation switch.

(The red annunciator in the center of the remote

switch/annunciator should illuminate).

S4-4

Revision 2

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 4 - FAA APPROVED

OFF/RESET -- Deactivates transmitter during handling,

following rescue and to reset the automatic

activation function. (The red annunciator in

the center of the remote switch/annunciator

should extinguish).

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

ON --

Remotely activates the transmitter for test or

emergency situations.

Red annunciator in

center of rocker switch illuminates to indicate

that the transmitter is transmitting a distress

signal.

AUTO --

Arms transmitter for automatic activation if "G"

switch senses a predetermined deceleration

level.

RESET --

Deactivates and rearms transmitter after

automatic activation by the "G" switch. Red

annunciator in center of rocker switch should

extinguish.

Figure 2. Pointer Model 4000-11 Emergency Locator Transmitter

(ELT).

1. REMOTE CABLE JACK

-- Connects to ELT remote

switch/annunciator located on the copilot's instrument panel.

2. ANTENNA RECEPTACLE -- Connects to antenna mounted on

top of tailcone.

3. TRANSMITTER ANNUNCIATOR LIGHT -- Illuminates red to

indicate the transmitter is transmitting a distress signal.

Revision 2

S4-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 4 - FAA APPROVED

MODEL 172R

4. MASTER FUNCTION SELECTOR SWITCH (3-position toggle

switch):

ON --

Activates transmitter instantly. Used for test

purposes and if "G" switch is inoperative. The

ON position bypasses the automatic activation

switch. (The red annunciator in the center of

the

remote

switch/annunciator

should

illuminate).

AUTO --

Arms transmitter for automatic activation if "G"

switch senses a predetermined deceleration

level.

OFF/RESET -- Deactivates transmitter during handling,

following rescue and to reset the automatic

activation function. (The red annunciator in the

center of the remote switch/annunciator should

extinguish).

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

ON --

Remotely activates the transmitter for test or

emergency situations.

Red annunciator in

center of rocker switch illuminates to indicate

that the transmitter is transmitting a distress

signal.

AUTO --

Arms transmitter for automatic activation if "G"

switch senses a predetermined deceleration

level.

RESET --

Deactivates and rearms transmitter after

automatic activation by the "G" switch. Red

annunciator in center of rocker switch should

extinguish.

SECTION 2

LIMITATIONS

Refer to Section 2 of the Pilot's Operating Handbook (POH).

S4-6

Revision 2

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 4 - FAA APPROVED

SECTION 3

EMERGENCY PROCEDURES

Before performing a forced landing, especially in remote and

mountainous areas, activate the ELT transmitter by positioning the

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

center of the rocker switch should be illuminated.

Immediately after a forced landing where emergency assistance

is required, the ELT should be utilized as follows:

NOTE

The ELT remote switch/annunciator system could be

inoperative if damaged during a forced landing.

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

However, to turn the ELT OFF and ON again requires

manual switching of the master function selector switch

which is located on the ELT unit.

1. ENSURE ELT ACTIVATION:

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

if annunciator light is already on.

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

threat of fire or explosion), turn ON and select 121.5 MHz.

If the ELT can be heard transmitting, it is working properly.

c. Ensure that antenna is clear of obstructions.

NOTE

When the ELT is activated, a decreasing tone will

be heard before the typical warbling tone begins.

2. PRIOR TO SIGHTING RESCUE AIRCRAFT

-- Conserve

airplane battery. Do not activate radio transceiver.

3. AFTER SIGHTING RESCUE AIRCRAFT -- Position remote

switch/annunciator to the RESET position and release to the

AUTO position to prevent radio interference. Attempt contact

with rescue aircraft with the radio transceiver set to a

frequency of 121.5 MHz. If no contact is established, return

the remote switch/annunciator to the ON position immediately.

4. FOLLOWING RESCUE -- Position remote switch/annunciator

to the AUTO position, terminating emergency transmissions.

Revision 2

S4-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 4 - FAA APPROVED

MODEL 172R

SECTION 4

NORMAL PROCEDURES

As long as the remote switch/annunciator is in the AUTO position

and the ELT master function selector switch remains in the AUTO

position, the ELT automatically activates when the unit senses

longitudinal inertia forces as required in TSO-C91A.

Following a lightning strike, or an exceptionally hard landing, the

ELT may activate although no emergency exists. If the remote

switch/annunciator illuminates, the ELT has inadvertently activated

itself. Another way to check is to select 121.5 MHz on the radio

transceiver and listen for an emergency tone transmission. If the

remote switch/annunciator is illuminated or an emergency tone is

heard, position the remote switch/annunciator in the RESET position

and release to the AUTO position.

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

INSPECTION/TEST

1. The emergency locator transmitter should be tested every 100

hours.

NOTE

Test should only be conducted within the first

minutes of each hour.

2. Disconnect antenna cable from ELT.

3. Turn airplane battery switch and avionics power switches ON.

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

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

annunciator should illuminate. Permit only three emergency

tone transmissions, then immediately reposition the remote

switch/annunciator to the RESET position and release to the

AUTO position.

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

position. Verify that the transmitter annunciator light on the

ELT and the remote switch/annunciator on the instrument

panel are illuminated.

S4-8

Revision 2

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 4 - FAA APPROVED

7. Place the ELT master function selector switch in the

OFF/RESET position.

8. Reposition ELT master function selector switch to AUTO.

9. Reconnect antenna cable to ELT.

A TEST WITH THE ANTENNA CONNECTED

SHOULD BE APPROVED AND CONFIRMED BY

THE NEAREST CONTROL TOWER.

NOTE

Without its antenna connected, the ELT will produce

sufficient signal to reach the airplane transceiver,

yet it will not disturb other communications or

damage output circuitry.

After accumulated test or operation time equals 1 hour,

battery pack replacement is required.

IN-FLIGHT MONITORING AND REPORTING

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

while in flight to assist in identifying possible emergency ELT

transmissions.

On receiving a signal, report the following

information to the nearest air traffic control facility:

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

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

3. Your position at maximum signal strength.

4. Your flight altitude and frequency on which the emergency

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

positions should be given relative to a navigation aid. If the

aircraft has homing equipment, provide the bearing to the

emergency signal with each reported position.

SECTION 5

PERFORMANCE

There is no change in airplane performance when the ELT is

installed.

Revision 2

S4-9/S4-10

Pilot's Operating Handbook and

FAA Approved Airplane Flight Manual

CESSNA MODEL 172R

AIRPLANES 172R80001

AND ON

SUPPLEMENT 5

BENDIX/KING KLN 89B

GLOBAL POSITIONING SYSTEM (IFR)

SERIAL NO.

REGISTRATION NO.

This supplement must be inserted into Section

9 of the Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual when the Global Positioning

System is installed.

FAA APPROVAL

Date: June 22, 1999

Member of GAMA

2 December 1996

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

Revision 2 - 15 March 1999

172RPHUS-S5-02

S5-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 5 - FAA APPROVED

MODEL 172R

SUPPLEMENT 5

BENDIX/KING KLN 89B GLOBAL POSITIONING

SYSTEM (IFR)

The following Log of Effective Pages provides the date of issue

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

the Supplement. Pages which are affected by the current

revision will carry the date of that revision

Revision Level

Date of Issue

0 (Original)

Dec. 2, 1996

July 15, 1998

Mar. 15, 1999

LOG OF EFFECTIVITY PAGES

_______________________________________

PAGE

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Title (S5-1)

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CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 5 - FAA APPROVED

SUPPLEMENT 5

BENDIX/KING KLN 89B GLOBAL POSITIONING

SYSTEM (IFR)

SERVICE BULLETIN CONFIGURATION LIST

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

the operation of the airplane, and have been incorporated into

this supplement. This list contains only those Service Bulletins

that are currently active.

Airplane Unit Revision

Incorporated

Number Title

Effectivity

Incorporation In Airplane

SB98-34- KLN 89B

172R80001

7/15/98

NAVIGATION

THRU

SYSTEM IFR

172R80601

NON-

PRECISION

APPROACH

LIMITATION

July 15/98

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SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 5 - FAA APPROVED

MODEL 172R

SUPPLEMENT

BENDIX/KING KLN 89B

GPS NAVIGATION SYSTEM (IFR)

SECTION 1

GENERAL

THE KLN

89B IS NOT AUTHORIZED FOR

INSTRUMENT APPROACHES UNLESS THE

OPERATIONAL

REVISION

STATUS

UPGRADED TO "ORS 02" OR LATER, AS READ

ON THE POWER-ON PAGE, AND THE HOST

SOFTWARE IS UPGRADED TO "HOST 00880-

0004" OR LATER, AS READ ON THE KLN 89B

OTH 6 PAGE.

The KLN 89B GPS (Global Positioning System) is a three-

dimensional precision navigation system based on 24 earth orbiting

satellites. Receiver Autonomous Integrity Monitoring (RAIM) is a

function that every IFR-certified GPS receiver must continuously

perform to assure position accuracy. RAIM is available when 5 or

more of these satellites are in view, or 4 satellites are in view and a

barometrically corrected altitude input from the airplane's altimeter

is made. Annunciation is provided if there are not enough satellites

in view to assure position integrity.

Operational guidance for the KLN 89B GPS Navigation System is

provided with the Bendix/King KLN 89B Pilot's Guide (supplied with

the airplane). This Pilot's Guide should be thoroughly studied and

VFR operations conducted so that you are totally familiar with the

GPS system of navigation before actually using this equipment in

IFR conditions.

S5-4

July 15/98

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 5 - FAA APPROVED

The database card is an electronic memory containing

information on airports, navaids, intersections, SID's, STAR's,

instrument approaches, special use airspace, and other items of

interest to the pilot.

Every 28 days, Bendix/King receives new database information

from Jeppesen Sanderson for the North American database region.

This information is processed and downloaded onto the database

cards. Bendix/King makes these database card updates available

to KLN 89B GPS users.

THE DATABASE MUST BE UPDATED ONLY

WHILE THE AIRCRAFT IS ON THE GROUND.

THE KLN

89B DOES NOT PERFORM ANY

NAVIGATION FUNCTION WHILE THE DATABASE

IS BEING UPDATED.

NOTE

A current database is required by regulation in order to

use the KLN

89B GPS system for nonprecision

approaches.

Provided the KLN 89B navigation system is receiving adequate

usable signals, it has been demonstrated capable of and has been

shown to meet the accuracy specifications of: VFR/IFR en route

oceanic and remote, en route domestic, terminal, and instrument

approach (GPS, Loran-C, VOR, VOR-DME, TACAN, NDB, NDB-

DME, RNAV) operation within the U.S. National Airspace System,

North Atlantic Minimum Navigation Performance Specifications

(MNPS) Airspace and latitudes bounded by 74° North and 60°

South using the WGS-84 (or NAD 83) coordinate reference datum in

accordance with the criteria of AC 20-138, AC 91-49, and AC 120-

33.

Navigation data is based upon use of only the global

positioning system (GPS) operated by the United States.

July 15/98

S5-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 5 - FAA APPROVED

MODEL 172R

NOTE

Aircraft using GPS for oceanic IFR operations may use the

KLN 89B to replace one of the other approved means of

long range navigation. A single KLN 89B GPS installation

may also be used on short oceanic routes which require

only one means of long-range navigation.

NOTE

FAA approval of the KLN

89B does not necessarily

constitute approval for use in foreign airspace.

NOTE

When the KLN

89B contains receiver software RCVR

01621-0001 (or higher dash number), as verified on the

OTH 6 page, the unit is qualified for BRNAV (Basic Area

Navigation) operation in the European region in accordance

with the criteria of AC 90-96. (Reference ICAO Doc 7030

Regional Supplementary Procedures, JAA Technical

Guidance Leaflet AMJ20X2 and Eurocontrol RNAV

Standard Doc

003-93 Area Navigation Equipment

Operational Requirements and Functional Requirements

(RNAV).)

S5-6

Mar 15/99

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 5 - FAA APPROVED

0585C1042

1. GPS MESSAGE (MSG) ANNUNCIATOR LIGHT -- MSG will

begin flashing whenever the message prompt (a large "M" on

the left side of the screen) on the KLN 89B GPS unit begins

flashing to alert the pilot that a message is waiting. Press the

Message (MSG) key on the GPS to display the message. If a

message condition exists which requires a specific action by

the pilot, the message annunciator will remain on but will not

flash.

2. GPS WAYPOINT (WPT) ANNUNCIATOR LIGHT

-- GPS

WAYPOINT annunciator will begin to flash approximately 36

seconds prior to reaching a Direct-To waypoint. Also, when

turn anticipation is enabled in the KLN 89B GPS unit, the

annunciator will begin to flash

20 seconds prior to the

beginning of turn anticipation, then illuminate steady at the

very beginning of turn anticipation.

Figure 1. GPS Annunciator/Switch (Sheet 1 of 3)

July 15/98

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SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 5 - FAA APPROVED

MODEL 172R

TURN ANTICIPATION IS AUTOMATICALLY

DISABLED FOR FAF WAYPOINTS AND THOSE

USED EXCLUSIVELY IN SID/STARS WHERE

OVERFLIGHT IS REQUIRED. FOR WAYPOINTS

SHARED

BETWEEN

SID/STARS

AND

PUBLISHED EN ROUTE SEGMENTS (REQUIRING

OVERFLIGHT IN THE SID/STARS), PROPER

SELECTION ON THE PRESENTED WAYPOINT

PAGE IS NECESSARY TO PROVIDE ADEQUATE

ROUTE PROTECTION ON THE SID/STARS.

GPS APPROACH (GPS, APR) SWITCH -- Pressing the GPS

APPROACH switch manually selects or disarms the approach

ARM mode and also cancels the approach ACTV mode after

being automatically engaged by the KLN 89B GPS system.

The white background color of the GPS APPROACH

annunciator makes it visible in daylight.

ARM ANNUNCIATOR LIGHT

-- ARM annunciator will

illuminate when the KLN

89B GPS system automatically

selects the approach ARM mode or when the approach ARM

mode is manually selected. The approach ARM mode will be

automatically selected when the airplane is within 30 NM of an

airport, and an approach is loaded in the flight plan for that

airport. The approach ARM mode can manually be selected

at a greater distance than 30 NM from the airport by pressing

the GPS APPROACH switch; however, this will not change the

CDI scale until the airplane reaches the 30 NM point. The

approach ARM mode can also be disarmed by pressing the

GPS APPROACH switch.

ACTIVE (ACTV) ANNUNCIATOR LIGHT -- ACTV annunciator

will illuminate when the KLN 89B GPS system automatically

engages the approach ACTV mode (the ACTV mode can only

be engaged by the KLN 89B GPS system which is automatic.)

To cancel the approach ACTV mode, press the GPS

APPROACH switch; this will change the mode to the approach

ARM mode and illuminate the ARM annunciator.

Figure 1. GPS Annunciator/Switch (Sheet 2 of 3)

S5-8

July 15/98

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 5 - FAA APPROVED

NAV/GPS SWITCH -- Toggles from Nav 1 to GPS and vice

versa to control the type of navigation data to be displayed on

the CDI (Course Deviation Indicator). The No. 1 CDI Omni

Bearing Selector (OBS) provides analog course input to the

KLN

89B in OBS mode when the NAV/GPS

switch/annunciator is in GPS. When the NAV/GPS switch

annunciation is in NAV, GPS course selection in OBS mode is

digital through the use of the controls and display at the KLN

89B.

NOTE

Manual CDI course centering in OBS mode using the

control knob can be difficult, especially at long

distances. Centering the Course Deviation Indicator

(CDI) needle can best be accomplished by pressing the

Direct-To button and then manually setting the No. 1

CDI course to the course value prescribed in the KLN

89B displayed message.

NOTE

The Directional Gyro heading (HDG) bug must also be

set to provide proper course datum to the autopilot if

coupled to the KLN 89B in LEG or OBS. (When the

optional HSI is installed, the HSI course pointer provides

course datum to the autopilot.)

NAVIGATION SOURCE (NAV) ANNUNCIATOR -- The NAV

annunciator will illuminate steady to inform the pilot that NAV

1 information is being displayed on the NAV 1 CDI.

NAVIGATION SOURCE (GPS) ANNUNCIATOR -- The GPS

annunciator will illuminate steady to inform the pilot that GPS

information is being displayed on the NAV 1 CDI.

Figure 1. GPS Annunciator/Switch (Sheet 3 of 3)

July 15/98

S5-9

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 5 - FAA APPROVED

MODEL 172R

SECTION 2

LIMITATIONS

The KLN 89B GPS Pilot's Guide, P/N 006-08786-0000, dated

May, 1995 (or later applicable revision) must be available to the

flight crew whenever IFR GPS navigation is used.

The

Operational Revision Status (ORS) of the Pilot's Guide must

match the ORS level annunciated on the Self Test page.

IFR Navigation is restricted as follows:

a. The system must utilize ORS level 01 or later FAA approved

revision.

b. The data on the self test page must be verified prior to use.

c. IFR en route and terminal navigation is prohibited unless the

pilot verifies the currency of the database or verifies each

selected waypoint for accuracy by reference to current

approved data.

d. The system must utilize ORS Level 02 or later FAA approved

revision to conduct nonprecision instrument approaches. In

addition, the software level status found on page OTH 6 must

be "HOST 00880-0004" or later. Instrument approaches must

be accomplished in accordance with approved instrument

approach procedures that are retrieved from the KLN 89B

database. The KLN

89B database must incorporate the

current update cycle.

1) The KLN

89B Quick Reference, P/N

006-08787-0000,

dated

5/95 (or later applicable to revision) must be

available to the flight crew during instrument approach

operations.

2) Instrument approaches must be conducted in the approach

mode and RAIM must be available at the Final Approach

Fix.

S5-10

July 15/98

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 5 - FAA APPROVED

3) APR ACTV mode must be annunciated at the Final

Approach Fix.

4) Accomplishment of ILS, LOC, LOC-BC, LDA, SDF, and

MLS approaches are not authorized.

5) When an alternate airport is required by the applicable

operating rules, it must be served by an approach based

on other than GPS or Loran-C navigation.

6) The KLN 89B can only be used for approach guidance if

the reference coordinate datum system for the instrument

approach is WGS-84 or NAD-83. (All approaches in the

KLN 89B database use the WGS-84 or the NAD-83

geodetic datum).

e. For BRNAV operations in the European region:

1) With 23 (24 if the altitude input to the KLN 89B is not

available) or more satellites projected to be operational for

the flight, the aircraft can depart without further action.

2) With 22 (23 if the altitude input to the KLN 89B is not

available) or fewer satellites projected to be operational for

the flight, the availability of the GPS integrity (RAIM) should

be confirmed for the intended flight (route and time). This

should be obtained from a prediction program run outside

of the aircraft. The prediction program must comply with

the criteria of Appendix 1 of AC90-96. In the event of a

predicted continuous loss of RAIM of more than 5 minutes

for any part of the intended flight, the flight should be

delayed, cancelled, or rerouted on a track where RAIM

requirements can be met.

NOTE

AlliedSignal's Preflight, Version 2.0 or later computer based

prediction program may be used for the RAIM prediction.

Alternate methods should be submitted for approval in

accordance with Advisory Circular AC90-96.

Mar 15/99

S5-11

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 5 - FAA APPROVED

MODEL 172R

f. The aircraft must have other approved navigation equipment

appropriate to the route of flight installed and operational.

PLACARDS

Use of the KLN 89B without the Operational Revision Status

upgrade to "ORS 02" or later is limited to VFR and IFR enroute

only. The following information must be presented in the form of

placards when the airplane is equipped with a KLN 89B unit that

has not been upgraded.

1. On the instrument panel near the KLN 89B unit:

GPS NOT APPROVED

FOR IFR APPROACH

This placard is not required with an Operational Revision Status

upgrade to "ORS 02" or later as read on the Power-On page and

host software upgrade to "HOST 00880-0004" or later as read on

the OTH 6 page.

SECTION 3

EMERGENCY PROCEDURES

There are no changes to the basic airplane emergency

procedures when the KLN 89B GPS is installed.

1. If the KLN 89B GPS information is not available or invalid, utilize

remaining operational navigation equipment as required.

2. If a "RAIM NOT AVAILABLE" message is displayed while

conducting an instrument approach, terminate the approach.

Execute a missed approach if required.

S5-12

Mar 15/99

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 5 - FAA APPROVED

3. If a "RAIM NOT AVAILABLE" message is displayed in the en

route or terminal phase of flight, continue to navigate using the

KLN

89B or revert to an alternate means of navigation

appropriate to the route and phase of flight. When continuing to

use the KLN 89B for navigation, position must be verified every

15 minutes using another IFR approved navigation system.

4. Refer to the KLN 89B Pilot's Guide, Appendices B and C, for

appropriate pilot actions to be accomplished in response to

annunciated messages.

SECTION 4

NORMAL PROCEDURES

OPERATION

Normal operating procedures are outlined in the KLN 89B GPS

Pilot's Guide, P/N 006-08786-0000, dated May, 1995, (or later

applicable revision). A KLN 89B Quick Reference, P/N 006-08787-

0000, dated May, 1995 (or later applicable revision) containing an

approach sequence, operating tips and approach related messages

is intended as well for cockpit use by the pilot familiar with KLN 89B

operations when conducting instrument approaches.

TO PREVENT THE POSSIBILITY OF TURN

ANTICIPATION

CAUSING

POTENTIALLY

MISLEADING

NAVIGATION

WHEN

THE

AIRCRAFT IS NOT ON COURSE, VERIFY THE CDI

COURSE AND CDI NEEDLE PRESENTATION IS

PROPER PRIOR TO TAKEOFF AND DO NOT

SWITCH FROM OBS TO LEG WITH GREATER

THAN 1 NM CROSS TRACK ERROR (XTK).

IF MISLEADING DATA IS SUSPECTED, A

DIRECT-TO OPERATION TO YOUR DESIRED

WAYPOINT WILL CLEAR ANY PREVIOUS OBS

COURSE, AND CANCEL TURN ANTICIPATION.

Mar 15/99

S5-13

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 5 - FAA APPROVED

MODEL 172R

NOTE

After the above Direct-To operation, further reorientation to

the nearest leg of the active flight plan may be

accomplished by pressing the Direct-To button followed by

pressing the Clear button and finally the Enter Button.

Refer to the Pilot's Guide section 4.2.2 for an explanation of

turn anticipation, and Appendix A - Navigation Terms for the

definition of cross track error (XTK).

AUTOPILOT COUPLED OPERATION

The KLN 89B may be coupled to the KAP 140 autopilot by first

selecting GPS on the NAV/GPS switch. Manual selection of the

desired track on the pilot's DG heading bug is required to provide

course datum to the KAP 140 autopilot. (Frequent course datum

changes may be necessary, such as in the case of flying a DME

arc.) The autopilot approach mode (APR) should be used when

conducting a coupled GPS approach.

NOTE

Select HDG mode for DME arc intercepts. NAV or APR

coupled DME arc intercepts can result in excessive

overshoots (aggravated by high ground speeds and/or

intercepts from inside the arc).

APPROACH MODE SEQUENCING AND RAIM PREDICTION

FAMILIARITY WITH THE EN ROUTE OPERATION

OF THE KLN 89B DOES NOT CONSTITUTE

PROFICIENCY IN APPROACH OPERATIONS. DO

NOT ATTEMPT APPROACH OPERATIONS IN

IMC

(INSTRUMENT

METEOROLOGICAL

CONDITIONS)

PRIOR

ATTAINING

PROFICIENCY IN THE USE OF THE KLN 89B.

S5-14

Mar 15/99

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 5 - FAA APPROVED

NOTE

The special use airspace alert will automatically be

disabled prior to flying an instrument approach to

reduce the potential for message congestion.

Prior to arrival, select a STAR if appropriate from the APT 7

page. Select an approach and an initial approach fix (IAF)

from the APT 8 page.

NOTE

Using the outer knob, select the ACT (Active Flight Plan

Waypoints) pages. Pull the inner knob out and scroll to

the destination airport, then push the inner knob in and

select the ACT 7 or ACT 8 page.

To delete or replace a SID, STAR or approach, select

FPL 0 page. Place the cursor over the name of the

procedure, press ENT to change it, or CLR then ENT to

delete it.

En route, check for RAIM availability at the destination airport

ETA on the OTH 3 page.

NOTE

RAIM must be available at the FAF in order to fly an

instrument approach. Be prepared to terminate the

approach upon loss of RAIM.

At or within 30 nm from the airport:

a. Verify automatic annunciation of APRARM.

b. Note automatic CDI needle scaling change from ±5.0 nm

to ±1.0 nm over the next 30 seconds.

c. Update the KLN 89B altimeter baro setting as required.

d. Internally the KLN 89B will transition from en route to

terminal integrity monitoring.

Mar 15/99

S5-15

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 5 - FAA APPROVED

MODEL 172R

4. Select NAV 4 page to fly the approach procedure.

a. If receiving radar vectors, or need to fly a procedure turn or

holding pattern, fly in OBS until inbound to the FAF.

NOTE

OBS navigation is TO-FROM (like a VOR) without

waypoint sequencing.

TO PREVENT THE POSSIBILITY OF TURN

ANTICIPATION

CAUSING

POTENTIALLY

MISLEADING

NAVIGATION

WHEN

THE

AIRCRAFT IS NOT ON COURSE, DO

NOT

SWITCH FROM OBS TO LEG WITH GREATER

THAN 1 NM CROSS TRACK ERROR (XTK).

b. NoPT routes including DME arc's are flown in LEG. LEG

is mandatory from the FAF to the MAP.

NOTE

Select HDG mode for DME arc intercepts. NAV or APR

coupled DME arc intercepts can result in excessive

overshoots (aggravated by high ground speeds and/or

intercepts from inside the arc).

FLYING FINAL OUTBOUND FROM AN OFF-

AIRPORT

VORTAC

OVERLAY

APPROACH; BEWARE OF THE DME DISTANCE

INCREASING ON FINAL APPROACH, AND THE

GPS DISTANCE-TO-WAYPOINT DECREASING,

AND NOT MATCHING THE NUMBERS ON THE

APPROACH PLATE.

S5-16

Mar 15/99

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 5 - FAA APPROVED

At or before 2 nm from the FAF inbound:

a. Select the FAF as the active waypoint, if not accomplished

already.

b. Select LEG operation.

Approaching the FAF inbound (within 2 nm):

a. Verify APR ACTV.

b. Note automatic CDI needle scaling change from ±1.0 nm

to ±0.3 nm over the 2 nm inbound to the FAF.

c. Internally the KLN

89B will transition from terminal to

approach integrity monitoring.

Crossing the FAF and APR ACTV is not annunciated:

a. Do not descend.

b. Execute the missed approach.

Missed Approach:

a. Climb.

b. Navigate to the MAP (in APRARM if APR ACTV is not

available).

NOTE

There is no automatic LEG sequencing at the MAP.

c. After climbing in accordance with the published missed

approach procedure, press the Direct To button, verify or

change the desired holding fix and press ENT.

Mar 15/99

S5-17

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 5 - FAA APPROVED

MODEL 172R

GENERAL NOTES

• The database must be up to date for instrument approach

operation.

• Only one approach can be in the flight plan at a time.

• Checking RAIM prediction for your approach while en route using

the OTH

3 page is recommended. A self check occurs

automatically within 2 nm of the FAF. APR ACTV is inhibited

without RAIM.

• Data cannot be altered, added to or deleted from the approach

procedures contained in the database. (DME arc intercepts may

be relocated along the arc through the NAV 4 or the FPL 0

pages).

• Some approach waypoints do not appear on the approach

plates (including in some instances the FAF).

• Waypoint suffixes in the flight plan:

i --

IAF

f --

FAF

m -- MAP

h -- missed approach holding fix.

•The DME arc IAF (arc intercept waypoint) will be on your present

position radial off the arc VOR when you load the IAF into the flight

plan, or the beginning of the arc if currently on a radial beyond the

arc limit. To adjust the arc intercept to be compatible with a

current radar vector, bring up the arc IAF waypoint in the NAV 4

page scanning field or under the cursor on the FPL 0 page, press

CLR, then ENT. Fly the arc in LEG. Adjust the heading bug (if

autopilot coupled) and CDI course with reference to the desired

track value on the NAV 4 page (it will flash to remind you).

Left/right CDI needle information is relative to the arc. Displayed

distance is not along the arc but direct to the active waypoint. (The

DME arc radial is also displayed in the lower right corner of the

NAV 4 page.)

S5-18

Mar 15/99

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 5 - FAA APPROVED

• The DME arc IAF identifier may be unfamiliar. Example: D098G

where 098 stands for the 098° radial off the referenced VOR,

and G is the seventh letter in the alphabet indicating a 7 DME

arc.

• APRARM to APR ACTV is automatic provided that:

a. You are in APRARM (normally automatic).

b. You are in LEG mode.

c. The FAF is the active waypoint.

d. Within 2 nm of the FAF.

e. Outside of the FAF.

f. Inbound to the FAF.

g. RAIM is available.

• Direct-To operation between the FAF and MAP cancels APR

ACTV. Fly the missed approach in APRARM.

• Flagged navigation inside the FAF may usually be restored (not

guaranteed) by pressing the GPS APR button changing from

ACTV to ARM. Fly the missed approach.

• The instrument approach using the KLN 89B may be essentially

automatic starting 30 nm out (with a manual baro setting update)

or it may require judicious selection of the OBS and LEG modes.

• APRARM may be canceled at any time by pressing the GPS APR

button. (A subsequent press will reselect it.)

SECTION 5

PERFORMANCE

There is no change to the airplane performance when this avionics

equipment is installed. However, installation of an externally-

mounted antenna or related external antennas, will result in a minor

reduction in cruise performance.

Mar 15/99

S5-19/(S5-20 blank)

Pilot's Operating Handbook and

FAA Approved Airplane Flight Manual

CESSNA MODEL 172R

AIRPLANES 172R80001 AND ON

SUPPLEMENT 6

BENDIX/KING KR87

AUTOMATIC DIRECTION FINDER

SERIAL NO.

REGISTRATION NO.

This supplement must be inserted into Section

9 of the Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual when the Automatic

Direction Finder is installed.

FAA APPROVAL

Date: 3 April 2000

Member of GAMA

2 December 1996

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

Revision 1 - 28 February 2000

172RPHUS-S6-01

S6-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 6 - FAA APPROVED

MODEL 172R

SUPPLEMENT 6

BENDIX/KING KR 87 AUTOMATIC DIRECTION

FINDER (ADF)

The following Log of Effective Pages provides the date of issue

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

the Supplement. Pages which are affected by the current

revision will carry the date of that revision

Revision Level

Date of Issue

0 (Original)

Dec. 2, 1996

Feb. 28, 2000

LOG OF EFFECTIVITY PAGES

_______________________________________

PAGE

DATE

PAGE

DATE

Title (S6-1)

Feb 28/00

S6-7

Dec 2/96

S6-2

Feb 28/00

S6-8

Dec 2/96

S6-3

Feb 28/00

S6-9

Dec 2/96

S6-4

Dec 2/96

S6-10

Dec 2/96

S6-5

Dec 2/96

S6-11

Feb 28/00

S6-6

Dec 2/96

S6-12

Dec 2/96

SERVICE BULLETIN CONFIGURATION LIST

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

the operation of the airplane, and have been incorporated into

this supplement. This list contains only those Service Bulletins

that are currently active.

Airplane Unit Revision

Incorporated

Number Title

Effectivity

Incorporation In Airplane

S6-2

Feb 28/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 6 - FAA APPROVED

SUPPLEMENT

BENDIX/KING KR 87 AUTOMATIC DIRECTION

FINDER (ADF)

SECTION 1

GENERAL

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

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

kHz digital tuning in the frequency range of 200-kHz to 1799-kHz

and eliminates the need for mechanical band switching. The

system is comprised of a receiver, a built-in electronics timer, a

bearing indicator, and a KA-44B combined loop and sense antenna.

Operating controls and displays for the Bendix/King Digital ADF are

shown and described in Figure

1. The audio system used in

conjunction with this radio for speaker-phone selection is shown and

described in Supplement 3 of this handbook.

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

and homing procedures, and for aural reception of amplitude-

modulated (AM) signals.

The "flip-flop" frequency display allows switching between pre-

selected "STANDBY" and "ACTIVE" frequencies by pressing the

frequency transfer button. Both pre-selected frequencies are stored

in a non-volatile memory circuit (no battery power required) and

displayed in large, easy-to-read, self-dimming gas discharge

numerics. The active frequency is continuously displayed in the left

window, while the right window will display either the standby

frequency or the selected readout from the built-in electronic timer.

The built-in electronic timer has two separate and independent

timing functions. An automatic flight timer that starts whenever the

unit is turned on. This timer functions up to 59 hours and 59

minutes. An elapsed timer which will count up or down for up to 59

minutes and 59 seconds. When a preset time interval has been

programmed and the countdown reaches :00, the display will flash

for 15 seconds. Since both the flight timer and elapsed timer

operate independently, it is possible to monitor either one without

disrupting the other. The pushbutton controls and the bearing

indicators are internally lighted. Intensity is controlled by the RADIO

light dimming rheostat.

Feb 28/00

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SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 6 - FAA APPROVED

1. ANT/ADF MODE ANNUNCIATOR

Antenna (ANT) is

selected by the "out" position of the ADF button. This mode

improves the audio reception and is usually used for station

identification. The bearing pointer is deactivated and will park

in the 90° relative position. Automatic Direction Finder (ADF)

mode is selected by the depressed position of the ADF button.

This mode activates the bearing pointer. The bearing pointer

will point in the direction of the station relative to the aircraft

heading.

2. IN-USE FREQUENCY DISPLAY -- The frequency to which the

ADF is tuned is displayed here. The active ADF frequency can

be changed directly when either of the timer functions is

selected.

3. BFO (Beat Frequency Oscillator) ANNUNCIATOR -- The BFO

mode, activated and annunciated when the "BFO" button is

depressed, permits the carrier wave and associated morse

code identifier broadcast on the carrier wave to be heard.

NOTE

CW signals (Morse Code) are unmodulated and no audio

will be heard without use of BFO. This type of signal is not

used in the United States air navigation. It is used in some

foreign countries and marine beacons.

4. STANDBY FREQUENCY/FLIGHT TIME OR ELAPSED TIME

ANNUNCIATION -- When FRQ is displayed the STANDBY

frequency is displayed in the right hand display. The

STANDBY frequency is selected using the frequency select

knobs. The selected STANDBY frequency is put into the

ACTIVE frequency windows by pressing the frequency transfer

button. Either the standby frequency, the flight timer, or the

elapsed time is displayed in this position. The flight timer and

elapsed timer are displayed replacing the standby frequency

which goes into "blind" memory to be called back at any time

by depressing the FRQ button. Flight time or elapsed time are

displayed and annunciated alternatively by depressing the

FLT/ET button.

Figure 1. KR 87 Automatic Direction Finder (ADF) (Sheet 2 of 4)

Dec 2/96

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SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 6 - FAA APPROVED

MODEL 172R

5. FLIGHT TIMER AND ELAPSED TIMER MODE ANNUNCIATION -- Either

the elapsed time (ET) or flight time (FLT) mode is annunciated here.

FREQUENCY SELECT KNOBS -- Selects the standby frequency when

FRQ is displayed and directly selects the active frequency whenever

either of the time functions is selected. The frequency selector knobs

may be rotated either clockwise or counterclockwise. The small knob is

pulled out to tune the 1's. The small knob is pushed in to tune the 10's.

The outer knob tunes the 100's with rollover into the 1000's up to 1799.

These knobs are also used to set the desired time when the elapsed

timer is used in the countdown mode.

ON/OFF/VOLUME CONTROL SWITCH (ON/OFF/VOL)

-- Controls

primary power and audio output level. Clockwise rotation from OFF

position applies primary power to the receiver; further clockwise

rotation increases audio level. Audio muting causes the audio output to

be muted unless the receiver is locked on a valid station.

SET/RESET ELAPSED TIMER BUTTON (SET/RST) -- The set/reset

button when pressed resets the elapsed timer whether it is being

displayed or not.

FLIGHT TIMER/ELAPSED TIMER MODE SELECTOR BUTTON

(FLT/ET) -- The Flight Timer/Elapsed Time mode selector button when

pressed alternatively selects either Flight Timer mode or Elapsed Timer

mode.

10.

FREQUENCY TRANSFER BUTTON (FRQ) -- The FRQ transfer button

when pressed exchanges the active and standby frequencies. The new

frequency becomes active and the former active frequency goes into

standby.

11.

BFO (Beat Frequency Oscillator) BUTTON -- The BFO button selects

the BFO mode when in the depressed position. (See note under item

3).

12.

ADF BUTTON -- The ADF button selects either the ANT mode or the

ADF mode. The ANT mode is selected with the ADF button in the out

position. The ADF mode is selected with the ADF button in the

depressed position.

Figure 1. KR 87 Automatic Direction Finder (ADF) (Sheet 3 of 4

S6-6

Dec 2/96

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 6 - FAA APPROVED

13. LUBBER LINE -- Indicates relative or magnetic heading of the

aircraft. The heading must be manually input by the pilot with

the heading (HDG) knob.

14. COMPASS CARD -- Manually rotatable card that indicates

relative or magnetic heading of aircraft, as selected by HDG

knob.

15. BEARING POINTER -- Indicates relative or magnetic bearing

to station as selected by HDG knob. If the relative heading of

North (N) is manually selected under the lubber line by the

pilot, then the bearing pointer indicates the relative bearing to

the station. If the aircraft's magnetic heading is selected

under the lubber line by the pilot, then the bearing pointer

indicates the magnetic bearing to the station.

16. HEADING KNOB (HDG) --Rotates card to set in relative or

magnetic heading of aircraft.

Figure 1. KR 87 Automatic Direction Finder (ADF) (Sheet 4 of 4)

Dec 2/96

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SECTION 9 - SUPPLEMENTS

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SUPPLEMENT 6 - FAA APPROVED

MODEL 172R

SECTION 2

LIMITATIONS

There is no change to airplane limitations when the KR 87 ADF

is installed.

SECTION 3

EMERGENCY PROCEDURES

There are no changes to the basic airplane emergency

procedures when the KR 87 ADF is installed.

SECTION 4

NORMAL PROCEDURES

TO OPERATE AS AN AUTOMATIC DIRECTION FINDER:

1. OFF/VOL Control -- ON.

2. Frequency Selector Knobs -- SELECT desired frequency in

the standby frequency display.

3. FRQ Button -- PRESS to move the desired frequency from the

standby to the active position.

4. ADF Selector Switch (on audio control panel) -- SELECT as

desired.

5. OFF/VOL Control -- SET to desired volume level and identify

that desired station is being received.

6. ADF Button -- SELECT ADF mode and note relative bearing

on indicator.

ADF TEST (PRE-FLIGHT or IN-FLIGHT):

1. ADF Button -- SELECT ANT mode and note pointer moves to

90° position.

2. ADF Button -- SELECT ADF mode and note the pointer moves

without hesitation to the station bearing. Excessive pointer

sluggishness, wavering or reversals indicate a signal that is

too weak or a system malfunction.

S6-8

Dec 2/96

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 6 - FAA APPROVED

TO OPERATE BFO:

1. OFF/VOL Control -- ON.

2. BFO Button -- PRESS on.

3. ADF Selector Buttons (on audio control panel) -- SET to

desired mode.

4. VOL Control -- ADJUST to desired listening level.

NOTE

A 1000-Hz tone and Morse Code identifier is heard in

the audio output when a CW signal is received.

TO OPERATE FLIGHT TIMER:

1. OFF/VOL Control -- ON.

2. FLT/ET Mode Button -- PRESS (once or twice) until FLT is

annunciated. Timer will already be counting since it is

activated by turning the unit on.

3. OFF/VOL Control -- OFF and then ON if it is desired to reset

the flight timer.

TO OPERATE AS A COMMUNICATIONS RECEIVER ONLY:

1. OFF/VOL Control -- ON.

2. ADF Button -- SELECT ANT mode.

3. Frequency Selector Knobs -- SELECT desired frequency in

the standby frequency display.

4. FRQ Button -- PRESS to move the desired frequency from the

standby to the active position.

5. ADF Selector Buttons (on audio control panel) -- SET to

desired mode.

6. VOL Control -- ADJUST to desired listening level.

Dec 2/96

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SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 6 - FAA APPROVED

MODEL 172R

TO OPERATE ELAPSED TIME TIMER-COUNT UP MODE:

1. OFF/VOL Control -- ON.

2. FLT/ET Mode Button -- PRESS (once or twice) until ET is

annunciated.

3. SET/RST Button -- PRESS momentarily to reset elapsed timer

to zero.

NOTE

The Standby Frequency which is in memory while Flight

Time or Elapsed Time modes are being displayed may

be called back by pressing the FRQ button, then

transferred to active use by pressing the FRQ button

again.

TO OPERATE ELAPSED TIME TIMER-COUNT DOWN MODE:

1. OFF/VOL Control -- ON.

2. FLT/ET Mode Button -- PRESS (once or twice) until ET is

annunciated.

3. SET/RST Button -- PRESS until the ET annunciation begins to

flash.

4. FREQUENCY SELECTOR KNOBS -- SET desired time in the

elapsed time display. The small knob is pulled out to tune the

1's. The small knob is pushed in to tune the 10's. The outer

knob tunes minutes up to 59 minutes.

NOTE

Selector knobs remain in the time set mode for

seconds after the last entry or until the SET/RST,

FLT/ET or FRQ button is pressed.

5. SET/RST Button -- PRESS to start countdown. When the

timer reaches 0, it will start to count up as display flashes for

15 seconds.

NOTE

While FLT or ET are displayed, the active frequency on

the left side of the window may be changed, by using

the frequency selector knobs, without any effect on the

stored standby frequency or the other modes.

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Dec 2/96

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 6 - FAA APPROVED

ADF OPERATION NOTES:

ERRONEOUS ADF BEARING DUE TO RADIO FREQUENCY

PHENOMENA:

In the U.S., the FCC, which assigns AM radio frequencies,

occasionally will assign the same frequency to more than one

station in an area. Certain conditions, such as Night Effect, may

cause signals from such stations to overlap. This should be taken

into consideration when using AM broadcast station for navigation.

Sunspots and atmospheric phenomena may occasionally distort

reception so that signals from two stations on the same frequency

will overlap. For this reason, it is always wise to make positive

identification of the station being tuned, by switching the function

selector to ANT and listening for station call letters.

ELECTRICAL STORMS:

In the vicinity of electrical storms, an ADF indicator pointer tends

to swing from the station tuned toward the center of the storm.

NIGHT EFFECT:

This is a disturbance particularly strong just after sunset and just

after dawn. An ADF indicator pointer may swing erratically at these

times. If possible, tune to the most powerful station at the lowest

frequency. If this is not possible, take the average of pointer

oscillations to determine relative station bearing.

MOUNTAIN EFFECT:

Radio waves reflecting from the surface of mountains may cause

the pointer to fluctuate or show an erroneous bearing. This should

be taken into account when taking bearings over mountainous

terrain.

COASTAL REFRACTION:

Radio waves may be refracted when passing from land to sea or

when moving parallel to the coastline. This also should be taken

into account.

Feb 28/00

S6-11

Pilot's Operating Handbook and

FAA Approved Airplane Flight Manual

CESSNA MODEL 172R

AIRPLANES 172R80001 AND ON

SUPPLEMENT 7

BENDIX/KING KAP 140

SINGLE AXIS AUTOPILOT

SERIAL NO.

REGISTRATION NO.

This supplement must be inserted into Section

9 of the Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual when the KAP 140 Single

Axis Autopilot is installed.

FAA APPROVAL

Date: 3 April 2000

Member of GAMA

2 DECEMBER 1996

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

Revision 4 - 31 October 2002

172RPHUS-S7-04

S7-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 7 - FAA APPROVED

MODEL 172R

SUPPLEMENT 7

BENDIX/KING KAP 140

SINGLE AXIS AUTOPILOT

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

this supplement. Pages affected by the current revision are

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

Supplement Status

Date

Original Issue

2 December 1996

Revision 1

28 February 1997

Revision 2

3 November 1997

Revision 3

28 February 2000

Revision 4

31 October 2002

LOG OF EFFECTIVE PAGES

Page

Revision

Status

Number

* Title (S7-1)

Revised

* S7-1 thru S7-5

Revised

S7-6 thru S7-7

Revised

* S7-8 thru S7-19

Revised

* S7-20

Added

S7-2

Revision 4

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 7 - FAA APPROVED

SUPPLEMENT 7

BENDIX/KING KAP 140

SINGLE AXIS AUTOPILOT

SERVICE BULLETIN CONFIGURATION LIST

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

operation of the airplane, and have been incorporated into this

supplement. This list contains only those Service Bulletins that are

currently active.

Airplane

Serial

Revision

Incorporated

Number

Title

Effectivity

Incorporation

In Airplane

KC-140-M1

KAP 140 AP

Revision 4

(Honeywell

Service Bulletin)

Revision 4

S7-3/(S7-4 blank)

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 7 - FAA APPROVED

SUPPLEMENT 7

BENDIX/KING KAP 140

SINGLE AXIS AUTOPILOT

SECTION 1

GENERAL

The Bendix/King KAP 140 is an all-electric, single-axis (aileron

control) autopilot system that provides lateral and directional control.

Components are a computer, a turn coordinator, an aileron actuator,

a course deviation indicator, and a directional indicator or HSI (if

installed).

Roll and yaw motions of the airplane are sensed by the turn

coordinator gyro. The computer computes the necessary correction

and signals the actuator to move the ailerons to maintain the

airplane in the commanded lateral attitude.

The KAP 140 will provide wing leveler, heading hold, NAV track,

and approach and backcourse lateral modes.

A lockout device prevents autopilot engagement until the system

has been successfully preflight tested. Automatic preflight self-test

begins with initial power application to the autopilot.

The following conditions will cause the autopilot to disengage:

A. Electric power failure.

B. Internal autopilot system failure.

C. Turn coordinator failure (flagged gyro).

D. Computer autopilot monitor that detects the R (ROLL) axis

annunciator.

The AVIONICS MASTER switch supplies power to the avionics bus

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

The AVIONICS MASTER switch also services as an emergency

autopilot (AP) shutoff.

Revision 4

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SUPPLEMENT 7 - FAA APPROVED

MODEL 172R

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

a failure in the roll axis and prevents engagement or

disengages the autopilot.

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

pushed* or pressed and held (approx

0.25 seconds)**,

engages autopilot if all preflight self test conditions are met.

The autopilot will engage in the basic ROL mode which

functions as a wings leveler. The AP button can also be used

to disengage the autopilot.

3. HEADING (HDG) MODE SELECTOR BUTTON

-- When

pushed, will select the Heading mode, which commands the

airplane to turn to and maintain the heading selected by the

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

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

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

used to toggle between HDG and ROL modes. This button

can also be used to engage the autopilot in HDG mode. For

airplane serials 17280001 thru 17281118 not incorporating

Honeywell Service Bulletin KC140-M1, this button will also

engage the autopilot in HDG mode.

* Airplane serials

17280001 thru

17281118 not incorporating

Honeywell Service Bulletin KC140-M1.

** Airplane serials

17280001 thru

17281118 incorporating

Honeywell Service Bulletin KC140-M1, and airplane serials

17281119 and on.

Figure 1. Bendix/King KAP 140 Autopilot, Operating Controls and

Indicators (Sheet 2 of 3)

S7-8

Revision 4

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MODEL 172R

SUPPLEMENT 7 - FAA APPROVED

NAVIGATION (NAV) MODE SELECTOR BUTTON -- When

pushed, will select the Navigation mode. This mode provides

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

signals as selected for presentation on the NAV#1 CDI or HSI

(if installed).

APPROACH (APR) MODE SELECTOR BUTTON -- When

pushed, will select the Approach mode. This mode provides

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

signals as selected for presentation on the NAV #1 CDI or HSI

(if installed). The greater tracking sensitivity of the APR mode

is recommended for instrument approaches.

BACK COURSE APPROACH (REV) MODE SELECTOR

BUTTON -- This button is active only when the coupled

navigation receiver is tuned to a LOC/ILS frequency. When

pushed, it will select the Back Course (BC) approach mode.

This mode functions indentically to the approach mode except

that the autopilot response to LOC signals is reversed.

HEADING SELECT KNOB (HDG) -- Positions the heading

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

the heading bug also provides course datum to the autopilot

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

addition to its more intuitive use in the HDG mode.

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

course radial to be tracked by the autopilot. (Note that the

HDG bug must also be positioned to the proper course to

capture and track the selected radial).

AUTOPILOT DISCONNECT (A/P DISC) SWITCH -- When

depressed will disengage the autopilot.

The autopilot

disconnect will be annunciated by a continuous two-second

tone accompanied by a flashing "AP" displayed on the

autopilot computer.

10. AUTOPILOT CIRCUIT BREAKER -- A 5-amp circuit breaker

supplying 28 VDC to the KAP 140 system.

Figure 1. Bendix/King KAP 140 Autopilot, Operating Controls and

Indicators (Sheet 3 of 3)

Revision 4

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SUPPLEMENT 7 - FAA APPROVED

MODEL 172R

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

12.AUTOPILOT ENGAGE

Annunciation** -- Illuminates

whenever the autopilot is engaged. Flashes during pilot

initiated or automatic disengagement.

Airplane serials

17280001 thru

17281118 not incorporating

Honeywell Service Bulletin KC140-M1.

Airplane serials

17280001 thru

17281118 incorporating

Honeywell Service Bulletin KC140-M1, and airplane serials

17281119 and on.

SECTION 2

LIMITATIONS

The following autopilot limitations must be adhered to:

1. The autopilot must be OFF during takeoff and landing.

2. During autopilot operation, the pilot, with seat belt fastened,

must be seated in the left front seat.

3. Continued autopilot system use is prohibited following

abnormal or malfunctioning operation, and prior to corrective

maintenance.

4. The entire PREFLIGHT procedure, outlined under Section 4,

including steps 1 through 6, must be successfully completed

prior to each flight. Use of the autopilot is prohibited prior to

completion of these tests.

5. KMA

28 audio amplifier PUSH OFF/EMG operation is

prohibited during normal operations.

NOTE

During emergency operation of the audio amplifier, the

PUSH OFF/EMG state of the KMA 28 will prevent flight

control system alerts from being heard.

S7-10

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SECTION 9 - SUPPLEMENTS

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SUPPLEMENT 7 - FAA APPROVED

SECTION 3

EMERGENCY PROCEDURES

The two step procedure listed under paragraph 1 should be

among the basic airplane emergency procedures that are

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

in accomplishing both steps without reference to this manual.

1. In case of Autopilot malfunction (accomplish Items a. and b.

simultaneously):

a. Airplane Control Wheel

-- GRASP FIRMLY and regain

aircraft control.

b. A/P DISC Switch -- PRESS and HOLD throughout recovery.

NOTE

The AVIONICS MASTER switch may be used as an

alternate means of removing power from the autopilot. In

addition to the above, power may be removed with the

Engage/Disengage button or the airplane MASTER switch. If

necessary perform steps a. and b. above, then turn off the

AVIONICS MASTER switch. Primary attitude, airspeed,

directional and altitude control instruments will remain

operational with either master switch OFF.

f DO NOT ATTEMPT TO RE-ENGAGE THE

AUTOPILOT FOLLOWING AN AUTOPILOT

MALFUNCTION.

f THE

PILOT

COMMAND

MUST

CONTINUOUSLY MONITOR THE AUTOPILOT

WHEN IT IS ENGAGED, AND BE PREPARED TO

DISCONNECT THE AUTOPILOT AND TAKE

IMMEDIATE CORRECTIVE ACTION - INCLUDING

MANUAL CONTROL OF THE AIRPLANE

AND/OR PERFORMANCE OF EMERGENCY

PROCEDURES - IF AUTOPILOT OPERATION IS

NOT AS EXPECTED OR IF AIRPLANE CONTROL

IS NOT MAINTAINED.

Revision 4

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SUPPLEMENT 7 - FAA APPROVED

MODEL 172R

AMPLIFIED EMERGENCY PROCEDURES

The following paragraphs are presented to supply additional

information for the purpose of providing the pilot with a more

complete understanding of the recommended course of action for

an emergency situation.

DO NOT ATTEMPT TO RE-ENGAGE THE

AUTOPILOT FOLLOWING AN AUTOPILOT

MALFUNCTION UNTIL CORRECTIVE SERVICE

ACTION HAS BEEN PERFORMED ON THE

SYSTEM.

An autopilot malfunction occurs when there is an uncommanded

deviation in the airplane flight path or when there is abnormal

control wheel movement. The main concern in reacting to an

autopilot malfunction, or to an automatic disconnect of the autopilot,

is in maintaining control of the airplane. Immediately grasp the

control wheel and press and hold down the A/P DISC switch

throughout the recovery. Manipulate the controls as required to

safely maintain operation of the airplane within all of its operating

limitations.The AVIONICS MASTER switch may be used as required

to remove all power from the Autopilot. With the AVIONICS

MASTER switch off, all flight instruments will remain operational;

however, communications, navigation, and identification equipment

will be inoperative.

Note that the emergency procedure for any malfunction is

essentially the same: immediately grasp the control wheel and

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

switch down.

It is important that all portions of the autopilot system are preflight

tested prior to each flight in accordance with the procedures

published herein in order to assure their integrity and continued safe

operation during flight.

A flashing mode annunciation on the face of the autopilot is

normally an indication of mode loss.

S7-12

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SUPPLEMENT 7 - FAA APPROVED

NOTE

An exception to this is HDG annunciation which will flash for

5 seconds along with steady NAVARM, APRARM, or

REVARM annunciation to remind the pilot to set the HDG

bug for course datum use.

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

button to terminate flashing. ROL will be displayed.

2. Flashing NAV, APR or REV -- Indicates a flagged navigation

source. If no NAV source is flagged, a failed heading mode

can be the cause. PRESS NAV, APR or REV button to

terminate flashing. ROL will be displayed.

NOTE

At the onset of mode annunciator flashing, the autopilot

has already reverted to a default mode of operation,

(i.e., ROL mode). An immediate attempt to reengage

the lost mode may be made if the offending navigation

flag has cleared.

Effects of instrument losses upon autopilot operation:

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

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

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

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

properly the autopilot heading and navigation mode will not

function correctly. Under these conditions, the only useable

lateral mode is ROL.

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

HSI fails to function properly the autopilot heading and

navigation mode will not function correctly. Under these

conditions, the only usable lateral mode is ROL.

Revision 4

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SUPPLEMENT 7 - FAA APPROVED

MODEL 172R

SECTION 4

NORMAL PROCEDURES

PREFLIGHT (PERFORM PRIOR TO EACH FLIGHT):

1. GYROS -- Allow time for the turn coordinator to come up to

speed, as evidenced by the turn coordinator flag being pulled

from view.

2. AVIONICS MASTER -- ON.

3. POWER APPLICATION AND SELF TEST

A self test is performed upon power application to the

computer. This test is a sequence of internal checks that

validate proper system operation prior to allowing normal

system operation. The sequence is indicated by "PFT" (pre-

flight test) with an increasing number for the sequence steps.

Successful completion of self test is identified by all display

segments being illuminated (Display Test) and the disconnect

tone sounding.

4. AUTOPILOT -- ENGAGE by pressing AP button.

5. FLIGHT CONTROLS -- MOVE left and right to verify that the

autopilot can be overpowered.

NOTE

Normal use will not require the autopilot to be overpowered.

6. A/P DISC Switch

-- PRESS. Verify that the autopilot

disconnects and tone sounds.

BEFORE TAKEOFF:

1. Autopilot -- OFF.

AUTOPILOT ENGAGEMENT:

1. AP Button -- PRESS. Note ROL annunciator on. If no other

modes are selected the autopilot will operate in the ROL

mode.

NOTE

Aircraft heading may change in ROL mode due to

turbulence.

S7-14

Revision 4

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SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 7 - FAA APPROVED

AUTOPILOT ENGAGEMENT:

1. AP Button -- PRESS. Note ROL annunciator on. If no other

modes are selected the autopilot will operate in the ROL

mode.

NOTE

Aircraft heading may change in ROL mode due to

turbulence.

HEADING HOLD

1. Heading Selector Knob -- SET bug to desired heading.

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

annunciator ON. Autopilot will automatically turn the aircraft to

the selected heading.

COMMAND TURNS (HEADING HOLD MODE ENGAGED)

1. Heading Selector Knob -- MOVE bug to the desired heading.

Autopilot will automatically turn the aircraft to the new selected

heading.

NAV COUPLING

1. When equipped with DG:

a. NAV#1 OBS Knob -- SELECT desired course.

b. NAV Mode Selector Button -- PRESS. Note NAVARM

annunciated.

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

course.

NOTE

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

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

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

button selection, a

45° intercept angle will then be

automatically established based on the position of the bug.

Revision 4

S7-15

CESSNA 172R NAV I/NAV II Skyhawk MODEL 172R. Information Manual (2016) - page 1