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

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 18

MODEL 172R

NAV I/NAV II

UKRAINIAN CERTIFIED AIRPLANES

GENERAL

This supplement must be placed in Section 9 of the basic Pilot’s

Operating Handbook and FAA Approved Airplane Flight Manual for

Ukrainian Certified Airplanes. The information contained herein

supplements the information of the basic Pilot’s Operating Handbook

and FAA Approved Airplane Flight Manual. Limitations, procedures,

and performance found in this supplement supersedes those found in

the basic Pilot’s Operating Handbook and FAA Approved Airplane

Flight Manual. For limitations, procedures, and performance

information not contained in this supplement, consult the basic Pilot’s

Operating Handbook and FAA Approved Airplane Flight Manual.

NOTE

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

14 CFR Part 135) are not applicable. The airplane must be

equipped and operated in accordance with applicable

Ukraine operational requirements.

FAA APPROVED

S18-4

U.S.

172RPHUS-S18-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 18

NAV I/NAV II

OPERATING LIMITATIONS

The following Limitations supersede and/or are in addition to the

Limitations set forth in the basic Pilot’s Operating Handbook and FAA

Approved Airplane Flight Manual:

Minimum Flight Crew:

One (1) Pilot (flying from left seat)

Maximum Number Of Seats:

Four (4)

Maximum Number Of Passengers:

Three (3) Passengers

The Nav I/Nav II Avionics Option equipped with the KAP 140 Single or

2 Axis Autopilot is approved for Category I ILS approach operations

only.

The Global Positioning Satellite (GPS) system is not approved for

approach.

Operation over water beyond the Maximum Glide distance from shore

is prohibited (Refer to the POH/AFM, Section 3, Figure 3-1).

A Flight Data Recorder (FDR) must be installed and operational for all

commercial transportation operations.

A portable COSPAS-SARSAT (406MHz) Emergency Radio Beacon

must be carried and operational for all operations over areas that are

difficult to access, certain regions that are rarely populated and when

flying over large bodies of water.

A HF radio must be installed and operational if airplane operates in

areas where communication through VHF radio stations cannot be

performed.

FAA APPROVED

172RPHUS-S18-00

U.S.

S18-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 18

MODEL 172R

NAV I/NAV II

OPERATING LIMITATIONS (Continued)

FUEL LIMITATIONS

Approved Fuels:

100LL (ASTM-D910)

100 (Formerly 100/130) (ASTM-D910)

B91/115 (GOST 1012-72)*

NOTE

* If Russian B91/115 fuel is used, the airplane must be

equipped with either float type or Gen 3.0 fuel level

senders.

See the latest revision of Lycoming Service Instruction No.1070 for

approved fuel grades.

Fuels must contain an anti-icing fuel additive (Isopropyl Alcohol or

DiEGME) in concentrations mixed as noted in Section 8 of the POH/

AFM.

MAXIMUM APPROVED OPERATING ALTITUDE

The maximum operating barometric altitude is limited to the following:

With Passengers

3000 m (9800 feet)

Flight Crew Only (30 Minutes Maximum)

3600 m (11,800 feet)

OUTSIDE AIR TEMPERATURE LIMITS

Ground operations limits for a cold day:

Minus 40°C

Ground operations limits for a hot day:

+40°C

(Continued Next Page)

FAA APPROVED

S18-6

U.S.

172RPHUS-S18-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 18

NAV I/NAV II

OPERATING LIMITATIONS (Continued)

TAXI OPERATIONAL LIMITS

Uncontaminated paved taxiway:

• Maximum wind velocity while taxiing:

14 m/s (27 Knots)

Paved taxiway contaminated with precipitation:

• Maximum wind velocity while taxiing:

3 m/s (5 Knots)

Refer to Section 4 of the POH/AFM for additional information on taxiing.

TAKEOFF AND LANDING OPERATIONAL LIMITS

Maximum Takeoff and Landing Altitude:

2438 m (8000 feet)

Maximum Headwind Velocity:

14 m/s (27 Knots)

Maximum Tailwind Velocity:

5 m/s (10 Knots)

Maximum crosswind velocity on

uncontaminated paved runway:

7m/s (15 Knots)

ALLOWABLE RUNWAY SURFACE CONDITIONS

1. Uncontaminated runway with paved surface.

2. Paved runway contaminated with precipitation (average depth

and types):

a. Water, less that 10.0 mm.

b. Slush, less than 10.0 mm.

c. Loose snow less than 30.0 mm.

3. Unpaved runway

a. Surface hardness not less than 7 kg/cm² with wheel fairings

installed.

b. Surface hardness not less than 5 kg/cm² with wheel fairings

removed.

c. Landing on contaminated unpaved runways is prohibited.

Operating with the landing gear fairings removed is recommended on

wet or unpaved runways when temperatures are near or below

freezing.

(Continued Next Page)

FAA APPROVED

172RPHUS-S18-00

U.S.

S18-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 18

MODEL 172R

NAV I/NAV II

OPERATING LIMITATIONS (Continued)

TAKEOFF AND LANDING OPERATIONAL LIMITS

(Continued)

MAXIMUM CROSSWIND ON CONTAMINATED RUNWAYS

Contaminated paved runways with:

Water, less than 10.0 mm

3 m/s (5 Knots)

Slush, less than 10.0 mm

3 m/s (5 Knots)

Loose snow, less than 30.0 mm

3 m/s (5 Knots)

Paved runway with less than 3 mm of water, snow or slush and braking

coefficient of friction(μ) of:

μ=0.3 (poor braking)

3 m/s (5 Knots)

μ=0.4 (average braking)

5 m/s (9 Knots)

μ=0.5 (good braking, dry or

equivalent to dry runway)

7 m/s (15 Knots)

NOTE

• For intermediate values of coefficient of friction (ȝ),

crosswind is to be estimated by interpolation.

• Operation is prohibited on a runway covered with ice at a

coefficient of friction ȝ < 0.3.

FAA APPROVED

S18-8

U.S.

172RPHUS-S18-00

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 18

MODEL 172R

NAV I/NAV II

EMERGENCY PROCEDURES

FORCED LANDINGS

If all attempts to restart the engine fail and a forced landing is imminent,

select a suitable field and prepare for the landing as discussed under

the Emergency Landing Without Engine Power checklist. Transmit

Mayday message on 121.5 MHz giving location, intentions and squawk

7700.

Before attempting an off airport landing with engine power available,

one should fly over the landing area at a safe, but low altitude, to

inspect the terrain for obstructions and surface conditions, proceeding

as discussed in the Precautionary Landing With Engine Power

checklist.

Prepare for ditching by securing or jettisoning heavy objects located in

the baggage area and collect folded coats for protection of occupants'

face at touchdown. Transmit Mayday messages on 121.5 MHz giving

location, intentions and squawk 7700. Avoid a landing flare because of

the difficulty in judging height over a water surface. The checklist

assumes the availability of power to make a precautionary water

landing. If power is not available, use of the airspeeds noted with

minimum flap extension will provide a more favorable attitude for a

power off ditching.

In a forced landing situation, do not turn off the MASTER switch or

AVIONICS switch until a landing is assured. Premature deactivation of

the switches will disable all airplane electrical systems.

FAA APPROVED

S18-10

U.S.

172RPHUS-S18-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 18

NAV I/NAV II

NORMAL PROCEDURES

BEFORE STARTING ENGINE

NOTE

• When flight over water surface is intended, the airplane

must be equipped with emergency ditching flotation

equipment as required by Operation Regulations.

• Life vests must be put on before boarding the airplane.

COLD SOAK

If extended exposure to cold weather is expected, refer to Maintenance

Manual, Model 172 Series 1996 and On, Chapter 12 Servicing, Section

12-30-00 Unscheduled Servicing-Description and Operation,

paragraph 3 Cold Soak, for procedures to prepare the airplane for cold

soak.

After extended exposure, for more than two hours, at temperatures

colder than Minus -10°C (14°F), refer to Maintenance Manual, Model

172 Series 1996 and On, Chapter 12 Servicing, Section 12-30-00

Unscheduled Servicing-Description and Operation, paragraph 3 Cold

Soak, for procedures of an airplane for preparing the airplane for flight.

Cold temperatures will affect control cable tension. See Chapter 27 of

the Maintenance Manual for flight control cable tensions. See Chapter

12 of the Maintenance Manual for information on lubrication and

greasing of moving parts. See Section 8 of the POH/AFM for correct

engine oil viscosity. See paragraphs on Cold Weather Operation in

Section 4 of the POH/AFM for additional information on procedures for

operating the airplane in cold temperatures.

When the outside temperature is less than Minus 34ºC, the airplane

batteries should be removed and stored in the warm conditions.

(Continued Next Page)

FAA APPROVED

172RPHUS-S18-00

U.S.

S18-11

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 18

MODEL 172R

NAV I/NAV II

NORMAL PROCEDURES (Continued)

COLD SOAK (Continued)

Engine must be preheated before starting if engine temperature is less

than Minus 6°C. Refer to Lycoming Service Instruction No. 1505 for

recommendation of an engine preheating procedures.

When the outside temperature is less than

0°C, moisture from

combustion can freeze on the engine spark plugs if the engine does not

continue to operate after it is started. This will prevent the engine from

starting again. Preheat the engine to more than 0°C before starting the

engine again.

Preheat the engine by directing warm air into the engine cowling inlets

behind the propeller. The temperature of the preheating air should not

be more than 120°C to prevent damage to the exterior paint. Open

flames are prohibited near the airplane.

Before takeoff, preheat the airplane cabin to more than Minus 30°C for

correct operation of the standby altimeter. If there is no warning that an

instrument is operating incorrectly, all other instruments will operate

down to the minimum temperature of the airplane.

Before operating the airplane, it is recommended to heat the cabin to a

comfortable temperature for the cabin occupants.

FAA APPROVED

S18-12

U.S.

172RPHUS-S18-00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 18

NAV I/NAV II

PERFORMANCE

TAKEOFF DISTANCE

The takeoff distance on a paved runway with no more than 3 mm of

precipitation is equal to dry runway takeoff distance.

The takeoff distance on a paved runway with precipitation greater than

3 mm is 20% greater than the dry runway takeoff distance.

LANDING DISTANCE

DRY RUNWAY - BASIC AIRFIELD

To determine the required landing distance for Ukrainian Certified

Airplanes on a dry paved runway, the dry runway landing distance listed

in Section 5, Performance, Short Field Landing Distance, Figure 5-11,

of the U.S. POH must be multiplied by 1.67.

DRY RUNWAY - DIVERSION OR ALTERNATE AIRFIELD

To determine the required landing distance for Ukrainian Certified

Airplanes on a dry paved runway, the dry runway landing distance listed

in Section 5, Performance, Short Field Landing Distance, Figure 5-11,

of the U.S. POH must be multiplied by 1.43.

CONTAMINATED RUNWAY

To determine the required landing distance for Ukrainian Certified

Airplanes on a contaminated paved runway, the Ukrainian-Factored dry

runway landing distance must be multiplied by 1.43.

WET RUNWAY

To determine the required landing distance for Ukrainian Certified

Airplanes on a wet paved runway, the Ukrainian-Factored dry runway

landing distance must be multiplied by 1.15.

For unpaved runway landing distance, refer to Section 5, Performance,

Short Field Landing Distance, Figure 5-11, of the U.S. POH for the

correction applied to grass runway landing distance.

FAA APPROVED

172RPHUS-S18-00

U.S.

S18-13/S18-14

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 18

NAV I/NAV II

LOG OF UKRAINE APPROVED SUPPLEMENTS

The following list contains Ukrainian SAA accepted supplements. Refer

to Log of Approved Supplements in the basic Pilot's Operating

Handbook and FAA Approved Airplane Flight Manual for revision

status.

Supplement

Name

Equipment

Number

Installed

Bendix/King KX 155A VHF NAV/COMM

with KI 208 or KI 209A Indicator Head

_____________

Bendix/King KT

76C Transponder with

Blind Encoder

_____________

Bendix/King KMA 26 Audio Selector Panel_____________

Pointer Model 3000-11 or Model 4000-11

Emergency Locator Transmitter (ELT)

_____________

Bendix/King KLN 89B Global Positioning

System (GPS)

_____________

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 Global Positioning

System (GPS)

_____________

Reserved

Bendix/King KCS-55A Slaved Compass

System with KI-525A Horizontal Situation

Indicator (HSI)

_____________

Reserved

Bendix/King KAP 140 2 Axis Autopilot

_____________

Bendix/King KT 73 Mode S Transponder

_____________

(Continued Next Page)

FAA APPROVED

172RPHUS-S18-00

U.S.

S18-15

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 18

MODEL 172R

NAV I/NAV II

LOG OF UKRAINE APPROVED SUPPLEMENTS

Supplement

Name

Equipment

Number

Installed

Reserved

Ukrainian Certified Airplanes

_____________

Bendix/King KLN

94 Global Positioning

System

_____________

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/COM

_____________

Bendix/King KDR 510 Flight Information

Services (FIS)

_____________

FAA APPROVED

S18-16

U.S.

172RPHUS-S18-00

Pilot's Operating Handbook and

FAA Approved Airplane Flight Manual

CESSNA MODEL 172R

AIRPLANES 17280852

AND ON

SUPPLEMENT 19

BENDIX/KING KLN 94

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: 14 December 2000

Member of GAMA

6 November 2000

CESSNA AIRCRAFT COMPANY

WICHITA, KANSAS, USA

Revision 4 - 4 June 2003

172RPHUS-S19-04

S19-1

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 19 - FAA APPROVED

MODEL 172R

SUPPLEMENT 19

BENDIX/KING KLN 94

GLOBAL POSITIONING SYSTEM (IFR)

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

this supplement. Pages affected by the current revision are

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

Supplement Status

Date

Original Issue

6 November 2000

Revision 1

18 December 2000

Revision 2

30 December 2000

Revision 3

22 January 2001

Revision 4

4 June 2003

LOG OF EFFECTIVE PAGES

Page

Revision

Number

Status

Number

* S19-1 thru S19-20

Revised

Revision 4

* S19-21/S19-22

Added

Revision 4

S19-2

Revision 4

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 19 - FAA APPROVED

MODEL 172R

SUPPLEMENT

BENDIX/KING KLN 94

GLOBAL POSITIONING SYSTEM (IFR)

SECTION 1

GENERAL

The KLN

94 Global Positioning System (GPS) 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 94 GPS Navigation System is

provided with the Bendix/King KLN 94 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 GPS

navigation before actually using this equipment in IFR conditions.

172R serial number

17281174 and On, automated Roll

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

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

Roll Steering coupling between the GPS and the Autopilot provides

area navigation with automatic course changes at flight plan

waypoints similar to Flight Management System (FMS) operations,

but without vertical navigation capability. The Roll Steering function

is similar to "turn anticipation" for the autopilot.

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

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

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

has an added input for the Roll Steering signal and additional

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

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

input of the KAP 140 Autopilot.

S19-4

Revision 4

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 19 - FAA APPROVED

Every 28 days, Bendix/King receives new aeronautical database

information from Jeppesen Sanderson for each database region.

This information is processed and downloaded onto the database

cards. Bendix/King makes these database card updates available

to KLN 94 GPS users.

The database card is an electronic memory containing

information on airports, navaids, intersections, DPs, STARs,

instrument approaches, special use airspace, and other items of

interest to the pilot.

THE DATABASE MUST BE UPDATED ONLY

WHILE THE AIRPLANE IS ON THE GROUND.

THE KLN

94 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 94 GPS system for non-precision

approaches.

Provided the KLN 94 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 enroute

oceanic and remote, enroute 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.

Revision 4

S19-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 19 - FAA APPROVED

MODEL 172R

NOTE

f Airplanes using GPS for oceanic IFR operations

may use the KLN 94 to replace one of the other

approved means of long range navigation. A single

KLN 94 GPS installation may also be used on

short oceanic routes which require only one means

of long-range navigation.

f FAA approval of the KLN 94 does not necessarily

constitute approval for use in foreign airspace.

f The KLN 94 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).)

S19-6

Revision 4

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 19 - 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 94 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 94 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

(Serials 17280852 thru 17280983) (Sheet 1 of 3)

Revision 4

S19-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 19 - FAA APPROVED

MODEL 172R

TURN ANTICIPATION IS AUTOMATICALLY

DISABLED FOR FAF WAYPOINTS AND THOSE

USED EXCLUSIVELY IN DP/STARS WHERE

OVERFLIGHT IS REQUIRED. FOR WAYPOINTS

SHARED BETWEEN DP/STARS AND PUBLISHED

ENROUTE

SEGMENTS

(REQUIRING

OVERFLIGHT IN THE DP/STARS), PROPER

SELECTION ON THE PRESENTED WAYPOINT

PAGE IS NECESSARY TO PROVIDE ADEQUATE

ROUTE PROTECTION ON THE DP/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 94 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 94 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 94 GPS system automatically

engages the approach ACTV mode (the ACTV mode can only

be engaged by the KLN 94 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

(Serials 17280852 thru 17280983) (Sheet 2 of 3)

S19-8

Revision 4

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 19 - 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 Course Deviation Indicator (CDI). The No. 1 CDI Omni

Bearing Selector (OBS) provides analog course input to the

KLN 94 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 94.

NOTE

f 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 94 displayed message.

f The Directional Indicator heading (HDG) bug must

also be set to provide proper course datum to the

autopilot if coupled to the KLN 94 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

(Serials 17280852 thru 17280983) (Sheet 3 of 3)

Revision 4

S19-9

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 19 - FAA APPROVED

MODEL 172R

1. HSI ANNUNCIATOR LIGHT -- This label is present when the

optional HSI is installed. The HSI course pointer provides

course datum to the autopilot.

2. 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.

3. 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.

4. 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 94 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 94.

Figure 2. GPS Annunciator/Switch

(Serials 17280984 and On) (Sheet 1 of 2)

S19-10

Revision 4

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 19 - FAA APPROVED

NOTE

f 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 94 displayed message.

f The Directional Indicator heading (HDG) bug must

also be set to provide proper course datum to the

autopilot if coupled to the KLN 94 in LEG or OBS.

(When the optional HSI is installed, the HSI course

pointer provides course datum to the autopilot.)

Figure 2. GPS Annunciator/Switch

(Serials 17280984 and On) (Sheet 2 of 2)

Revision 4

S19-11

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 19 - FAA APPROVED

MODEL 172R

SECTION 2

LIMITATIONS

The KLN 94 GPS Pilot's Guide, P/N 006-18207-0000, dated

September

2000 (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.

Navigation is prohibited within 60 nautical miles of the North

and South Poles (i.e., at greater than 89° north and south

latitude).

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 enroute 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. Instrument approaches must be accomplished in

accordance with approved instrument approach procedures

that are retrieved from the KLN 94 database. The KLN 94

aeronautical database must incorporate the current update

cycle.

1) The KLN 94 Quick Reference, P/N 006-18228-0000,

Revision

1, dated August

2000 (or later applicable

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.

S19-12

Revision 4

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 19 - 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 94 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 94 database use the WGS-84 or

the NAD-83 geodetic datum.)

For BRNAV operations in the European region:

1) With 23 (24 if the altitude input to the KLN 94 is not

available) or more satellites projected to be operational

for the flight, the airplane can depart without further

action.

2) With 22 (23 if the altitude input to the KLN 94 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 airplane. The prediction

program must comply with the criteria of Appendix 1 of

AC 90-96. 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.

If a "RAIM NOT AVAILABLE" message is displayed in the

enroute or terminal phase of flight, continue to navigate

using the KLN 94 or revert to an alternate means of

navigation appropriate to the route and phase of flight.

When continuing to use the KLN 94 for navigation, position

must be verified every

15 minutes (or as required by

applicable country's operating rules) using another IFR

approved navigation system.

Revision 4

S19-13

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 19 - FAA APPROVED

MODEL 172R

NOTE

Honeywell'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 AC

90-96.

g. The airplane must have other approved navigation equipment

appropriate to the route of flight installed and operational.

SECTION 3

EMERGENCY PROCEDURES

There are no changes to the basic airplane emergency

procedures when the KLN 94 GPS is installed.

1. If the KLN 94 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.

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

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

KLN

94 or revert to an alternate means of navigation

appropriate to the route and phase of flight. When continuing

to use the KLN 94 for navigation, position must be verified

every

15 minutes (or as required by applicable country's

operating rules) using another IFR approved navigation

system.

4. Refer to the KLN 94 Pilot's Guide, Appendices B and C, for

appropriate pilot actions to be accomplished in response to

annunciated messages.

S19-14

Revision 4

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 19 - FAA APPROVED

SECTION 4

NORMAL PROCEDURES

OPERATION

Normal operating procedures are outlined in the KLN 94 GPS

Pilot's Guide, P/N 006-18207-0000, dated September 2000 (or later

applicable revision). A KLN 94 Quick Reference, P/N 006-18228-

0000, dated August 2000 (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 94

operations when conducting instrument approaches.

AUTOPILOT COUPLED OPERATION

The KLN 94 may be coupled to the KAP 140 autopilot when

engaged in NAV mode by selecting GPS on the NAV/GPS switch.

Manual selection of the desired course on the NO. 1 OBS or HSI

course pointer 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

NAV or APR coupled DME arc intercepts can result

in excessive overshoots (aggravated by high ground

speeds and/or intercepts from inside the arc).

172R serial number

17281174 and On, Roll Steering

functionality enables the GPS navigation computer to control the

autopilot and automatically perform course changes (turns) and

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

selected as the autopilot navigation source). The GPS navigation

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

the required bank angle for waypoint course changes. The GPS

Roll Steering output will command the autopilot to turn and

intercept the course to the new active waypoint without directly

overflying the immediate waypoint (except designated flyover

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

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

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

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

Revision 4

S19-15

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 19 - FAA APPROVED

MODEL 172R

Roll Steering is the default operating mode for the autoflight system

when all of the following conditions are met:

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

2. GPS is selected as the autopilot navigation source.

3. The GPS navigation computer is executing an active flight

plan.

4. The GPS is operating in LEG mode.

When Roll Steering is in operation, adjusting or change in the

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

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

and the course pointer always be set to the current course to

enhance situational awareness, especially in the event of

unexpected autoflight equipment failure. GPS signal loss requires

that the pilot immediately select and alternate autopilot navigation

source. If autopilot function is lost, the pilot is required to resume

manual control of the airplane. Keeping the heading bug and

course pointer set to the present course makes immediate recovery

easier.

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

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

in NAV mode with NAV selected as the autopilot navigation source.

APPROACH MODE SEQUENCING AND RAIM PREDICTION

FAMILIARITY WITH THE ENROUTE OPERATION

OF THE KLN

94 DOES NOT CONSTITUTE

PROFICIENCY IN APPROACH OPERATIONS. DO

NOT ATTEMPT APPROACH OPERATIONS IN IMC

(INSTRUMENT METEOROLOGICAL CONDITIONS)

PRIOR TO ATTAINING PROFICIENCY IN THE

USE OF THE KLN 94.

S19-16

Revision 4

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 19 - 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.

Roll Steering will operate on instrument approach

procedures selected from a current GPS aeronautical

database only when:

f The autopilot is engaged in either NAV or APR

mode

AND

f GPS is selected as the autopilot NAV input.

Ensure that the appropriate GPS mode (LEG or

OBS) is selected during each portion of the

approach procedure.

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. The most efficient means of getting to

these pages is initiated by pressing the PROC (PROCEDURE)

button on the KLN 94.

a. Press PROC button.

b. Select Approach, Arrival or Departure.

c. Select the airport from the list or enter the desired airport

identifier.

d. The APT 7 or APT 8 page will be displayed as appropriate.

NOTE

To delete or replace a DP, 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.

Revision 4

S19-17

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 19 - FAA APPROVED

MODEL 172R

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 94 altimeter baro setting as required.

d. Internally the KLN

94 will transition from en route to

terminal integrity monitoring.

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.

b. If receiving radar vectors, choose VECTORS as the IAF,

activate vectors when the first vector for the approach is

received and leave the unit in LEG mode.

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

is mandatory from the FAF to the MAP.

NOTE

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.

S19-18

Revision 4

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 19 - 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

94 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 APR ARM 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.

Revision 4

S19-19

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 19 - FAA APPROVED

MODEL 172R

GENERAL NOTES

The aeronautical 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 enroute using

the AUX

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.)

S19-20

Revision 4

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 19 - 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 automatically bring up

the message page stating:

PRESS PROC BUTTON NOW FOR NAVIGATION

Pressing the PROC button will usually restore navigation (not

guaranteed) by changing from APR ACTV to APR ARM. Fly the

missed approach.

The instrument approach using the KLN 94 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.

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.

Revision 4

S19-21/S19-22

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 20 - FAA APPROVED

MODEL 172R

SUPPLEMENT 20

BENDIX/KING KMA 28 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. 30, 2000

LOG OF EFFECTIVITY PAGES

_______________________________

PAGE

DATE

PAGE

DATE

Title (S20-1)

Dec 30/00

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S20-2

Dec 30/00

S20-8

Dec 30/00

S20-3

Dec 30/00

S20-9

Dec 30/00

S20-4

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S20-10

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S20-5

Dec 30/00

S20-11

Dec 30/00

S20-6

Dec 30/00

S20-12

Dec 30/00

SERVICE BULLETIN CONFIGURATION LIST

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

the operation of the airplane, and have been incorporated into

this supplement. This list contains only those Service Bulletins

that are currently active.

Airplane

Unit

Revision

Incorporated

Number Title

Effectivity

Incorporation

In Airplane

S20-2

Dec 30/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 20 - FAA APPROVED

SUPPLEMENT

BENDIX/KING KMA 28 AUDIO SELECTOR PANEL

SECTION 1

GENERAL

The Bendix/King KMA 28 Audio Selector Panel is a combination

audio selector panel, cabin intercom, audio amplifier and marker

beacon receiver. The audio amplifier powers the cockpit overhead

speaker when selected.

Receiver audio is selected using ten back-lit pushbutton

switches. Selected receivers can be identified by the illuminated

green LED on the appropriate switch pushbutton. The rotary

microphone selector switch automatically supplies the audio for the

transceiver selected; The Com 1 and Com 2 switches permit the

user to monitor or "guard" the audio from the other transceiver. All

operating controls are shown and described in Figure 1.

An unamplified and unswitched stereo audio input is provided for

an entertainment audio source (Walkman or similar Portable

Electronic Device (PED)). The Entertainment audio input is located

on the lower half of the cockpit center pedestal; the 3.5 mm stereo

jack is labeled "AUX AUDIO IN". The KMA 28 includes the Soft

Mute feature that lowers the audio level of the entertainment signal

whenever radio or intercom audio is present. Refer to 14 CFR Part

91.21 and Advisory Circular No.

91.21-1() "Use of Portable

Electronic Devices Aboard Aircraft" for further information and

requirements regarding the use of portable electronic devices in

aircraft.

The cabin intercom uses the IntellivoxTM automatic squelch circuit

to minimize non-voice signals. The intercom audio level is set using

the front-mounted intercom volume control; audio levels for the

receivers and entertainment are controlled at the source.

Dec 30/00

S20-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 20 - FAA APPROVED

MODEL 172R

NOTE

In this stereo installation, all headset locations are wired in

parallel.

If a monaural headset is plugged in at any

location, one intercom channel will be shorted. Although no

damage to the intercom will result, all stereo headset users

will lose one audio channel. The monaural headset will

perform normally.

A crystal-controlled superheterodyne marker beacon receiver

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

circuitry for the marker beacon lamps automatically adjusts

brightness appropriate to the cockpit ambient light level. HI and LO

sensitivity and lamp test/receiver audio mute (T/M) 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.

S20-4

Dec 30/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 20 - FAA APPROVED

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

beacon receiver built into the KMA 28 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.

OUTER [O] -- Light illuminates blue to indicate passage of outer marker

beacon.

MIDDLE [M] -- Light illuminates amber to indicate passage of middle

marker beacon.

INNER, AIRWAY and FAN [I] -- Light illuminates white to indicate

passage of ILS inner, airway or fan marker beacons.

2. MARKER BEACON SENSITIVITY & TEST/MUTE SELECT SWITCH --

The three-position switch is used to set the receiver sensitivity and to

test the annunciator lamps. When this switch is on "HI" (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

"LO" (middle) position to give you a more accurate location of the

Marker. When used only for approach markers, many pilots choose to

leave the switch in the LO sensitivity position. The "T/M" (bottom)

position is a momentary switch that will illuminate all three lamps

simultaneously to assure they are in working order. This switch also

has a Marker Beacon "mute" function. Pushing the switch to the T/M

position while receiving a marker beacon signal will cause the audio to

be temporarily silenced. No action is required to restore the audio in

time for the next beacon.

Figure 1. Bendix/King KMA 28 Audio Selector Panel (Sheet 1 of 5)

Dec 30/00

S20-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 20 - FAA APPROVED

MODEL 172R

RECEIVE AUDIO SELECT BUTTONS -- Push button audio selection is

available for two Communications receivers ("COM 1", "COM 2"), two

Navigation receivers

("NAV

1" and "NAV

2"), the internal Marker

Beacon receiver ("MKR"), one DME, one ADF, one additional auxiliary

receiver ("AUX") and a speaker amplifier ("SPR"). 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

side of the button. Push the button again to deselect the receiver's

audio. These buttons are "latched" type switches. When one of these

buttons is pressed, it will stay in the "in" position until the button is

pressed again and it will be put in the "out" position and removes that

receiver from the audio. To provide additional feedback for button

operation, activate the key "click" by pushing and holding both COM 1

and COM 2 receiver buttons for five seconds, and release. Repeat to

defeat the click.

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

desired transmitter for the cockpit microphones. The "COM 1", "COM

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

and Com 3 communications transceivers, respectively. When the mic

selector switch is in the COM 1 position, both pilot and copilot will be

connected to the COM 1 transceiver. Only the person who presses

their Push-to-Talk (PTT) switch, will be heard over the aircraft radio.

Turning the rotary switch to the COM 2 position will place pilot and

copilot on COM 2. The KMA 28 gives priority to the pilot's PTT. If the

copilot is transmitting, and the pilot presses his PTT, the pilot's

microphone will be heard over the selected COM transmitter. Turning

the mic selector counterclockwise to COM 3 places both the pilot and

copilot on COM 3. Com 3 receiver audio is automatically placed in the

headset (and speaker if selected). COM 1 and/or COM 2 receiver

audio can be selected to monitor those transceivers. Audio from the

selected transceiver is automatically heard in the headsets. This

function can be checked by switching from COM 1 to COM 2 and

watching the selected audio light on the selector change from COM 1

to COM 2. This ensures the pilot will always hear the audio from the

transceiver he is transmitting on. When transmitting, the COM 1 or

COM 2 LED audio selector will blink as a further indication of the

selected transmitter. When switching the mic selector switch from

COM 1 to COM 2, if the COM 1 audio has been selected, COM 1 audio

will continue to be heard. When switching from COM 1 to COM 2 if

COM 1 has NOT been selected, COM 1 audio will be switched off.

Figure 1. Bendix/King KMA 28 Audio Selector Panel (Sheet 2 of 5)

S20-6

Dec 30/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 20 - FAA APPROVED

TELEPHONE MODE (TEL) - The telephone mode is not available on

this installation.

SPLIT MODE (COM 1/2 OR COM 2/1) -- Moving the mic selector switch

to COM 1/2 places the KMA 28 into "split mode". This places the pilot

on Com 1 and the copilot on Com 2. Switching to COM 2/1 will reverse

the "split mode" radio selection. For more information regarding split

mode operations, consult the Bendix/King Silver Crown Plus Avionics

Systems Pilot's Guide, P/N 006-18110-0000.

SWAP INDICATOR -- The swap function is not available on this

installation.

TRANSMIT INDICATOR -- This indicator illuminates when either Push-

to-Talk (PTT) switch is pressed.

SPEAKER SWITCH (SPR) -- This switch will place all selected audio on

the cockpit speaker when selected.

CREW ICS/MUSIC 1 MUTE BUTTON (ICS) -- The front panel ICS

button controls muting of the entertainment source. Pushing this button

places the ICS in Karaoke (or sing along) mode, which inhibits the soft

mute feature. The soft mute feature assures that the aircraft radio

transmissions will not be missed due to entertainment playing. When

there is radio reception or intercom conversation, the music level is

dropped to background level. When the radio or intercom traffic

ceases, the level gradually returns to normal. Karaoke allows the

music to continue uninterrupted by intercom or radio traffic when

cockpit workload is appropriate. Pushing the button again will release

the mute inhibit function.

In split mode, the pilot and copilot are isolated from each other on the

intercom, simultaneously using their respective radios. Depressing the

ICS button in split mode will activate VOX intercom between the pilot

and copilot positions. This permits intercommunication when desired

between the crew. Pressing the ICS button again disables the crew

intercom function.

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.

Figure 1. Bendix/King KMA 28 Audio Selector Panel (Sheet 3 of 5)

Dec 30/00

S20-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 20 - FAA APPROVED

MODEL 172R

10.INTERCOM MODE SELECT (ISO-ALL-CREW) -- A three-position mode

switch that allows the pilot to tailor the intercom function to best meet

the current cockpit situation.

ISO -- (Up Position ) The pilot is isolated from the intercom and is

connected only to the aircraft radio system. The pilot will hear the

aircraft radio reception (and sidetone during radio transmissions). The

copilot will hear passenger's intercom and Entertainment, while

passengers will hear copilot intercom and Entertainment. Neither will

hear aircraft radio receptions or pilot transmissions.

ALL -- (Middle Position) All parties will hear the aircraft radio and

intercom.

Crew will hear Entertainment, passengers will hear

Entertainment. During any radio or intercom communications, the

music volume automatically decreases. The music volume increases

gradually back to the original level after communications have been

completed.

CREW -- (Down Position) Pilot and copilot are connected on one

intercom channel and have exclusive access to the aircraft radios.

They may also listen to Entertainment. Passengers can continue to

communicate among themselves without interrupting the crew and also

may listen to Entertainment. Anytime the KMA 28 is in either the COM

1/2 or COM 2/1 split modes, the pilot and copilot intercom is controlled

with

the

ICS

button.

The

passengers

will

maintain

intercommunications, but never hear aircraft radios.

PASSENGER

MODE

PILOT HEARS

COPILOT HEARS

COMMENTS

HEARS

Isolate

A/C Radios Pilot

Copilot and pas>

Passenger and Co>

This mode allows the pilot

Sidetone (during

senger intercom

pilot intercom

to communicate without the

radio transmission)

Entertainment

others bothered by the con-

Entertainment is

versations. Copilot and pas-

Muted

sengers can continue to

communicate and listen to

music.

All

Pilot

Copilot

Passengers

This mode allows all to hear

Copilot

Pilot

radio reception as well as

A/C Radio

Copilot

communicate on the inter-

Passengers

A/C Radio

com. Music and intercom is

Entertainment

muted during intercom and

radio communications.

Crew

Pilot

Copilot

Passengers

This mode allows the pilot

Copilot

Pilot

Entertainment

and copilot to concentrate

A/C Radio

on flying while the passen-

Entertainment

gers can communicate

amongst themselves.

Figure 1. Bendix/King KMA 28 Audio Selector Panel (Sheet 4 of 5)

S20-8

Dec 30/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 20 - FAA APPROVED

11.VOLUME CONTROL/POWER SWITCH/EMERGENCY OPERATION

KNOB -- The KMA 28 unit is turned on and off by pushing the volume

knob. In the OFF or EMG (Emergency) position, the pilot is connected

directly to Com 1. This allows communication capability regardless of

unit condition. Any time power is removed or turned off, the audio

selector will be placed in the emergency mode. The power switch also

controls the audio selector panel functions, intercom, and marker

beacon receiver. Unless the mic selector is in Com 3 mode, at least

one of the selected audio LED's will be on (Com 1 or Com 2). Turn

the outer area of the knob to adjust the loudness of the intercom for

the pilot and copilot only. It has no effect on selected radio levels,

music input levels or passenger's volume level. Adjust the radios and

intercom volume for a comfortable listening level for the pilot.

Passenger volume can be adjusted at the headset. All passenger

headsets are connected in parallel. Therefore, if a monaural headset

is plugged into a stereo KMA

28 installation, one channel will be

shorted. Although no damage to the unit will occur, all passengers will

lose one channel.

NOTE

During KMA 28 operation in the OFF or EMG position, the

audio is disabled preventing installed system alerts

(autopilot disconnect tone) from being heard. The marker

beacon receiver audio and annunciator lights will be

inoperative.

Figure 1. Bendix/King KMA 28 Audio Selector Panel (Sheet 5 of 5)

Dec 30/00

S20-9

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 20 - FAA APPROVED

MODEL 172R

SECTION 2

LIMITATIONS

1. PUSH OFF/EMG operation is prohibited during normal

operations.

2. Use of the Entertainment audio input (and PED) is prohibited

during takeoff and landing.

3. Use of the Entertainment audio input (and PED) is prohibited

under IFR unless the operator of the aircraft has determined

that the use of the 12 VDC power supply and the connected

portable electronic device(s) will not cause interference with

the navigation or communication system of the airplane.

NOTE

During KMA 28 operation in the OFF or EMG position, the

audio is disabled preventing installed system alerts

(autopilot disconnect tone) from being heard. The marker

beacon receiver audio and annunciator lights will be

inoperative.

SECTION 3

EMERGENCY PROCEDURES

In the event of a failure of the KMA 28, as evidenced by the

inability to transmit in COM 1, 2 or 3.

1. Volume Control/Power Switch/Emergency Operation Knob --

Push OFF.

NOTE

This action bypasses the KMA 28 and connects the pilot's

mic/headset directly to COM 1.

S20-10

Dec 30/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 20 - FAA APPROVED

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.

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.

The Entertainment audio input ("AUX AUDIO IN") is unswitched,

so there is no means of deselecting the entertainment source except

by unplugging the Audio Input connector. In the event of failure of

the "Soft Mute" function or during periods of high pilot workload

and/or heavy radio traffic, it may be wise to disable the

Entertainment audio to eliminate a source of distraction for the flight

crew.

NOTE

Use caution with audio cables in the cabin to avoid

entangling occupants or cabin furnishings and to prevent

damage to cables.

Dec 30/00

S20-11

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 20 - FAA APPROVED

MODEL 172R

NOTE

Disconnect the audio cable from the Entertainment audio

input jack whenever the PED is not in use.

NOTE

Passenger briefing should specify that Entertainment audio

input (and PED) use is permitted only during the enroute

phase of flight.

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.

S20-12

Dec 30/00

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 21 - FAA APPROVED

MODEL 172R

SUPPLEMENT 21

BENDIX/KING KMD 550 MULTI-FUNCTION DISPLAY

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. 30, 2000

LOG OF EFFECTIVITY PAGES

_______________________________

PAGE

DATE

PAGE

DATE

Title (S21-1)

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Dec 30/00

SERVICE BULLETIN CONFIGURATION LIST

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

the operation of the airplane, and have been incorporated into

this supplement. This list contains only those Service Bulletins

that are currently active.

Airplane

Unit

Revision

Incorporated

Number Title

Effectivity

Incorporation

In Airplane

S21-2

Dec 30/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 21 - FAA APPROVED

SUPPLEMENT

BENDIX/KING KMD 550 MULTI-FUNCTION DISPLAY

SECTION 1

GENERAL

NEVER REMOVE THE DATABASE CARD WHILE

THE UNIT IS SWITCHED ON AND NEVER

ATTEMPT TO SWITCH THE UNIT ON WHEN

THERE IS NO DATABASE CARD INSTALLED.

The KMD 550 is a multi-function display that combines an

internal aeronautical and cartographic database with external GPS

data to display current aircraft position on a 5-inch diagonal screen.

In addition to position, the KMD 550 can display weather avoidance

information when optional sensor equipment is installed. The KMD

550 is powered from the AVIONICS MASTER BUS 1 switch and is

current-protected by the GPS circuit breaker.

The KMD 550 is operated via a joystick, a series of five Power

Keys that are located along the right side of the unit, a series of

Function Select Keys located along the bottom, and an inner and

outer Control Knob. The joystick allows movement of the pointer in

MAP mode and is used to select and change setup fields. The

appropriate key labels for a particular page are configured in

software and displayed alongside the appropriate key. The rotary

brightness control is used for adjusting the brightness of the screen.

Operational guidance for the KMD 550 Multi-function Display is

provided with the Bendix/King KMD 550 Pilot's Guide (supplied with

the airplane). This Pilot's Guide provides a detailed explanation of

each of the display screen pages, with a step-by-step tutorial on

each of them.

Dec 30/00

S21-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 21 - FAA APPROVED

MODEL 172R

NOTE

The KMD 550 is designed to be used as a supplemental

navigation system. You should always carefully compare

indications from your KMD 550 unit with the information

available from all other navigation sources including NDB's,

VOR's, DME's, visual sightings, charts, etc. For safety, any

discrepancies observed should be resolved immediately.

THIS EQUIPMENT IS NOT A REPLACEMENT FOR

YOUR CHART. IT IS INTENDED AS AN AID TO

NAVIGATION ONLY.

NEVER USE THE WEATHER DISPLAYED ON

THIS EQUIPMENT AS YOUR SOLE REFERENCE

FOR WEATHER AVOIDANCE.

CHANGING THE DATABASE CARD

To change the data card follow these simple steps:

1. Turn off the KMD 550.

2. Grasp the data card and pull it straight out of it's socket.

3. With the card facing upward, as indicated on its label, insert

the new data card being careful to align the card with the

socket then press the new card firmly into place.

4. Turn the unit on and check for correct operation. If the new

data card contains a newer version of operating software the

unit will update the operating system to this newer version.

Status bars will be displayed during the update process.

S21-4

Dec 30/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 21 - FAA APPROVED

1.BRIGHTNESS CONTROL -- Clockwise rotation will increase

the brightness of the display. Counter-clockwise rotation

decreases the display brightness.

2. DATABASE CARD

-- The database card contains the

aeronautical and topographical database for the KMD

550.

Updated database cards are available by subscription every

28 days. The KMD 550 is not an IFR primary-means-of-

navigation system.

Therefore, its use as an advisory

navigation system does not mandate that the database be

current. However, it is strongly recommended from a safety

viewpoint that you continue to keep your database current.

3. DISPLAY -- The KMD 550 utilizes a 5" diagonal, color active

matrix liquid crystal display.

4. AVAILABLE FUNCTIONS LEGEND -- These icons indicate

what functions are available and their current status. The

icons shown depend on what optional sensor equipment is

installed and how it is configured.

Figure 1. Bendix/King KMD 550 Multi-Function Display

(Sheet 1 of 3)

Dec 30/00

S21-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 21 - FAA APPROVED

MODEL 172R

ON/OFF CONTROL -- Rotating clockwise to the "ON" position

provides power to the KMD 550. Rotating counter-clockwise

to the "OFF" position removes power from the unit.

FUNCTION SELECT INDICATORS -- When a function key is

pressed, the Function Select Indicator above it will illuminate

to show that this function is presently being displayed.

FUNCTION SELECT KEYS -- These keys are used to select

available data sources (as indicated on the key) for display.

Pressing the same key multiple times will sequence through

the available pages associated with that function.

CONTROL KNOB -- The inner and outer Control Knobs,

located in the lower right of the unit are not functional in this

installation.

POWER LABELS -- When the Power Label is illuminated on

the right side of the key, that key's function is dedicated to the

function described by the label and that function is active.

The following is a list of the dedicated functions:

MODE -- Pressing this key will sequence through all

available modes associated with the displayed

page.

RNG

-- Pressing this key will increase the range scale one

level on the displayed page. Range scales on

other pages will not be affected.

RNG

-- Pressing this key will decrease the range scale

one level on the displayed page. Range scales on

other pages will not be affected.

VIEW

-- Pressing this key will sequence through the

available views associated with the displayed

page.

Figure 1. Bendix/King KMD 550 Multi-Function Display

(Sheet 2 of 3)

S21-6

Dec 30/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 21 - FAA APPROVED

OVLY --

Pressing the Overlay Key allows data from more

than once source to be displayed simultaneously

on the screen. Soft labels will indicate which data

sources are available for overlay.

10.

SOFT LABELS -- Soft Labels are located to the left of the

Power Keys in the display area. The description indicated in

the label describes the key's present function related to the

displayed page. Whenever a new function is selected, by

pressing a key with a Soft Label, a new display is shown

along with its new key labels.

11.

JOYSTICK -- This a pointing device that moves a mouse-like

pointer around the display. It is primarily used for pointing at

items on the map for further information and for measuring

range and bearing to specific points. The joystick is also used

to modify configuration settings on the AUX setup pages.

12.

POWER KEYS -- These five keys are used to manipulate the

page being displayed. Their present functionality can be

indicated by the use of Soft Labels on the left side of the key

or Power Labels on the right side of the key.

13.

FAULT INDICATOR -- The Fault Indicator is located between

the Range buttons. If this small "F" is illuminated, a system

hardware problem exists. This could be caused by the unit

failing a self-test or an improper installation configuration. If

the Fault Indicator appears, cycle the unit power. If the fault

reoccurs, the unit needs to be taken to an authorized service

center to correct the configuration or repair the unit.

NOTE

If the fault indicator is lit, refer to KMD 550 Pilot's Guide for

service instructions.

Figure 1. Bendix/King KMD 550 Multi-Function Display

(Sheet 3 of 3)

Dec 30/00

S21-7

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 21 - FAA APPROVED

MODEL 172R

STARTUP DISPLAY

This display will be seen after power-up. The Stormscope logo

will be present if a Stormscope is installed and enabled. The self-

test results are also displayed. Pressing the OK soft key will show

the next display. The expiration date of the Jeppesen database

must be acknowledged by again pressing the OK soft key.

POP-UP HELP DISPLAYS

Pop-up status displays are shown if a Function Key or available

Power Key is pressed and held for longer than two seconds. These

can help provide a reference for monitoring the status of selected

functions and overlays.

GPS DATA SOURCES

The KMD 550 accepts GPS data from the KLN 94. The active

flight plan and waypoints are imported directly from the KLN 94.

DISPLAY ICONS

When showing any map screen

- airports, navaids, towns,

intersections, user waypoints and many other data classes are

represented by symbols or icons, some of which are user selectable

in the Map Setup Screens. Please refer to Map Setup in the

Getting Started section of the KMD 550 Pilot's Guide for further

details.

SECTION 2

LIMITATIONS

The KMD 550 Multi-Function Display Pilot's Guide must be

readily available to the flight crew when operating the KMD 550.

S21-8

Dec 30/00

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 22 - FAA APPROVED

MODEL 172R

SUPPLEMENT 22

12 VOLT CABIN POWER SYSTEM

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. 30/00

LOG OF EFFECTIVITY PAGES

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PAGE

DATE

PAGE

DATE

Title (S22-1)

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Dec 30/00

SERVICE BULLETIN CONFIGURATION LIST

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

the operation of the airplane, and have been incorporated into

this supplement. This list contains only those Service Bulletins

that are currently active.

Airplane

Unit

Revision

Incorporated

Number Title

Effectivity

Incorporation

In Airplane

S22-2

Dec 30/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 22 - FAA APPROVED

SUPPLEMENT

12 VOLT CABIN POWER SYSTEM

SECTION 1

GENERAL

The 12 Volt Cabin Power System provides passenger access to

a fixed direct current (DC) voltage for powering portable electronic

devices (PED). The remote power outlet (RPO), labeled "CABIN

PWR 12V", is located on the lower portion of the cockpit center

pedestal (See Figure 1). The RPO conforms to ARINC 628 Part 2

requirements for commercial airline in-seat power connectors,

except that the Cabin Power System supplies automotive-type 12

VDC, in lieu of the 15 VDC provided by the airlines.

CABIN POWER

12V

Figure 1. 12 Volt Cabin Power System Connector

Dec 30/00

S22-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 22 - FAA APPROVED

MODEL 172R

RELEASE

BUTTON

Figure 2. Mating Plug

The mating plug is a plastic 9-pin circular connector with a quick

disconnect push button release (Hypertronics D02PBMRTH-0025 or

equivalent) (See Figure 2). Adapter cable assemblies are available

that feature the ARINC

628 plug with a standard automotive

cigarette lighter socket (Radio Shack, Cat. No. 270-1580 or similar).

Most laptop computer manufacturers and a number of accessory

manufacturers (Absolute Battery, Mobility Electronics, USI, Extended

Microdevices, etc.) can provide suitable power cables for these

devices. A light-colored mating plug is preferred for visibility.

Figure 3. Mating Plug Wiring

S22-4

Dec 30/00

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 22 - FAA APPROVED

Power is supplied to the 12-volt Cabin Power System from a DC

to DC power converter located in the tailcone of the aircraft. The

power converter receives

28 VDC power from the "CABIN

LTS/PWR" circuit breaker located on the electrical switch/circuit

breaker panel. By using two small signal pins located in the Cabin

Power System connector, the power converter will not supply power

to the Cabin Power connector when there is nothing plugged in.

Refer to 14 CFR 91.21 and Advisory Circular No. 91.21-1() "Use

of Portable Electronic Devices Aboard Aircraft" for further

information and requirements regarding the use of portable

electronic devices in aircraft.

SECTION 2

LIMITATIONS

The following limitations must be adhered to:

1. The 12 Volt Cabin Power System is not certified for supplying

power to flight-critical communications or navigation devices.

2. Use of the 12 Volt Cabin Power System is prohibited during

takeoff and landing.

3. Use of the 12 Volt Cabin Power System is prohibited under

IFR unless the operator of the aircraft has determined that the

use of the 12 VDC power supply and the connected portable

electronic device(s) will not cause interference with the

navigation or communication systems of the airplane.

SECTION 3

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when

the 12 Volt Cabin Power System is installed. The system is

disabled by unplugging the power or adapter cable from the 12 Volt

Cabin Power System connector. In the event of an alternator

failure, load shedding of nonessential auxiliary equipment may be

accomplished by simply unplugging equipment from the connector.

Dec 30/00

S22-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 22 - FAA APPROVED

MODEL 172R

SECTION 4

NORMAL PROCEDURES

The pilot must be familiar with the location of the 12 Volt Cabin

Power System connector and with the operation of locking and

release features common to the connector and power/adapter

cables.

USE CAUTION WITH POWER/ADAPTER CABLES

IN THE CABIN TO AVOID ENTANGLING

OCCUPANTS OR CABIN FURNISHINGS AND TO

PREVENT DAMAGE TO CABLES SUPPLYING

LIVE ELECTRIC CURRENT.

1. 12 volt power shall be limited to a maximum of 10 amps. If a

load in excess of this limit is applied to the Cabin Power

System connector the "CABIN LTS/PWR" circuit breaker may

open or the protection circuitry in the DC to DC power

converter may limit the excess power by lowering the supplied

voltage below 12 volts.

2. The 12 volt Cabin Power System may not be used to charge

lithium batteries.

CHARGING OF LITHIUM BATTERIES MAY CAUSE

THE LITHIUM BATTERIES TO EXPLODE.

NOTE

Take care to observe the manufacturer's power

requirements prior to plugging any device into the 12 volt

Cabin Power System connector.

S22-6

Dec 30/00

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 24 - FAA APPROVED

MODEL 172R

SUPPLEMENT 24

ASTROTECH MODEL TC-2 CLOCK/OAT/VOLT

INDICATOR

The following Log of Effective Pages provides the date of issue

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

the Supplement. Pages which are affected by the current

revision will carry the date of that revision.

Revision Level

Date of Issue

0 (Original)

Jan. 31, 2002

LOG OF EFFECTIVITY PAGES

PAGE

DATE

PAGE

DATE

Title (S24-1)

Jan 31/02

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S24-6

Jan 31/02

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

S24-2

Jan 31/02

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 24 - FAA APPROVED

SUPPLEMENT

DIGITAL CLOCK/OAT/VOLT INDICATOR

SECTION 1

GENERAL

The Astrotech Model TC-2 digital clock combines the features of

a clock, outside air temperature gauge (OAT) and voltmeter in a

single unit. The unit is designed for ease of operation with a four

button control system. The upper button is used to control

sequencing between temperature and voltage. The lower three

buttons control reading and timing functions related to the digital

clock. Temperature and voltage functions are displayed in the

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

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

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

good visibility under low cabin lighting conditions and at night. The

intensity of the back light is controlled by the PANEL LT rheostat.

Jan 31/02

S24-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 24 - FAA APPROVED

MODEL 172R

Figure 1. Astrotech Model TC-2 Clock/OAT/Volt Indicator

1. OAT/VOLT BUTTON - Volts are displayed at power up. When

the button is pressed, the display switches to outside air

temperature in °F. Pressing the button again selects outside air

temperature in °C. Pressing the button a third time selects

voltage.

2. ST/SP (ADV) BUTTON - When the ST/SP (Start/Stop) button is

pressed in the Clock Mode, the date is displayed for 1.5 seconds

and then the display returns to the clock. During the set function

the button is used to advance the count of the digit currently

being set. When in the Timer Mode, the button alternately starts

and stops the elapsed counter with each push.

3. MODE BUTTON - The MODE button toggles between clock and

timer. Each time the button is pressed the mode changes.

While in the Timer Mode the word "TIMER" is displayed below

the digits (as shown in Figure 1).

4. RESET (SET) BUTTON - When the RESET button is pressed in

the Timer Mode, it resets the timer to 00:00. In the Clock Mode,

the button initiates the set function for setting the date and time

of day. The set function can be recognized by the Month (left

two) digits flashing. If the set function is not desired the MODE

button may be pressed to exit from the set operation.

S24-4

Jan 31/02

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 24 - FAA APPROVED

SECTION 2

LIMITATIONS

There is no change to the airplane limitations when the digital

clock/OAT/volt indicator is installed.

SECTION 3

EMERGENCY PROCEDURES

There is no change to the airplane emergency procedures when

the clock/OAT/volt indicator is installed.

SECTION 4

NORMAL PROCEDURES

OAT/VOLTMETER OPERATION

The upper LCD window is dedicated to OAT and voltmeter

operations. The voltmeter reading is preselected upon startup and

is indicated by an "E" following the display reading. Pushing the

OAT/VOLT button will sequence the window from voltage to

Fahrenheit ("F") to Celsius ("C"), and back again to voltage.

CLOCK OPERATIONS

The lower LCD window is dedicated to clock and timing

operations. Pushing the MODE button toggles between clock and

timer. Each time the button is pushed the mode changes. Time of

day is displayed in hours and minutes in the

24-hour format.

Setting procedures are as follows:

While in the Clock Mode, press the SET (RESET) button and the

left two digits will flash; these are the month digits. Press the ADV

(ST/SP) button to change to the current month. Then press the SET

(RESET) button and the right two digits will flash; these are the day

of the month digits. Press the ADV (ST/SP) button to change to the

current day. Then press the SET (RESET) button and both the

month and day will be displayed.

Jan 31/02

S24-5

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 24 - FAA APPROVED

MODEL 172R

Press the SET (RESET) button and the left two digits will flash,

these are the hour digits. Press the ADV (ST/SP) button to change

to the current hour. Press the SET (RESET) button and the right

two digits will flash; these are the minute digits. Press the ADV

(ST/SP) button to change to the current minute. Then press the

SET (RESET) button and both the hour and minutes will be

displayed. If the minutes were changed, the clock is stopped and

holding. When the time reference being used to set the clock

reaches the exact minute shown on the display, press the ST/SP

button. The display will show the date and start the clock running.

If the minutes were not changed, the minutes will continue to run

and not need to be restarted.

When operating in the Timer Mode the word "TIMER" is shown

on the display directly below the digits and indicates that the

elapsed time is being displayed. The timer can be reset to 00:00,

started, stopped, or restarted. It counts in minutes and seconds for

the first hour and then counts in hours and minutes to 23:59. The

timer continues to keep elapsed time when the display is in the

clock mode. Pushing the ST/SP (ADV) button alternately starts and

stops the elapsed counter with each push. The RESET (SET)

button when pushed resets the timer to 00:00.

SECTION 5

PERFORMANCE

There is no change to the airplane performance when this

equipment is installed.

S24-6

Jan 31/02

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 25 - FAA APPROVED

MODEL 172R

SUPPLEMENT 25

BENDIX/KING KX 165A VHF NAV/COMM

The following Log of Effective Pages provides the date of issue

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

the Supplement. Pages which are affected by the current

revision will carry the date of that revision

Revision Level Date of Issue

0 (Original)

Jan. 31, 2002

LOG OF EFFECTIVITY PAGES

_______________________________

PAGE

DATE

PAGE

DATE

Title (S1-1)

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S1-14(blank)

Jan 31/02

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

S25-2

Jan 31/02

CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 25 - FAA APPROVED

SUPPLEMENT

BENDIX/KING KX 165A VHF NAV/COMM

SECTION 1

GENERAL

The KX 165A VHF Nav/Comm Transceiver is very similar to the

KX 155A VHF Nav/Comm Transceiver except, the KX 165A has a

built in VOR/LOC converter, enabling it to directly drive a horizontal

situation indicator (HSI). The KX 165A will only be installed with an

HSI. For detailed information of the HSI refer to the HSI supplement

in this section of the POH (refer to Section 9 index).

The KX 165A includes a

760-channel VHF communications

receiver-transmitter, a 200-channel VHF navigation receiver, and a

40-channel glideslope receiver. The communications receiver-

transmitter receives and transmits signals between

118.00 and

135.975 MHz with

25-kHz spacing. The navigation receiver

receives VOR and localizer signals between 108.00 and 117.95

MHz in 50-kHz steps. The glideslope 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

165A'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. The KX 165A 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.

Jan 31/02

S25-3

SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 25 - 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. For detailed

information of the audio selector panel used in conjunction with this

radio refer to the audio selector panel supplement in this section of

the POH (refer to Section 9 index).

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.

KX 165A VHF NAV/COMM

Figure 1. Bendix/King KX165A VHF NAV/COMM (Sheet 1 of 2)

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SECTION 9 - SUPPLEMENTS

CESSNA

SUPPLEMENT 25 - FAA APPROVED

MODEL 172R

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 in 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 in 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.

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SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 25 - FAA APPROVED

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).

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SUPPLEMENT 25 - FAA APPROVED

MODEL 172R

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.

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.

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.

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SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 25 - FAA APPROVED

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.

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SUPPLEMENT 25 - FAA APPROVED

MODEL 172R

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 COMM 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 COMM 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.

SECTION 2

LIMITATIONS

There is no change to the airplane limitations when this avionic

equipment is installed.

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SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 25 - FAA APPROVED

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.

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.

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SUPPLEMENT 25 - FAA APPROVED

MODEL 172R

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.

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.

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SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 25 - FAA APPROVED

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

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.

Jan 31/02

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CESSNA

SECTION 9 - SUPPLEMENTS

MODEL 172R

SUPPLEMENT 26 - FAA APPROVED

SUPPLEMENT

BENDIX/KING KDR 510

FLIGHT INFORMATION SERVICES (FIS)

SECTION 1

GENERAL

The Bendix/King KDR

510 Flight Information Services (FIS)

installation provides weather information and other flight advisory

information to pilots to enhance situational awareness. The services

rely on a network of ground based VHF transmitters that

continuously broadcast data to any aircraft within line-of-sight of the

transmitter. The aircraft must be equipped with a dedicated VHF

antenna and receiver for FIS. Data is then presented to the pilot

using the KMD 550 multi-function display.

FIS information is

intended to be used as a strategic planning tool to help the pilot

avoid inclement weather areas that are beyond his visual range.

FIS lacks the sufficient resolution and update rate necessary for

severe weather penetration.

NOTE

Cessna Aircraft Company does not guarantee the

quality, accuracy, or availability of FIS data. Some data

is available to all KDR 510 installations while other data

is available only by subscription.

The network of

transmitters may not cover the entire area where the

aircraft is operated, and the aircraft may need to be

above 5000 feet AGL to receive FIS data in areas where

coverage does exist.

SECTION 2

LIMITATIONS

Use of the Bendix/King KDR 510 Flight Information Services (FIS)

for severe weather penetration is prohibited.

Original

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SUPPLEMENT 26 - FAA APPROVED

MODEL 172R

SECTION 3

EMERGENCY PROCEDURES

No additional emergency procedures are required when the KDR

510 Flight Information Services (FIS) equipment is installed in the

airplane.

SECTION 4

NORMAL PROCEDURES

Press the WX function select key of the KMD 550 multi-function

display to toggle through weather related systems installed on the

aircraft that display on the KMD 550. The MODE button toggles

between different weather related information displays such as

switching between METARs and PIREPs. It is highly recommended

that the pilot read the Bendix/King subscription agreement and the

FIS addendum to the KMD 550/850 Pilot's Guide to understand the

entire range of information available. It is possible that data

availability and subscription services may change over time.

SECTION 5

PERFORMANCE

Airplane performance does not change when the KDR 510 Flight

Information Services (FIS) equipment is installed.

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Original

CESSNA 172R NAV I/NAV II Skyhawk MODEL 172R. Information Manual (2016) - page 3